NATIONAL HIGHWAYS & INFRASTRUCTURE DEVELOPMENT CORPORATION LTD.

FINAL DETAILED PROJECT REPORT

SUDHMAHADEV - DRANGA TUNNEL
CONSULTANCY SERVICES FOR
PREPERATION OF DETAILED
PROJECT REPORT AND PROVIDING
PRE-CONSTRUCTION ACTIVITIES IN
RESPECT OF THE FOLLOWING
STRETCH ON NH-244 (OLD NH-1B) IN
THE STATE OF JAMMU AND
KASHMIR.

(1) SUDHMAHADEV- DRANGA

TUNNEL OF APPROX. LENGTH 4.5
KM AND ITS APPROACH ROAD ON
CHENANI - SUDHMAHADEV-
GOHA ROAD PORTION.

(2) VAILOO TUNNEL OF APPROX.

LENGTH 10.0 KM UNDER SINTHAN
PASS AND ITS APPROACH ROAD
ON GOHA-KHELLANI- KHANABAL
ROAD PORTION.

(3) ROAD PORTION FROM 82.675 TO

82.925 AT KM 83 ON BATOTE-
KISHTWAR ROAD SECTION OF
NH-244.

(4) EXTENDED ROAD SECTION FROM

GOHA TO KHELLANI OF 30 KM
LENGTH

PACKAGE-1 – KM 0+000 TO KM 6+405

PACKAGE-2 – KM 6+405 TO KM 12+850
VOLUME - II - DESIGN REPORT (TUNNEL)

FEBRUARY 2020

IN ASSOCIATION WITH
TPF GETINSA EUROESTUDIOS S.L. RODIC CONSULTANTS PRIVATE LIMITED
Unit 305, Suncity Business Tower, Golf Course 1, Jai Singh Marg (First Floor), YMCA Cultural
Road,Sector 54 Gurgram Haryana - 122002India Centre Building, New Delhi – 110001 (INDIA)
Email : indiacentral@tpfingeneria.com Email :contact@rodicconsultants.com
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

TABLE OF CONTENTS

1. FOREWORD AND DOCUMENT CONTENT ......................................................................................... 11

2. OBJECTIVES OF TUNNELS DESIGN ..................................................................................................... 14

3. BASIC DESIGN FACTORS FOR TUNNEL ALTERNATIVE, CONSTRAINTS AND

SPECIFICATIONS & STANDARDS ......................................................................................................... 15

3.1. Tunnel Construction Need, Benefits and Constraints .................................................................. 17

3.2. Brief Description of Tunnel Alternatives .......................................................................................... 19

3.3. Advantages for Preferred Tunnel Alternative ................................................................................. 21

3.4. Applicable Specifications & Standards, Codes and Regulations, their Priority .................. 22

3.5. Tunnel Geometry and Space Configuration, Safety Aspects ...................................................... 27

3.5.1 Tunnel length and number/type of lanes. Shoulders, walkways and cross passages
provision ........................................................................................................................................................ 27

3.5.2 Horizontal and Vertical Alignment ...................................................................................................... 30

3.5.3 Tunnel Dimensions: Clearances ............................................................................................................ 32

3.6 Geological Constraints and Description along Proposed Alternative/S ............................... 32

3.6.1 References from GSI (Geological Survey of India) and others .................................................. 35

3.7 Methodology of Construction and Design Basis ............................................................................. 36

3.7.1 Discussion on Best Suited Construction Methodology ................................................................ 36

3.7.2 Tunnel Alignment ....................................................................................................................................... 41

3.7.3 Tunnel Functional Section to Accommodate Road Cross Section and MEP Systems....... 41

3.7.4 Tunnel primary and inner lining .......................................................................................................... 45

3.7.5 Cross Passages Implementation and Main Features .................................................................... 48

3.7.6 Tunnel Pavement Design ......................................................................................................................... 51

3.7.7 Overview of Drainage System ................................................................................................................ 52

3.7.8 Tunnel Safety Provisions ......................................................................................................................... 53

3.7.9 Specifications for Ventilation System ................................................................................................. 57

2
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

3.7.10 Specifications for Fire Detection and Firefighting System ......................................................... 64

3.7.11 Lighting System Requirements ............................................................................................................. 65

3.7.12 Power Supply Requirements ................................................................................................................. 65

3.7.13 Other Tunnel Facilities Requirements ............................................................................................... 68

4 TUNNEL DESIGN ISSUES AND KEYS FOR PROPER ANALYSIS APPROACH ......................... 71

5 METHODOLOGY ADOPTED FOR TUNNEL CIVIL CONSTRUCTION AND DESIGN .............. 73

5.1 The NATM Concept in Tunnel Construction versus TBM Construction ................................ 73

5.2 Observational Sustenance of NATM .................................................................................................... 75

5.3 Evolution of NATM and State of the Art ............................................................................................. 76

5.4 Benefits of NATM ........................................................................................................................................ 76

5.5 Overview of Tunnel Construction Methodology ............................................................................ 77

5.6 Tunnel Design Criteria .............................................................................................................................. 81

5.7 Geological-Geotechnical Ground Characterization........................................................................ 82

5.8 Rock Mass Classification Criteria ......................................................................................................... 83

5.9 Behavioural Rock Mass Types ............................................................................................................... 86

5.10 Zonation in Excavation and Support Classes for Support/Lining Sections ......................... 90

5.11 Deformation and Construction Tolerances ...................................................................................... 93

6 TUNNEL DRAINAGE AND WATER PROOFING SOLUTION ......................................................... 94

7 TUNEL CIVIL DESIGN ANALYSIS AND CALCULATIONS .............................................................. 96

7.1 Introduction .................................................................................................................................................. 96

7.2 Tunnel Model Adopted and Calculation Methodology for Primary Lining .......................... 96

7.3 Brief Description of Tunnel Support Elements: Specifications.............................................. 100

7.4 Input Parameters and Results for Primary Lining...................................................................... 108

7.5 Structural Analysis for Primary Lining ........................................................................................... 109

7.6 Description of Inner Lining Shell Materials................................................................................... 110

3
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

7.7 Input Geotechnical Parameters for Inner Lining Calculations ............................................... 112

7.8 Methodology for Inner Lining ............................................................................................................. 112

7.9 Loads Considered and Combinations of Actions ......................................................................... 118

7.10 Design of Portal Slopes Protection Measures ............................................................................... 120

8 INSTRUMENTATION AND GEOTECHNICAL MONITORING FOR REAL TUNNEL

BEHAVIOR .................................................................................................................................................. 121

8.1 Criteria for Monitoring Measures Selection and Frequency of Readings .......................... 121

8.2 Types of Instruments Advisable for This Tunnel ........................................................................ 122

8.3 General Aspects for Device Installation .......................................................................................... 122

9 TUNNEL E&M DESIGN AND METHODOLOGY .............................................................................. 123

9.1 Power supply and Technical Rooms ................................................................................................ 123

9.1.1 Technical rooms distribution.............................................................................................................. 123

9.1.2 Power Supply System............................................................................................................................. 123

9.1.2.1 Design 123

9.1.2.2 Basic Specifications: ............................................................................................................................... 125

9.1.2.3 Energy Balance ......................................................................................................................................... 126

9.1.3 Cable Ducting and Channelling........................................................................................................... 129

9.2 Ventilation System .................................................................................................................................. 129

9.2.1 Ventilation System in Tunnel .............................................................................................................. 129

9.2.1.1 Jet-Fan and Tunnel Characteristics .................................................................................................. 129

9.2.1.2 Traffic and Emissions ............................................................................................................................. 131

9.2.1.3 Meteorological Data ................................................................................................................................ 133

9.2.1.4 System Design ........................................................................................................................................... 133

9.2.1.5 Ventilation control .................................................................................................................................. 140

9.2.2 Pressurization of Cross – Passages ................................................................................................... 143

4
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

9.3 Fire Detection and Firefighting Systems ........................................................................................ 144

9.3.1 Fire Detection and Alarm System (FDAS) ...................................................................................... 144

9.3.1.1 Fire Detection in Tunnels ..................................................................................................................... 144

9.3.1.2 Fire Detection in Technical Rooms ................................................................................................... 145

9.3.2 Firefighting System ................................................................................................................................. 145

9.3.2.1 Criteria Design .......................................................................................................................................... 145

9.3.2.2 Calculations ................................................................................................................................................ 150

9.4 Lighting and Signage systems ............................................................................................................. 153

9.4.1 Lighting system ........................................................................................................................................ 153

9.4.1.1 Main Tunnel Lighting ............................................................................................................................. 153

9.4.1.2 Outdoor lighting ....................................................................................................................................... 157

9.4.1.3 Emergency Tunnel Lighting ................................................................................................................ 157

9.4.1.4 Technical Rooms Lighting .................................................................................................................... 158

9.4.2 Signage System ......................................................................................................................................... 158

9.4.2.1 Reflective Traffic Signs (RTS) ............................................................................................................. 158

9.4.2.2 Luminous Traffic Signs (LTS) ............................................................................................................. 159

9.5 Traffic Control System ........................................................................................................................... 159

9.5.1 Variable Message Signs (VMS)............................................................................................................ 160

9.5.2 Traffic Signals ............................................................................................................................................ 160

9.5.3 Entrance Height Excessive Vehicle Control System (EHD) ..................................................... 161

9.5.4 Traffic Counting System (TCS) ........................................................................................................... 161

9.5.5 Mechanical Barriers ................................................................................................................................ 161

9.6 Communications Systems .................................................................................................................... 162

9.6.1 CCTV/AID System .................................................................................................................................... 162

9.6.1.1 External Video Surveillance System ................................................................................................. 162

5
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

9.6.1.2 Traffic Video Surveillance System..................................................................................................... 163

9.6.1.3 Cross – passages Video Surveillance System ................................................................................ 164

9.6.1.4 AID System ................................................................................................................................................. 164

9.6.2 VA/PA System ........................................................................................................................................... 165

9.6.3 Radio Rebroadcast System................................................................................................................... 166

9.7 Access Control and Alarms .................................................................................................................. 167

9.8 Control Network ...................................................................................................................................... 167

9.8.1 Control Centre........................................................................................................................................... 168

6
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

LIST OF TABLES

Table 1: Proposed Alternatives for the Sudhmahadev Tunnel Alignment .......................................... 19

Table 2: Summary of Road Cross Section ......................................................................................................... 30

Table 3: Denomination and Main Features of Support Section Types .................................................. 45

Table 4: Rock mass Types Attending Units as per Stretches Tunnel-1................................................. 84

Table 5: Rock mass Types Attending Units as per Stretches Tunnel-2................................................. 85

Table 6: Behaviour Types (BT) ............................................................................................................................. 86

Table 7:Expected Behaviour of Rock Mass around Tunnel-1 ................................................................... 88

Table 8: Expected Behaviour of Rock Mass around Tunnel-2 .................................................................. 89

Table 9: Support & Excavation Classes and Preliminary Design For Tunnel ..................................... 91

Table 10: Support & Excavation Classes and Support Estimate Quantities For Tunnel ................ 92

Table 11: Deformation and Construction Tolerances for Tunnel 1&2 ................................................. 93

Table 12: Aggregate Size and Their Passing % ............................................................................................ 101

Table 13: Input Rock Mass Parameters for the Design Numerical Calculations ............................. 108

Table 14: Design Calculation Parameters for Tunnel-1 & 2 .................................................................... 113

Table 15: E& S Classes & Plasticization Ring Width ................................................................................... 114

Table 16: Power Consumptions ......................................................................................................................... 126

Table 17: Electrical Equipment Selected ........................................................................................................ 128

Table 18: Table of Total Vehicles Per Day (Sum of Both Directions) .................................................. 131

Table 19: Pollutant Design Limits ..................................................................................................................... 132

Table 20: Number of Jet Fan ............................................................................................................................... 137

Table 21: Sanitary Ventilation Scenarios........................................................................................................ 138

Table 22: Design and threshold values for CO and visibility. Source: PIARC ................................... 142

Table 23: Pollutant Design Limits for Ventilation Activation ................................................................. 142

Table 24: Pollutant Design Limits for Tunnel Closing ............................................................................... 142

7
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Table 25: Stopping Distance and Zone Length ............................................................................................. 153

Table 26: Threshold Zone Length...................................................................................................................... 154

Table 27:Luminance and Distance of the Zones .......................................................................................... 155

Table 28: Power and Inter Distance Between Luminaires ...................................................................... 157

8
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

LIST OF FIGURES

Figure 1. Plan Layout of Tunnel Alternative Alignments for Sudhmahadev Tunnel, Superposed
to the Topography ................................................................................................................................ 20

Figure 2. Two Twin Tubes Configuration for Sudhmahadev Tunnel (T-1 and T-2) ........................ 28

Figure 3. Vertical alignment scheme for Tunnel 1 (above) and Tunnel 2 (below). Notice the
continuous gradient towards E portal in Tunnel 2 ................................................................. 32

Figure 4. Typical Section of Tunnel (Twin Tubes) Executed by TBM (E&S Classes 4 & 5) ........... 40

Figure 5. Typical section of tunnel (twin tubes) without invert (E&S Classes 1, 2 and 3) ............ 43

Figure 6. Typical section of tunnel (twin tubes) with invert (E&S Classes 4 and 5) ....................... 44

Figure 7. Extrusion in Face (blue color contours) Represented by Negative Y Displacements for
E&S Class 5v ........................................................................................................................................... 46

Figure 8. Plasticization yield ring around Vailoo tunnel for E&S Class 4 ............................................. 47

Figure 9. Typical Section of Cross Passage Gallery without Invert (E&S Class 1 to 3) ................... 50

Figure 10. Typical Section of Cross Passage Gallery with Invert (E&S Class 4 and 5) .................... 51

Figure 11. Scheme Section of Tunnel Pavement ............................................................................................ 52

Figure 12. Lane Closure Sign as indicated in IRC:67-2012 ........................................................................ 54

Figure 13. Examples of TVLS Signal (left) and Scheme for EVS Signal Panel with for Symbols .. 55

Figure 14. Summary Table with Safety and MEP Installation Requirement as per European
Directive2004/54/EC ......................................................................................................................... 57

Figure 15. Types of Ventilation Systems. Source: PIARC............................................................................ 58

Figure 16. Typical Cross Section for E&S Class 3b, without Invert ........................................................ 77

Figure 17. Typical Cross Section for E&S Class 4, with Invert .................................................................. 78

Figure 18. Typical Cross Section for Cross Passage in E&S Class 3a ...................................................... 79

Figure 19. Chart for Empirical Design of Tunnel Support Based on Q Barton. Source:
Norwegian Geotechnical Institute ................................................................................................. 90

Figure 20. Grid model for analysis in FLAC3D................................................................................................ 97

9
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 21. 3D Grid Dimensions for Analysis in FLAC3D: X= 60 m Y= 60 m Z= 100 m (±50 m

from Tunnel Center) ............................................................................................................................ 97

Figure 22. Excavation Sequence during Calculations for E&S Classes 4 and 5, in the 3D Model 99

Figure 23. Sequence of Four Round Cycle in Support for FLAC3D ....................................................... 100

Figure 24. Specifications of fibre glass nails for tunnelling. Source: Durglass ................................. 106

Figure 25. Plastic Ring in Yield (at present or in the past) for Unsupported Section in Class5 109

Figure 26. Load distribution for final lining calculation in case of static loads ............................... 117

Figure 27. Model Grid in FLAC3D for Seismic Analysis of Final Lining, with Shear Strain
Applied in Free Field Shear Method ............................................................................................ 118

Figure 28. Sudhmahadev Tunnels ..................................................................................................................... 130

Figure 29. Jet-Fan Position ................................................................................................................................... 130

Figure 30. Jet Fan Characteristics ...................................................................................................................... 131

Figure 31. Example of NO/NO2 relation ......................................................................................................... 132

Figure 32. Example of sensitivity analysis ..................................................................................................... 134

Figure 33. Sudhmahadev 1-Tube 1 jetfan dimensioning.......................................................................... 135

Figure 34. Sudhmahadev 1-Tube 2 jetfan dimensioning.......................................................................... 135

Figure 35. Sudhmahadev 2-Tube 1 jetfan dimensioning.......................................................................... 136

Figure 36. Sudhmahadev 2-Tube 2 jetfan dimensioning.......................................................................... 136

Figure 37. Sudhmahadev 1. Sanitary Ventilation Performance ............................................................. 139

Figure 38. Sudhmahadev 2. Sanitary Ventilation Performance ............................................................. 140

Figure 39. Distribution of Firefighting Equipment ..................................................................................... 146

Figure 40. Driver visual adaptation curve and design levels .................................................................. 155

Figure 41. Luminous Panels................................................................................................................................. 159

Figure 42. AID System ............................................................................................................................................ 164

10
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

1. FOREWORD AND DOCUMENT CONTENT

This document has been elaborated as a Part of the Draft of Detailed Project Report
(DPR) phase under the Terms of Reference for the Client’s Assignment as mentioned
below:

Consultancy Services for Preparation of Detailed Project Report and providing

Pre-Construction activities in respect of the following stretches on NH-244 (old
NH-1B) in the state of Jammu & Kashmir.

(i) Sudhmahadev- Dranga Tunnel of approx. length 4.5 Km and its approach
roads on Chenani - Sudhmahadev – Goha road portion.

(ii) Vailoo Tunnel of approx. length 10.00 Km under Sinthan Pass and its
approach roads on Goha- Khellani- Khanabal road portion.

The presented Tunnel Design Report for Sudhmahadev Tunnel has been incorporated
as a main chapter in the Part-I of the DPR, Volume-II DESIGN REPORT, and has been
prepared in full swing with Bridge/Viaduct and Roads Designs included in the volume,
taking into account the live interaction with them.

The detailed contain of the draft DPR submission is as follows:

I) Volume-I Main Report:

II) Volume-II Design Report

Part-I Design of Project Structures

I) Design of Tunnels

II) Design of Bridges/Viaducts

III) Design of Cross-Drainage Structures

Part-II Design of Road Parameters and Pavement Composition

I) Volume-III Materials Report

II) Volume-IV Environmental Assessment Report including Environmental

Management Plan (EMP) & Resettlement Action Plan (RAP)

III) Volume-V Technical Specifications

11
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

IV) Volume-VI Rate Analysis

V) Volume-VII Cost Estimates

VI) Volume-VIII Bill of Quantities

VII) Volume-IX Drawing Volume

i. Vicinity Map

ii. General Layout Plan

iii. Longitudinal Profile

iv. Schematic Layout

v. Horizontal &Vertical Alignment

vi. Geological Layout Plan

vii. Geological Longitudinal Section

viii. Geological Section of East Portal

ix. Geological Section of West Portal

x. Geological Layout Plan of Rock Quarry Area

xi. Geological Section of Rock Quarry Area

xii. Geotechnical Bore Logs

xiii. Mined Tunnel – Typical Cross Section without Invert

xiv. Mined Tunnel – Typical Cross Section with Invert

xv. Mined Tunnel – Typical Cross Section Lay Bay

xvi. Mined Tunnel – Typical Cross Section Cross Passages

xvii. Mined Tunnel – Typical Cross Section Hydrant Cabinet

xviii. Mined Tunnel – Typical Cross Section Emergency Telephone Cabinet

xix. Typical Cross Section – Cut & Cover Tunnel

xx. Mined Tunnel – Excavation and Support NATM Class “C”

xxi. Mined Tunnel – Excavation and Support NATM Class “B”

12
FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

xxii. Mined Tunnel – Excavation and Support NATM Class “A”

xxiii. East Portal – Earthwork & Mined Portal

xxiv. West Portal – Earthwork & Mined Portal

xxv. Geomechanical Measurement

xxvi. Deformation and Construction Tolerances

xxvii. Lighting – Schematic Layout & Equipment

xxviii. Ventilation – Schematic Layout & Equipment

xxix. Firefighting – Schematic Layout & Equipment

xxx. Traffic Control and Management – Schematic Layout & Equipment

xxxi. Control Room Buildings – Schematic Layout & Equipment

xxxii. Plumbing – Schematic Layout & Equipment

xxxiii. Permanent Drainage Proposals

xxxiv. Permanent Infrastructure for Operational/Maintenance Staff

xxxv. Toll Plazas

13
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

2. OBJECTIVES OF TUNNELS DESIGN

The aim of this report is the definition of all aspects of the Sudhmahadev Tunnel Design
with enough accuracy to proceed with the socio-economic analysis, the financial
analysis and the cost estimate for the Project, also to serve as a base support for the
development of Preconstruction Activities provision.

The design shall adhere to relevant national and international codes, standards,
regulations and recommendations, ensuring at the same time a global approach to
suitable interfaces at portals, to the integration of E&M systems requirements in civil
design, and to the development of the tunnel safety concept against failures or
instabilities, avoiding at the same time unstable zones for the new approach roads.

Tunnel as underground infrastructure is located in an abrupt hilly terrain about ten

kilometers East of Chenani-Nashri road communication axis, with few scattered villages
and hamlets in the Jammu-Kashmir Himalayas (Lesser Himalayas). Sudhmahadev-
Dranga tunnel is accommodated in an area with maximum altitude of around 2900 m
a.s.l.

Existing local roads alignment runs in a zigzag sticking to the natural hill slope contours
with poor geometrical parameters in general and possible landslide/avalanche
episodes, leading to very difficult conditions to be faced by the users, hence the tunnels
construction will easy the safety conditions of users for this communication route
through NH-244 to Kashmir (ancient NH1B), and will save appreciable driving time.
Environmental impact should be reduced also with reference to earth works in a
surface hilly road.

The Tunnel Design depends in first instance on the tentative new road alignment,
which is conditioned by the existing road network in the area and traffic data, presence
of natural hazards (landslides, flash floods, snow avalanches, etc., especially at the
portals), variation of local climatic conditions with the altitude, orographic constraints,
Construction practical consideration, and socio-environmental concerns.

14
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

3. BASIC DESIGN FACTORS FOR TUNNEL ALTERNATIVE, CONSTRAINTS AND

SPECIFICATIONS & STANDARDS

This chapter of present document covers basic factors influencing to the preliminary
design of tunnels, which in fact is linked directly to the expected Construction
Methodology. Therefore, it is explained the main reasons to foresee a tunnel
construction in this hilly area taking into account the existing constraints.

In first instance, orography of the Project area leads to a difficult access to the tentative
portal locations of tunnel alternatives. Accessibility to the tunnel portals and length of
the existing local approach road to the same is a key factor, especially in what it
concerns to the Construction logistic and supplies of materials and equipment, also to
the implementation of the platforms to accommodate Construction facilities (water
depuration facilities, machinery & work vehicles parking, power supply installations,
temporary ventilation system during construction, construction material storage area,
intermediate muck piles storage space, modular buildings for offices & personnel
accommodation, concrete batching plants, workshops, etc.).

In the case of Sudhmahadev tunnel, all envisaged alignment alternatives are oriented
practically from West to East, and distributed from North to South. Hence the
alternative with West portal nearest to the connecting road towards Sudhmahadev
temple and Chenani seems to be more favorable, whilst the alternative with East portal
located northern seems to be more advantageous.

As almost all local road accesses come from the North (East portals) and NW (West
portals), it is derived that Northern alternative may be preferred from the point of view
of accessibility, which must be ensured before start of tunnel construction.

In addition to this, for all alignment options it has to be designed new approach road
sections from existing local roads to portals locations because direct access from
existing road unfortunately is not feasible. They incorporate in most cases bridges or
viaducts to cross the water stream in the fond of respective valley because portal
entrances are in the mountain toe, at the other side of nallahs. The length of such
stretches and associated structures will be another factor to take into account.

Length of tunnel can condition (up to determined degree) the adoption of ventilation

15
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

system for the tunnel and the decisions on choosing the Construction Methodology. In
this case there is no huge variation in total tunnel length for the alternatives, but one of
them includes two tunnels separated by a viaduct, what is an advantage for the
implementation of less complex ventilation system.

Limitation in altitude for portal platform levels is another factor depending on local
climatology. It has to be previewed that portal would not be blocked by the snow falling
in winter season, due to its feature of all-weather road connection. In the design of
Sudhmahadev tunnel, all alternatives have been previewed with portal levels in the
interval (+1540)-(+1780) m a.s.l. (West side) and (+1425)-(+1750) m (East side).
Altitude of tunnel alternatives portals increase normally towards North.

Availability of reliable regional/local geological data and proper choice of geotechnical

parameters are crucial for preliminary design and further stages.

According to the compiled regional geology of the tunnel corridors, geological

conditions for Vailoo tunnel (traversing volcanic basic greenish rocks) seems to be
more favorable than those ones for Sudhmahadev tunnel, which is previewed to be
near or under the influence of Parautochthonous folded belt in the Jammu & Kashmir
Himalaya, associated to the rock formations between the limiting Murree Thrust at SW
and Panjal thrust at NE, also to the Sudhmahadev fault. Eastern to the Panjal thrust, the
Nappe Zone represented by the Salkhala formation (crystalline rocks and low-medium
grade metamorphic rocks) will be traversed by the Sudhmahadev tunnel for sure.

Due to orientation and configuration of tunnel alternatives in relation to the orientation

of Parautochthonous folded belt (NNW-SSE) in the Lesser Himalayas, there is no
significant variation in the regional geology for the Sudhmahadev tunnel alternatives,
so the geological factor without considering local particularities is not decisive to select
the preferred alternative. All the geological formations will be traversed in similar
percentages.

Nevertheless, the main concerns are local appearance of low grade metamorphic rocks,
like phyllite or shales, which are sensible to increasing overburden and prone to
develop squeezing phenomena, as well as in case of presence of tectonically
crushed/gauge fault bands, that may be represented by Sudhmahadev and Panjal
thrusts, and/or associated secondary and minor faults.

16
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

It should be highlighted also the significant seismicity grade in the area (this is Zone
IV).

3.1. Tunnel Construction Need, Benefits and Constraints

Tunnel designed in this Report is required to speed up the connectivity of commuters

and freight from NH-1A (Chenani) to this Project area and further to Chenab Valley
Districts of Doda, Kishtwar & Bhaderwah, as an attractive alternative to the combined
path NH-1A (NH-44) through the Chenani-Nashri tunnel to Batote (or through old NH-
1A via Patnitop pass) and the stretch of NH-244 (old NH-1B) from Batote to mentioned
districts.

The highway safety conditions in above mentioned last stretch are being disturbed by
the high risk of hill landslides and adverse climatic conditions, hence
maintenance/repair works are normally required. There are references included in the
geological description part, which reveal the landslide susceptibility level in the NH-
244 from Batote to Doda, following the South bank of Chenab River.

Also in case of traffic disruption in main NH-1A highway due to incident or

maintenance/repair tasks, the road users should have an alternate route to the North,
towards Kashmir Valley via Anantnag through NH-244. This will be possible with the
construction of these tunnels, which will provide smoother layout and shorten the
alignment length in the Project hilly section, reducing the chances of incidents due to
optimized geometry.

Highway network capacity towards North to accommodate traffic volume increase is

another reason for development of Project Tunnels. In view of consulted previous
traffic data for the NH-1A (NH-44), traffic growth is expected between 4.5 and 8.0%
annually depending on vehicle type, and Traffic Survey provided a value of AADT above
14,000 PCU in 2013. From this previous survey, it was derived a traffic projection such
that by 2018 AADT would go above 19,000 PCU, and by 2025, projected traffic would
go up to almost 28,000 PCU. Although NH-1A has been widened to 4 lane, Chenani-
Nashri tunnel is 2 lane bidirectional, with limited capacity, and for two lane old NH-1A
recommended capacity in IRC:SP:73-2007 as per Design Service Volume in PCU is
9,000.

17
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Presently, the existing local roads conditions in the Project section are typical of hilly
roads, but in addition geometrical design is poor: long sequences of multiple curves
following hill slope contours, of sharp type (even blind in some cases) and steep
gradients.

It is of utmost interest for the tunnels construction logistics and planning schedule to
upgrade the existing road accesses to the tunnels portals, which is a challenge due to
topography, leading to many stretches classified as steep terrain in the IRC:73-1980
“Geometric Design Standards for Rural (Non-Urban) Highways”.

Consequently, one critical point will be the implementation of measures to improve

alignment, cross sections and pavement conditions of such road stretches, including
widening, if feasible taking into account slope stability conditions, land acquisition
constraints, shifting of utilities, crossing/interference with other infrastructure
alignments and environmental aspects, among others.

Furthermore, designed approach road stretches to the portals shall pursue same
objectives, with smooth alignments and suitable interfaces to the tunnel portal.

Optimization of existing local roads and design of new stretches shall conform with the
recommendations and precepts as per Indian code IRC:SP:73-2007 “Manual of
Standards & Specifications for Two Laning of State Highways on B.O.T. Basis”,
with reference to road design parameters. In addition to this, particular requirements
in this hilly area can be addressed by the IRC:SP:48-1998 “Hill Road Manual”.

The abrupt hilly topography in the Project area will strongly condition the road design,
with tall open cuts and mid hill embankments prone to stability issues, then requiring
important protection measures and exigent maintenance after construction, which can
be avoided with the tunnels execution.

Sudhmahadev tunnel alternatives have lengths between 8 and 9 km, whether

continuous or in two stretches, what means that there is significant overburden with
the existing natural hill slopes.

With reference to the overburden, high values of rock cover can certainly condition the
design of support and lining measures in weak and fair rocks (Dogra slate,
carbonaceous shales, phyllite, etc.) under squeezing circumstances. Tunnel alternatives

18
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

present terrain covers between 700 and 1200 m, which could enable squeezing
phenomena even for lithology like schists, fractured quartzite, siltstone, metabasics and
altered gneiss.

The total length of the tunnel will influence design of MEP systems like Ventilation, of
prime relevance to ensure safety conditions inside tunnels. Longer the tunnel will be,
more complex and exigent ventilation system will be required, depending on traffic
volume and composition.

Finally, the ultimate goal for tunnel construction is to ensure road operation in safe and
reliable conditions, and incorporating a reduction in the Vehicle Operation Cost.

3.2. Brief Description of Tunnel Alternatives

As per Client requirements during inception and feasibility phases, twin tube tunnel
configuration has been adopted for study of alternatives, accommodating inside each
tube one traffic lane, and one emergency lane with pedestrian walk path. Connecting
cross passages are previewed with spacing of approx.250 m between them. Summary
of tunnel alternatives for Sudhmahadev tunnels is shown below:

Table 1: Proposed Alternatives for the Sudhmahadev Tunnel Alignment

No. of Tunnels/ Eastern Portal Western Portal

Option
Total Length Easting Northing Elevation Easting Northing Elevation
ID
(km) (m) (m) (m) (m) (m) (m)
1 1/8.85 541315.94 3659335.54 1500 534514.16 3654198.85 1650
2 1/8.64 542300.28 3657860.94 1425 534514.16 3654198.85 1650
3 1/9.49 543334.61 3656576.76 1525 534514.16 3654198.85 1650
4 1/8.79 543208.99 3654900.94 1520 534514.16 3654198.85 1650
5 1/8.65 543208.99 3654900.94 1520 535031.03 3652579.89 1540
2/4.16 540346.52 3659411.88 1750 1750
6
3.65 1850 533250.38 3656015.18 1780
7 1/8.06 540346.52 3659411.88 1750 533845.83 3654705.62 1700
8 1/8.13 540346.52 3659411.88 1750 534320.85 3654247.83 1700
Option - 9
9 -A 5.4 537173.34 3658964.85 1635 533679.42 3654820.29 1719
9 -B 2.6 540885.57 3659358.82 1500 538248.46 3659481.70 1585

In the next page Plan Layout it is shown the different alternatives:

19
FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length 4.5 Km and its approach roads on Chenani –
Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 1. Plan Layout of Tunnel Alternative Alignments for Sudhmahadev Tunnel, Superposed to the Topography

20
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

3.3. Advantages for Preferred Tunnel Alternative

Once analyzed the tunnel alternatives exposed in the above tables, the Consultants have
decided to select as preferred alternative Option 9-A. The reasons for this election are
as under:

 Instead considering a tunnel only, it will be constructed two tunnel separated by a

new road stretch. Access to this stretch is feasible through existing local road.
Requirements for ventilation system will be not so exigent, and maximum
overburden will be the lowest among all alternatives. In this case it can be
accommodated a longitudinal ventilation system under some specific safety
requests.

 Length of local road accesses from Chenani and Khellani (near Doda) offset points
to the portals have been minimized, decreasing the length of existing sections to be
improved and travel time for users, therefore fuel consumption and environmental
impact due to earth works. Length of new road sections in portal approaches is not
the minimum one, but other alternatives include similar length.

 Orography in portal areas is more favorable from the point of view of natural hill
slope gradients, which will allow lower height in slope cuts for portal excavation
and portal platform formation.

 Stability conditions at the portals are favorable, regarding occurrence of landslides

or uphill avalanches phenomena during construction stage, and permanent
protection measures to be maintained.

 Orientation of alignment is most normal to the natural hill slopes at portal locations,
so excavation and slope support measures to be designed will be less complicated.
With tunnel strike almost parallel to the hill slope and steep gradients in the hill,
there is a risk of development of squeezing phenomena.

 There is no any expectation of more unfavorable geological and geotechnical

conditions for this alternative than for the others, neither in the portal locations nor
along underground tunnel. Attending to the geological frame in the investigated
area all alternatives present similar geological longitudinal sections, both on
formations composition and on structural features.

21
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

 Following on with geological considerations, orientation of main regional structures

(fault strips or thrusts) and lineament of different rock formations are transverse to
tunnel alignment in the Tunnel 1, longer, which is favorable.

3.4. Applicable Specifications & Standards, Codes and Regulations, their Priority

Specifically for tunnel design and construction there are some references on
Specifications and Standards to be observed, which consist in National & International
Codes of Practice, Rules, Directives, Regulations and Recommendations. Although it is
convenient to give priority to the Indian National Specifications & Standards, in case of
being silent or under omission of particular technical aspects International codes and
regulations shall be referred to.

As a first reference, it has to be cited the Indian Roads Congress manual IRC:SP:91-
2010 Guidelines for Road Tunnels which serves as a guidance for tunnel aspects like
types and geometry of tunnels, terrain investigation procedures, planning and design
criteria, methodology of construction and safety during construction, implementation
of MEP systems, and Operation & Maintenance overview. It also includes a list of main
IS codes for tunnelling works.

There are also some IRC codes for reference to general road design in hilly areas, and
manuals mentioned by the Client in the ToR for Consultant’s guidance. They can be
cited as under:

 IRC:73-1980 Geometric Design Standards for Rural (Non - urban) Highways,

reprinted in June 2011 and digitalized in 2014

 IRC:SP:48-1998 Hill Road Manual

 IRC:SP:73-2007 Manual of Standards & Specifications for Two Laning of State

Highways on B.O.T. Basis, reprinted in October 2010, digitalized in 2014

Additionally, among the National Codes from BIS (Indian Standards) which may be used
as reference, but not limited to, are following:

 Regarding tunnel Design:

 IS 13365 Quantitative Classification System of Rock Mass – Guidelines:

 Part 1:1998 RMR for predicting of Engineering Properties

22
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

 Part 2:1992 Rock mass quality for prediction of support pressure in

underground openings

 IS:4880 – 1971 to 1987 Code of Practice for Design of Tunnels Conveying

Water (Part I to VII), but only applicable to other tunnel structures:

 Part I General Design

 Part IV Structural Design of Concrete Lining in Rock

 Part V Structural Design of Concrete Lining in Soft Strata and Soils

 Part VI Tunnel Supports

 IS:1893-1984_Criteria for Earthquake resistant design of Structures-Part

1: General provisions and buildings, regarding only general seismic principles
and design criteria

 Regarding tunnel Construction and Safety:

 IS 15026:2002 Tunnelling Methods in Rock Masses – Guidelines

 IS:5878 – 1970 to 1976 Code of Practice for Construction of Tunnels

conveying water (Part I to VII), including only parts applicable to other
tunnel structures:

 Part I Precision Survey and Setting Out

 Part II Underground Excavation in Rock, Section 1 Drilling and

Blasting

 Part II Underground Excavation in Rock, Section 2 Ventilation,

Lighting, Mucking, and Dewatering

 Part II Underground Excavation in Rock, Section 3 Tunnelling

Method for Steeply Inclined Tunnels, Shafts and Underground
Power Houses

 Part III Underground Excavation in Soft Strata

 Part IV Tunnel Supports

 Part V Concrete Lining

23
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

 Part VII Grouting

 IS:4756 – 1978 Safety Code for Tunnelling Works

 IS:4081 – 1986 Safety Code for Blasting and related Drilling Operations

It has to be highlighted here that depending on the development of ultimate tunnel

technologies or design methodologies as State of the Art, in case of no incorporation of
such items by the above mentioned National Codes and Guideline, it may be required to
call for International Specifications and Standards.

Furthermore, most of the regulations, manuals and guidelines are not mandatory /
compulsory, and therefore they form part of suggestions and recommendations to
follow.

Among the International Regulations and Standards, from contrasted Technical

Organizations or Countries Governments (in their normalization efforts), it can be cited
in order of preference:

Online “Road Tunnels Manual”, World Road Association (PIARC), last update 2015
(Seoul), focused on Tunnel Operation & Safety, and related transverse aspects like
general design of the tunnel. In this manual there are many references to Technical
Reports edited by the PIARC Technical Committee on “Road Tunnel Operations” which
can be considered as included in the references.

Directive 2004/54/EC of the European Parliament and of the Council on “Minimum

Safety Requirements for Tunnels in the Trans-European Road Network”, 2004

“Guidelines for the Design of Tunnels”, ITA (International Tunnelling Association)

WG on General Approaches to the Design of Tunnels, 1988 – Tunnelling and
Underground Space Technology, Vol. 3, No. 3, pp 237-249

“Recommendations on the development process for Mined Tunnels”, ITA Report

No. 17 WG 14 Mechanized Tunnelling & 19 Conventional Tunnelling, 2016. This report
contains considerations for the selection of most appropriate Tunnelling method in
Projects

“General report on Conventional Tunnelling Method”, ITA Report No. 2 WG 19

Conventional Tunnelling, 2009

24
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

“TBM Excavation of Long and Deep Tunnels Under Difficult Rock Conditions”, ITA
Report No. 19 WG 17 Long Tunnels at Great Depth, 2017.

“Guideline for the Geotechnical Design of Underground Structures with

Conventional Excavation”, Austrian Society of Geomechanics, 2010.

“Monitoring and Control in Tunnel Construction”, ITA Report No. 9 WG 2 Research,

2011.

“Seismic design and analysis of underground structures”, ITA WG 9 on Seismic

Effects, 2001 – Tunnelling and Underground Space Technology, Vol. 16, No. 4, pp 247-
293.

Guidelines on “Earthquake Design and Protection of Underground Structures”,

AFPS/AFTES (France), 2001.

EN1990:2002 “Eurocode 0: Basis of structural design”, European Committee for

Standardization (CEN), 2002.

EN1991-1:2002 “Eurocode 1: Actions on structures”, CEN, 2002.

EN 1992-1-1 Part 1-1:2004 “Eurocode 2: Design of concrete structures– Part 1-1:

General rules and rules for buildings, CEN, 2004.

EN 1992-1-2:2004: “Eurocode 2: Design of concrete structures - Part 1-2: General

rules – Structural fire design”, CEN, 2004.

EN 1997-1:2004 “Eurocode 7: Geotechnical design – Part 1: General rules”, CEN,

2004.

EN 1998-1:2004 “Eurocode 8: Design of structures for earthquake resistance –

Part 1: General rules, seismic actions and rules for buildings”, CEN, 2004.

EN 1998-5:2004 “Eurocode 8: Design of structures for earthquake resistance –

Part 5: Foundations, retaining structures and geotechnical aspects”, CEN, 2004.

From PIARC there are some reports on design to highlight, with main interest in safety,
functional and operational aspects:

 Report 2017R01EN “Design Fire Characteristics for Road Tunnels”, PIARC

Technical Committee 3.3 Road tunnels Operations, 2017.

25
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

 Report 3.05.04.B “Road Safety in Tunnels”, PIARC Committee on Road Tunnels

WG4 Traffic and Geometry, 1995.

 Report 2007R07 “Integrated Approach to Road Tunnel Safety”, PIARC Technical

Committee on Road Tunnel Operation (C3.3), 2007.

 Report 2012R05EN “Road Tunnels: Vehicle Emissions and Air Demand for
Ventilation”, PIARC Technical Committee on Road Tunnel Operation (C4), Dec.
2012.

 Guide “Good Practice for the Operation and Maintenance of Road Tunnels”,
PIARC Committee on Road Tunnel Operation (C5), 2005.

 Guide 05.01.B “The First Road Tunnel”, PIARC, 1995.

 Report 02.05.12B “Cross Section Design for Bi-Directional Road Tunnels”,

PIARC Technical Committee on Road Tunnel Operation (C5), 2004.

 Report 3.05.11B “Cross Section Geometry in Uni-directional Tunnels”, PIARC

Technical Committee on Road Tunnel Operation (C5) WG No.4, 2001.

Other relevant normative correspond to international Tunnel Design Manuals and

Construction procedures provided by individual countries. It can be mention, among
others:

“Technical Manual for Design and Construction of Road Tunnels – Civil Elements”,
U.S. Department of Transportation, Federal Highway Administration (FHWA), 2009.

“Specification for tunnelling”, The British Tunnelling Society and the Institution of
Civil Engineers, Thomas Telford, London, 2000.

“Tunnel Lining Design Guide”, the British Tunnelling Society (BTS) and the
Institution of Civil Engineers (ICE), 2004.

Engineering Manual EM 1110-2-2901 “Engineering and Design TUNNELS AND

SHAFTS IN ROCK”, U.S. Army Corps of Engineers, 1997.

Önorm 2203-1: “Underground works - Works contract – Part 1: Cyclic driving

(conventional tunnelling)”, Austrian Standards Institute, 2001.

26
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

3.5. Tunnel Geometry and Space Configuration, Safety Aspects

The tunnels space configuration depends on the selected more favorable alignment,
traffic requirements, reference to standards (related to clearances among others) and
incorporation of different systems inside the typical cross section. Following are the
main aspects to be considered.

3.5.1 Tunnel Length and Number/Type of Lanes. Shoulders, Walkways and Cross
Passages Provision

For Sudhmahadev-Dranga Tunnel, length for selected alternative is about 8 km, divided
in two tunnel sections of length 5.4 km (Tunnel 1) and 2.6 km (Tunnel 2) from West to
East, which are connected by a viaduct (Tunnel 1 E Portal) and a road stretch of around
1.1 km. The proposed connecting road to access East portal of Tunnel 2 is about 2.7 km
long. In the East portal of Tunnel 1 it is foreseen a viaduct.

Finally, it has been selected the twin tube tunnel layout with two unidirectional lanes
per tube: one traffic lane (on the left) plus one emergency lane (on the right). As the
tunnels present a straight alignment, it is required to maintain constant the distance
between tubes, around 30 m, keeping in view the presence of a fault/shear stretch in
Tunnel 1 with concentration of stresses in the pillar between tubes. This is shown in
below figure:

27
FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the following stretches on NH-244 (old NH-1B) in the State of Jammu &
Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 2. Two Twin Tubes Configuration for Sudhmahadev Tunnel (T-1 and T-2)

28
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Although the stipulations verted in the IRC:SP:91-2010 includes spacing between 0.5
and 2.0 times the width of tunnels regarding clear distance between the tubes, in the
Consultant’s experience, during design and construction of other Projects in Himalayas
and Sub-Himalayas region, the rule of thumb for tunnels with varied rock quality and
huge overburden, around 1 km or more, is 2.5 D minimum.

This is the case of Sudhmahadev Tunnel, which has a maximum overburden of slightly
more than 1 km in E&S Class 3a, which required the use of steel ribs spaced 1 m for a
rock with RMR class III, between 45 and 60. The stress concentration in junctions with
cross passages may lead to increase to heavier support at these locations.

Also it is expected a fault stretch of 500 m with cover of more than 400 m in RMR class
V, which recommends the use of such spacing between the twin tubes, being a constant
distance between straight tubes.

With reference to the safety, tubes with unidirectional traffic are less prone to
generation of accidents/incidents.

Moreover, the presence of an emergency lane per tube is more favorable in case of
vehicles breakdowns, because they can stop at any location (except cross passages
intersections), instead of lay bays sections (refuges), which should be spaced a
minimum of 750 m, as per IRC:SP:91-2010.

The configuration of unidirectional tubes contributes also to impulse longitudinal air

circulation through drag effect of traffic movement, which is added to the effect of jet
fans operation.

Regarding tunnel road cross section configuration, it is proposed a traffic lane 3.50 m
wide accompanied by an emergency lane of width 3.00 m, with hard clearance of 0.5 m
at the left side (traffic lane) only, and accompanied by a footpath 0.6 m wide,
incorporating a slightly elevated strip with rollover kerb stone. Between the traffic and
emergency lane it is foreseen a road marking with double continuous line, with a width
of 0.4 m, and incorporation of rumble strip for safety reasons This road section
conforms to the prescriptions given for Highways in the IRC:SP:73-2007, Manual of
Standards & Specifications for Two Laning, Section “2 GEOMETRIC DESIGN AND
GENERAL FEATURES”, point “2.4 Lane width of Carriageway”, which are normally

29
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

applicable to bidirectional roads. In the next table it is shown a summary of road cross
section configuration:

Table 2: Summary of Road Cross Section

Cross Section Element Width
Walkway 0.60m
Hard Shoulder 0.50m
Driving Lane 3.50m
Road Marking 0.40m
Emergency Lane 3.00m
Walkway 1.00m
Overall 9.00m
There is provision for elevated (20 cm above carriageway level) walkway at right
sidewall (escape route to cross passage side), above cable channel slab covers, with
horizontal clearance of 1.0 m and vertical of 2.3 m.

Emergency escape routes are provided by the incorporation of cross passages

connecting both the tubes, with orientation normal to tunnel horizontal alignment, and
spacing of around 250 m between them. This arrangement conforms to the Indian code
but is stricter than international guidelines and directives, and the main reason for its
selection is that the type of ventilation system assumed for Tunnel 1, a longitudinal TVS
system, conforms to safety requirements but near to the admissible limits, therefore it
has been selected this spacing to match desirable safety requirements.

3.5.2 Horizontal and Vertical Alignment

Horizontal Alignment

Both the tunnels present straight alignment in plan layout; no curves at portal
entrances are foreseen.

Tunnel 1- 5.4 km (Twin tube)

Tunnel starts from the West portal located at an El.1719 on left steep slope along
Chenani - Sudhmahadev National Highway NH-1A. The tunnel is aligned keeping in
view of the topography, length and the location such that tunnel passes through the
region having adequate cover all around, adding the fact that portal is at existing road
level, simplifying the connection once road widening for construction bypass had been
completed, prior to start of works. The length of tube-1 & 2 of tunnel 1 are 5449m and

30
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

5417m respectively.

The length of the tunnel with this Western portal is about 5.4 km up to the Eastern
portal. The Eastern portal of this tunnel is located at upstream of Thanda Pani Village at
an El. 1635m.

As per the geotechnical Factual report, it was concluded that the initial location of W
portal falls in the Murree Thrust, with a thick soil- shear altered rock cover, which
might continue for the first 300m of the tunnel. Hence that location of the portal has
been discarded. As per the geological site condition and to access the road, western
portal was shifted towards eastern side by approximately 1.3km.

Tunnel 2- 2.6 km (Twin tube)

The western and eastern portal of the tunnel is located upstream of Thanda Pani Village
and near Kaisar village at an El. 1585 m & 1500 m respectively. The length of tube-1 & 2
of tunnel 2 are 2640m and 2630m respectively.

East Portal of tunnel 1 and west portal of tunnel 2 is connected through a viaduct and
about 1.1 km road.

Vertical Alignment

Tunnel 1

Western portal & Eastern portal of tunnel 1 is kept at EL. 1719 m and EL. 1635 m
respectively. In the initial length of 2.3 km, slope of 0.38% from the western portal and
in the remaining length, 3% slope has been provided. Elevation of intermediate point
(point of changing the grade) is kept higher at EL.1728.

Tunnel 2

Western portal & eastern portal of tunnel 2 is kept at EL. 1585 m and EL. 1500 m
respectively. Slope of 3.2% has been given in tunnel 2.

31
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 3. Vertical alignment scheme for Tunnel 1 (above) and Tunnel 2 (below). Notice
the continuous gradient towards E portal in Tunnel 2
3.5.3 Tunnel Dimensions: Clearances

As per above explained tunnel road cross section, horizontal clearance of tunnel
carriageway is 6.5 m, plus elevated walkways at right sidewall 1.0 m wide, and vertical
clearance 5.5 m, as per IRC: SP:91-2010 stipulations. The vertical clearance provided in
the pedestrian walk paths is 2.3 m, according to some international standards.

Regarding to cross passages between tubes, the recommended clearance profile will be
5.0 m horizontal (carriageway) by 3.0 m vertical to cope with emergency or
maintenance (if decided) vehicular transit, during the construction works and further
in operation stage.

In case of cross passages for pedestrian use only, the recommended clearance profile
will be 2.5 m (H) x 2.5 m (V). This tunnel has not envisaged pedestrian cross passages
to allow vehicular transit during works.

3.6 Geological Constraints and Description along Proposed Alternative/S

According to the compiled regional geology of the tunnel corridors, geological

conditions for Sudhmahadev tunnel, are previewed to be under the influence of

32
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Parautochthonous folded belt in the Jammu & Kashmir Lesser Himalayas, associated to
the rock formations between the limiting Murree Thrust (MBT) at SW and Panjal thrust
at NE. Eastern to the Panjal thrust, the Nappe Zone represented by the Salkhala
formation (crystalline rocks and low-medium grade metamorphic rocks) is expected to
be traversed by the Sudhmahadev tunnel, as well as the Gamir, Baila, Ramban and
Sincha formations pertaining to Parautochthonous folded belt.

The presence of geological formations included in the Parautochthonous folded belt

along the existing NH-244 from Batote to Doda (adjacent to Chenab river South bank),
northern and sensibly parallel to the Project tunnel alignment, confirms the position of
the regional frame shown in the geological maps. These maps are included in the
Geological Interpretative Report of the DPR Volume II.

Due to orientation and configuration of tunnel alternatives in relation to the orientation

of Parautochthonous folded belt (NNW-SSE) in the Lesser Himalayas, there is no
significant variation in the regional geology for the Sudhmahadev tunnel alternatives,
so the geological factor without considering local particularities is not decisive to select
the preferred alternative. All the geological formations will be traversed in similar
percentages.

Once developed a geological field traverse along several paths in the Project area, it has
provided enough information regarding main geological formations traversed by the
tunnel, from West to East:

 Starting from the western valley, the project area around tunnel 1 has exposed
limestone, dolomitic limestone, quartzite and calcareous quartzite belonging to
Gamir. These are best exposed along the road section between the Gauri Kund
Temple and Gau Karan in this valley.

 Following on the tunnel 1 alignment, grey platy limestone and calcargillite with
occasionally thin bands of carbonaceous phyllite of Baila Formation may be
encounter after Gamir Formation, pertaining to Precambrian age.

 Ramban Formation represents an important Lithostratigraphic constituent of the

‘Parautochthon’ in this part of Lesser Himalaya where it is present throughout the
belt. This formation is underlying by Baila Formation. Phyllite, slate, carbonaceous

33
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

shale and limestone of Ramban Formation is expected to be encountered along

tunnel alignment.

 Stratigraphically Sincha Formation is the uppermost formation of the

‘Parautochthon’ in the area. Northern and eastern part of this formation is bounded
by the regional tectonic plane namely the Panjal Thrust which juxtaposes it against
the Salkhalas. Its contact with the underlying Ramban Formation is inferred to be
disconformable, though in the Ramban and Chenab valley section it is a tectonic
contact (Digdaul Thrust) (Raina and Gupta, 1985-86). Dolomite, dolomitic
limestone, limestone and quartzite of this formation may be encountered along the
tunnel alignment.

 Highly crushed, fragmented, disturbed zone etc. are usually associated Panjal
Thrust in the Chenab valley is observed and projected in tunnel alignment. This
plane has a NW-SE trend, moderate to steep dip due northeast and juxtaposed the
Salkhalas of the Kashmir Synclinorium zone against the Sincha Formation to the
south. Final section and Eastern portal of Tunnel 1 falls in Salkhala formation.

 Entire length of tunnel 2 falls in Salkhala formation. The total length of this tunnel is
about 2670m. Western portal of this tunnel is placed at an elevation of El. 1590m.
Rock types expected to be encountered are micaschist, phyllite, carbonaceous
phyllite, quartzite with patches of metavolcanis of Salkhala formation.

Nevertheless, the main concerns are local appearance of low-medium grade

metamorphic rocks, like phyllites, mica-schists or shales thinly foliated and/or highly
fractured, which are sensible to increasing overburden and prone to develop squeezing
phenomena, as well as in case of presence of tectonically crushed/gauge fault bands,
that may be represented by Sudhmahadev and Panjal thrusts, and/or associated
secondary and minor faults.

In addition to this, the presence of crystalline rocks in Salkhala formation, like Quartzite
or Metavolcanis, may lead to the development of popping (more than a rockbursting)
due to their feasible brittle behavior at high overburden. Structure orientation and
foliation spacing may lead to spalling in tunnel 2 for Salkhala formation lithologies.

It is important to mention that as per Seismic Zoning Map of India, (IS: 1893 (Part –I)-

34
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

2002), the project area lies in the Seismic Zone-IV, which is significant.

3.6.1 References from GSI (Geological Survey of India) and others

Following are the reports & technical notes consulted from GSI findings, directly or
indirectly:

“Macro-scale (1:50,000) Landslide susceptibility mapping in parts of toposheet

nos. 43o/4 and 43o/8, Doda, Reasi, Ramban and Udhampur Districts, Jammu and
Kashmir (item code: LSM/NR/JK/2015/055) (Field Season: 2015-2016)”, Pradeep
Pal Singh and Sanjeev Kumar Sharma. GSI Engineering Geology and Landslide Division,
State Unit: Jammu & Kashmir, Jammu/Mission IV, Northern Region/Lucknow, 2016

“A report on the detailed Geotechnical Investigation of Landslides along Batote-

Doda road between km 20.800 to km 20.980 and km 28.550 to km 28.930 Doda
District J&K (Under Item No: EG/C/NR/JK/2010/032) (Field Season: 2010-12),
Joginder Singh, Ajay Kumar and N. K. Nayak. GSI, Engineering Geology Division, State
Unit: J & K, Mission IV, Northern Region, Jammu, 2012

“Geology of the ‘Autochthonous Folded Belt’, Jammu and Kashmir Himalaya with
special reference to the Panjal ‘Thrust’ “, B.S. Jangpangi, G. Kumar, Des Raj Rathore
and Sabir Dutta (Geological Survey of India). Journal of the Paleontological Society of
India, Vol. 31, pp 39-51, 1986

“Report on Section measurement and Investigation for Phosphorite in parts of

Mandi-Sudhmahadev area in Poonch, Rajouri, Udhampur and Doda districts, J&K
state (Progress Report for the Field Season 1979-80)”, B.N. Dhall and K.K. Sharma.
Geological Survey of India, Northern Region, Lucknow, 1981

“Inspection Note on the Malori slide on the Batote Bhaderwah road, Jammu and
Kashmir State (Field Season 1967-68)”, Z. Ashraf. Geological Survey of India,
Northern Region, Lucknow, 1968

From other source, it has been consulted also available data from Geological chapter of
Baglihar Hydroelectric Project, located in the Ramban district, near the confluence of
NH-1A and NH-244.

35
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

3.7 Methodology of Construction and Design Basis

Based on the above description regarding tunnel solution and its design, along with
described external factors which influence on the same, it is explained briefly in the
next paragraphs the main aspects of Tunnel Construction and Design.

3.7.1 Discussion on Best Suited Construction Methodology

For the excavation and support/lining of the Project tunnels it could be proposed
several Construction methodologies, like following:

Mechanized Tunnelling methods: These include TBM and Shielded machines, which
allow removal of excavation by pipes, conveyor belts or rail transport, as well as tunnel
support and/or lining in the tail of the advancing machine. In this case it is considered
only integral machines with full face excavation capacity, although there are also for
partial face excavation.

Conventional Tunnelling methods: Drill & Blast and/or mechanical excavation (except
above mentioned) including required cycle of construction activities for excavation,
removal of muck and support, also final lining separated by a space/time gap.

The Client has specified a request to analyze the feasibility of use of TBM in this Project
considering specific limitations, instead of normally adopted conventional tunnelling
for newly constructed project roads in this region.

To evaluate the tunnelling methodologies, following are the main factors to be taken
into account:

 Geology (Hydrogeology Inclusive) and Geotechnical Model, which involves

geological risks identified and rock mass quality variability along tunnel combined
with the overburden (local stress confinement field).

 Logistics aspects, like accessibility to site, transportation requirements (for

materials, equipment, machinery, etc.), accesses configuration, areas needed for
logistic development like site operation & maintenance workshop, stock materials
laydown areas, machinery and vehicle parking, assembling facilities areas, power
supply substations and/or gen-set installation site, temporary ventilation system
set up area, availability of enough energy and water supply capacity, muck

36
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

separation plant and other excavation material treatment installations, wastewater

treatment installations, concrete batching plants and other facilities/factories for
construction materials and elements, etc.

 Functionality and Durability of the Structure, which intervene on the selection of

cross section of tunnel excavation and tunnel clearances.

 Time Schedule, this depends on the planning previewed by the Client to put in
operation the Project road, and not only design and construction developments will
influence here, also land acquisition procedures and environmental process &
approvals, Construction permits courses, preconstruction and set up activities,
shifting of utilities & traffic diversions, along with modality of Project, negotiation of
funding commitments, and Coordination between agencies/parties shall affect the
global time schedule before Entry into Operation.

 Cost and Financing, which is clear and no requires further explanation. Only to
mention that Tunnelling by TBM and mechanized equipment requires rather higher
initial disbursement to development of preconstruction activities (purchase of
machinery, set up activities and complex logistics, transportation to site, etc.

 Environmental Constraints, allocating aspects like groundwater protection &

impact in aquifers, contaminated ground, nature reserves preservation, reuse and
management of tunnel excavation muck (Disposal Areas or Dumping Yards),
minimize pollution of water courses (Waste Water Treatment), minimize dust,
odors & noise generation, plantation and ground treatments adapted to weather
season, etc.

 Market and Labor Local Conditions, because this form part of local boundary
conditions along with social acceptance of tunnel construction. Experiences in the
region and Country regarding different Tunnelling methods can be analyzed.

Once it has been highlighted the main factors which may influence on the selection of
tunnel construction methodology, below are disclosed the observations to help in the
decision.

 The rock formations traversed by Sudhmahadev tunnel/s includes several

lithology’s which are prone to generate squeezing phenomena with the existing

37
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

high overburden, especially in the Tunnel-1, whose development depend on rock

mass quality: phyllite, slate and carbonaceous shale in the Ramban formation and
phyllite, carbonaceous phyllite in the Salkhala formation.

 Moreover is expected a fault strip (Panjal thrust), to be traversed with some skew to
the normal to Tunnel 1 direction, and Murree thrust tried to be avoided in Tunnel 1
West portal with alternative location.

 In conclusion, although there are technological adaptations of the machines to

tackle with this challenge (also requirement of bypass gallery to reach TBM head) it
is not recommendable the use of TBM in normal operational conditions, due to risk
of jamming of cutter head, some of the shields and/or backup equipment, also
performance loss. It is more suited the development of conventional tunnelling due
to its support flexibility to accommodate changing ground conditions, with a rough
estimate of expected maximum convergences around 25 cm for fault zones without
support and 12 cm with conventional tunnelling support. With radial deformations
higher than 10 cm, the head overcutting is more difficult to accommodate.

 To finish with geology, it is not likely the development spalling in more competent
rock formations traversed, like schists, due to apparent favorable structure.
Nevertheless, popping (low grade rock bursting) in quartzite, limestone, and
dolomite may be expected.

 In case of tunnelling with TBM, it is expected a machine diameter of about 12 m

with the accompanying backup. The local existing road network from Chenani to
Sudhmahadev and further for site accesses has a sinuous path and limited
carriageway width, which may complicate the transportation of equipment and
machinery pieces with special oversized vehicles, with the related risks. This may
involve the upgradation of roads to allow special vehicle transit.

 The platform preferably flat area in the portals (or nearby available zones) required
for the logistics during implementation of mechanized tunnelling with TBM must be
substantially increased in size with reference to conventional tunnelling
construction facilities (preliminary estimate of 2-3 times). In this area with hilly
orography, this involves more land acquisition for Right of Way and more
environmental impact to forest land, and also higher slope cuts with the subsequent

38
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

hill instability hazards.

 In view of the division of Sudhmahadev tunnel into two tunnels (1 and 2) for the
preferred alternative proposed, it is highly advisable to select conventional
tunnelling method for the shortest tunnel (Tunnel 2, 2.6 km) at least. The length of
Tunnel 1 (5.4 km) wouldn’t favor the execution by TBM due to higher cost taking
into account other constraints, so combined tunnelling methodology is not likely.
Huge initial disbursement relative to the total cost has to be taken into account also.

 The preliminary and tentative construction schedules envisages the execution of

approach roads to connect with tunnel portal from existing local roads, which may
be used during its construction as haul or temporary access roads to the portals,
allowing implantation of logistics and construction facilities for conventional
tunnelling. In case of TBM tunnelling, transportation of materials, equipment and
machinery disassembled pieces will be through oversized trailers, so it could bring
some complications for time schedule.

 This increase of time will be summed up to the preconstruction/set up period of

activities, which is noticeably longer for TBM methodology, although performance
rate of excavation is normally rather higher for TBM.

 In conclusion, involved total cost (and consequently funding) will be higher for TBM
tunnelling.

 Looking into the local tunnel construction experiences, labor and market
conditions, it is clear that except hydropower Projects, the use of conventional
tunnelling (drill & blast and/or mechanical excavation) is much more habitual in
this Northeast region of India.

 Conventional tunnelling has been developed in all long road tunnels, plus of course
others shorter: Chenani-Nashri Tunnel (9.0 km, completed below Patnitop range, so
in operation), Rohtang tunnel (8.8 km, fully excavated below Rohtang Pass,-
Himachal Pradesh: https://youtu.be/NgioFN4sCwE), Qazindung-Banihal tunnel
(8.5 km, fully excavated below Pir Panjal range, Jammu & Kashmir), Z-Morh tunnel
(6.5 km, in progress, near Gagangir J & K), Ramban-Banihal section tunnels (5 No.
short tunnels being constructed in NH-44 South bound), Nandni tunnels (short

39
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

length 5 No. in operation, NH-44 from Jammu to Udhampur). Also railways tunnels
like Banihal tunnel below Pir Panjal range (11.2 km), or Sangaldan tunnel (7.1 km in
the Jammu-Baramulla line, near Ramban), are examples of NATM application
instead of TBM.

 The local labor force is then trained mainly in conventional methods, which
provides an advantage to logistic and work organization during construction stage.
TBM operation training requires high specialization level for dedicated staff.

 Social acceptance of conventional tunnelling has been gained also among local
population, despite the inherent negative aspects of this methodology (use of
explosives, safety of workers near excavation face, etc.).

Once analyzed the above considerations, this Consultancy arrives to the conclusion that
the Conventional Tunnelling Method (Drill & blast combined with mechanical localized
excavation whenever required) is in this case the preferred methodology versus TBM
methodology. Below it is shown a tentative functional section of tunnel tube with TBM:

Figure 4. Typical Section of Tunnel (Twin Tubes) Executed by TBM (E&S Classes 4 & 5)

40
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

3.7.2 Tunnel Alignment

For the Sudhmahadev tunnels, alignment for the two tunnel stretches previewed in
Alternative 9 will be practically straight with different orientations in Tunnel 1 and
Tunnel 2, and there will be a viaduct adjacent to East portal of Tunnel 1 to cross a
nallah, plus a connecting road section between tunnels of around 1.1 km.

The vertical gradient for both the tunnel sections will be with inverted V shape to allow
temporary drainage in sides and/or central trench/channel. Gradient values will be
limited to a maximum of around 3%, as per IRC-SP-91:2010, and below PIARC
recommendation with a limit of 5% in case of long tunnels. The maximum overburden
in Tunnel 1 is approx. 1070 m, in Tunnel 2 is approx. 630 m, in tunnel both in direction
towards Doda.

Carriage super elevation in the tunnel pavement will be 2% towards right side (surface
drainage location), as per IRC:SP:91-2010, and its configuration will be a traffic lane
3.75 m wide and an emergency lane 3.25 m wide, with hard clearances of 0.5 m at right
side edge and practically 1.0 m at left side edge, for each tube with unidirectional
traffic.

There will be cross passages for emergency evacuation every about 250 m, which is
more exigent than the 500 m of maximum spacing indicated in the Directive
2004/54/EC of the European Parliament and of the Council on Minimum Safety
Requirements for Tunnels in the Trans-European Road Network,2004. This is justified
by the choice of longitudinal ventilation system in the Tunnel 1 (5.4 km long), which is
suitable but near to admissible limits regarding concentration of noxious gases. It has
to be taken into account the scenario of break of smoke stratification in a fire
emergency situation.

3.7.3 Tunnel Functional Section to Accommodate Road Cross Section and MEP Systems

The geometric requirements for a determined functional section are subjected to the
following facts:

 Tunnel clearance box dimensions, which depends on road cross section provisions
and allowance for ODC consignments.

 Presence of curves and its alignment parameters

41
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

 Carriageway super elevation (cross slope gradient of the pavement)

 Distribution of in situ stress field around the cavity (linked to the tunnel shape) and
related ground conditions

 Accommodation and/or dedicated spaces in the cross section for MEP systems to be
installed

According to the methodology of construction, NATM, the use of horseshoe tunnel

shape has been sufficiently contrasted as efficient and accepted worldwide. So it has
been worked out for this Project, in order to cope with the underground pressures
developed in situ. It is well know that in situ stresses field is very difficult to assess
reliably without on ground measurements, so it has been considered in the design stage
one scenario for the ratio horizontal to vertical in situ stresses (K0): K0= 1.0. The
hypothesis with K0= 1.25 in Tunnel 2 is not demonstrable theoretically, so finally it has
not been included in the design, although there is a different orientation with reference
to regional tectonic stresses.

For the Sudhmahadev unidirectional twin tubes tunnel, the area of the inner (free)
cross section results 66 m2, with a geometry as shown in the images below, for
functional sections without and with invert:

42
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 5. Typical section of tunnel (twin tubes) without invert (E&S Classes 1, 2 and 3)

43
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6. Typical section of tunnel (twin tubes) with invert (E&S Classes 4 and 5)

The regular geometry of this section has been adapted to a longitudinal ventilation
system with two jet fans symmetrically located at both sides of crown axis, allowing at
the same time space for cable/pipe channels at right side edge above respective ground
beam, with their covers forming part of foot path, for PQC pavement 300 mm thick and
subjacent layers composition, for cable pipes below the left side edge, and for pipes
included in the tunnel drainage system (surface drainage plus rock mass drainage) with
their respective manholes and fire kill boxes, for required traffic signs, and for other
elements/components/devices of Traffic Control System and ITCS.

There are particular functional sections in the tunnel tubes at locations of Firefighting

44
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

niches and Emergency call cabinets, which are not staggered, with respective spacing of
83 m and 167 m.

3.7.4 Tunnel primary and inner lining

The primary support depends on the level of in situ stresses, the rock mass
geomechanical properties and classification, and the evaluation of its behavior under
the stress field developed around the cavity, including the forecasted discontinuity
network of the different geological formations involved.

It has been identified Seven (7) Excavation & Support classes derived from Five (5)
ground types, which have been reflected in the tunnels zonation stretches as support
section types. The denomination and main features of these support section types have
been summarized in the table as under:

Table 3: Denomination and Main Features of Support Section Types

Bolt
E&S Tunnel
Overburden pattern, m Shotcrete Steel ribs Type Invert
Class section
interval, m transv. (cm) spacing, m of rib foreseen
ID length (m)
x long.
Tunnel 1:
1966
1 6-1018 3.00 x 3.25 15 Not required None No
Tunnel 2:
560
Tunnel 2:
2 75-255 2.50 x 2.50 15 Not required None No
442
Tunnel 1:
963
3a 600-831 2.00 x 2.00 27 1.0 TH-29 No
Tunnel 2:
85
Tunnel 1:
1450
3b <600 2.00 x 2.00 27 Not required None No
Tunnel 2:
1312
Tunnel 1:
0.8-1.2 (with
476
4 17-456 1.50 x 1.50 30 elephant’s TH-29 Yes
Tunnel 2:
foot)
271
35 0.8-1.2 (with
Tunnel 1:
5a 432-300 1.25 x 1.00 6 elephant’s TH-36 Yes
380
LSC/round foot)
35 1.0-1.5 (with
Tunnel 1:
5b 300-245 1.25 x 1.25 6 elephant’s TH-36 Yes
165
LSC/round foot)

45
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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

The above-mentioned table does not include the spot local bolting to control possible
gravity fall of pyramids, wedges and blocks from crown-sidewalls, which could appear
in classes 1 and 2.

In case of progressive crown shear failure and or raveling ground in crown portion, it is
highly advisable to install spilling (with IBO bolts preferably) or fore poling (with
micropiles) countermeasures, in addition to above mentioned. For BOQ purposes, it can
be estimated as a 25% of total fault length plus a maximum of 10% of Class 3.

The technical note for E&S Class 5a and 5b (see Annexures to this DPR part) has
concluded that for these two subclasses it must be envisaged the installation of lining
stress controllers (LSC), in view of the high values of actions on the support elements
(sprayed concrete and TH steel ribs). These LSC units, formed by a set of three
cylinders, have to be installed inside continuous shotcrete lining slots parallel to tunnel
axis situated at three locations, 2 slots per top heading sidewall and 1 slot per benching
side, so total of LSC unit will be 6 per round length.

In the support section for classes 4 and 5, it is expected extrusion of the tunnel face, so
it may be foreseen face bolting with fiberglass bolts if required. Extrusion has been
predicted through numerical modelling, as shown in the below figure (E&S Class 5),
output graphical results from FLAC3D software, where Y 3D axis correspond to
longitudinal axis of tunnel, and positive direction towards excavation advance:

Figure 7. Extrusion in Face (blue color contours) Represented by Negative Y

Displacements for E&S Class 5v

46
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Extrusion is expected in at least 50% of fault length traversed, with magnitudes

between 5 and 15 cm. A fiberglass bolt radial pattern with successive radius of 1.75,
3.00 and 4.25 m, at least in top heading, spacing in each radius of 1.50 m, staggered
positions and 9 m bolt length may be envisaged, in case of requirement.

The details of locations for LSC stress controllers and fibre glass bolting are included in
the Drawings volume.

Other additional and/or specific support measures are exploratory boreholes in face,
drill holes for stress release (in case of rock-burst) in the shoulders, and drainage
boreholes with drainage pipes installed. In this project, it can be necessary the grout
injection or chemical injections in case of high flow of underground water ingress.

Plasticization by yield in shear and tension (in the past) on the face is clear in following
figure, which is showing also the plasticization yield ring in green color:

Figure 8. Plasticization yield ring around Vailoo tunnel for E&S Class 4
In the DPR Volume-IX Drawings, it has been reflected the typical cross sections for
support section types and generalized inner lining shell cross section.

The inner lining may or not be with reinforced concrete depending on the hypothesis of
load exerted in the linning section periphery, as per ground and in situ stress
conditions, but mainly as per seismic conditions in portal initial stretches (up to 20 m
from entrance), and also in case of faults/crushed rock stretches, or soils.

47
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

In case of E&S Classes 4, 5a and 5b the concrete final lining ring may be reinforced due
to two reasons: because it is expected the degradation of ground plastic ring around the
tunnel along with primary support on long term basis, and also due to dynamic loads in
seismic condition. Also, it may be required in case of support classes for portals (first
20 m from portal entrance), due to seismic condition exposure near surface.

3.7.5 Cross Passages Implementation and Main Features

As indicated above, there is provision of Cross Passages every 250 m to allow

emergency egress for the users in case of any incident/event which recommends the
evacuation of people from the tunnel tube. Additionally, to interconnect also both the
tunnel tubes during construction stage, and also during development of operation &
maintenance activities inside tunnel.

It is not at all advisable to follow the stipulations of the IRC: SP:91-2010 regarding the
orientation of the cross passage related to the tunnel tubes alignment, due to following
reasons:

 The cross-passage length is more in case of skewed direction related to tunnel

alignment

 With 30º of angle as shown in the scheme (point 2.8.2.5 of guidelines) two out of
four corner for the junction rock pillars will be very sharp, which is not convenient
due to stress concentration

 In case of twin unidirectional tubes, the emergency/authorized vehicles will be

driven towards opposite direction to the traffic, without possibility to maneuver
(turn) towards the correct traffic direction.

Therefore, it is strongly advised the cross-passage orientation as much as possible

normal to tunnel axis.

The cross passages are suggested to be designed allowing chamfered junctions with the
tunnel tubes in order to serve as a connecting path between tubes for the machinery
during construction stage, and also allow turning of authorized/emergency vehicles
coming from emergency lane in the tunnel tube. The use of bevel edges helps to
distribute stresses.

48
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

The decision on how many cross passages will be only for pedestrian use and how
many for emergency vehicular use may depend on safety requirements and
construction program, and in this case construction planning criteria rule, which
enhances safety level. This layout matches with the stipulations included in the IRC:
SP:91-2010 for cross passages provisions, that incorporates one traffic lane plus edge
strips and walkways at both the CP sides. Nevertheless, no clearances have been
specified in this code.

At this point, it is important to highlight that cross-passage clearance shall not interfere
with MEP installations and rooms for E&M equipment like Low tension panels and
battery banks, transformers stations, etc.

In the preliminary design, it may be made provision for dedicated niches to

accommodate E&M equipment and installations, and the driving lane width is 3.5m,
with edge strip of 1.0 m at left side. The incorporation of elevated walkways along CP’s
side has been regarded as well.

According to above considerations referred to cross passages and emergency egress,

the functional cross section for the cross passages is same both for vehicular and
pedestrian access. In next figures are shown functional sections for cross passages
without (above) and with invert (next page):

49
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 9. Typical Section of Cross Passage Gallery without Invert (E&S Class 1 to 3)

50
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 10. Typical Section of Cross Passage Gallery with Invert (E&S Class 4 and 5)

The corners of the pillars in the junctions between main tunnel and cross passages
should be chamfered, in order to facilitate the turning of emergency/authorized
vehicles, and also the maneuvers of construction vehicles/machinery. This smoothed
shape will allow also redistribution of in situ stresses in the junction.

3.7.6 Tunnel Pavement Design

It is included in this Project the suggested provision of rigid pavement, as PQC quality
concrete, which must be adjusted according to the traffic features and intensity, as well
as the sequence of subjacent layers composition.

The rigid pavement is rather more expensive than the flexible (bituminous) pavement,
but in return usually requires much less repairing/maintenance tasks (black topping,
resurfacing, and drainage issues) along with its disturbing consequences inside tunnel,
if properly and carefully executed.

51
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

In the next scheme it has been included the rigid pavement composition. Rigid
pavement conforms to the recommendations verted in the IRC:SP:91-2010 regarding
tunnel pavements, point 2.17.4. This code cites the harmful effect of seepage water in
the pavement.

Figure 11. Scheme Section of Tunnel Pavement

3.7.7 Overview of Drainage System

The Project tunnels have been considered as fully draining tunnels, not watertight
tunnels, concerning to the underground water, so a drainage system has been
envisaged in the periphery of tunnel cavity, which includes an outer drain-collecting
layer of geotextile felt for the surrounding rock mass seepage water, a PE or PVC
waterproofing membrane, and a drain slotted/perforated & corrugated pipe Ø250 mm
at the back toe of both the sidewalls, behind the inner lining ground beam.

Depending on the water flow quantities expected as average per tunnel meter, and the
length of the tunnel, it has been analyzed the requirement of a main tunnel drainage
pipe below the center line of the emergency lane. This arrangement facilitates the
execution in two parts of the pavement subgrade, pavement composition layers and
PQC concrete with the required steel reinforcement, during the construction stage.

Apart from this, a surface drainage system has been incorporated as habitual practice
for drainage system, to collect water from road pavement and tunnel lining periphery,
if required. The design of this drainage includes slot gutters and/or manholes with
grid/slotted covers to collect all the surface water.

It has been foreseen the allowance of dangerous goods vehicles transporting

hydrocarbon liquids with limited capacity, hence it must be conceived the

52
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

incorporation of Fire-kill boxes at suitable spacing in the surface drainage pipe, in order
to prevent spreading of flammable and toxic liquids along this pipe or to other tubes.
The Fire-kill manhole possesses a particular design, with separated compartments and
up to down level barriers to avoid HC propagation to next tube section.

3.7.8 Tunnel Safety Provisions

The twin tubes tunnel configuration allows the unidirectional one lane traffic in each
tube, which reduces de risk of accident inside tunnel.

The provision of emergency lane (right side) has an advantage regarding vehicle
breakdown and other incident involving vehicle emergency stop, which can be done
at any point, except cross passage entrance locations.

Also O&M teams and staff can circulate through emergency lane without
disturbance of traffic. In this sense it is convenient to place the drainage access
manholes covers &slotted gutters, along with most critical MEP services cables,
conducts, pipes in the emergency lane side.

The use of emergency lane by the tunnel customers in case of an emergency could
involve complications for the emergency services access, so unless specified in
special circumstances, in principle it is not foreseen. In the present situation, this lane
will be of exclusive use of O&M authorized vehicles and emergency vehicles.

Cross passages at spacing intervals of 250 m are envisaged in order to allow access
to rescue/authorized/emergency vehicle and provide escape pedestrian route to the
tunnel users in case of emergency.

The diversion of traffic to the cross passages in case of accident/incident is not

contemplated in principle, due to interference with evacuation by emergency/rescue
services, risk of smoke propagation from disturbed tube to evacuation tube. Only
extreme situations permitted by the competent Authority and checked through risk
analysis may allow this emergency operational practice.

In fact, for safety purposes it is proposed the adoption of some safety measures
related to the commuter guiding before and/or entering the tunnel in order to
avoid the improper overtaking or invasion of emergency lane. Such type of
measures is based on road marking and traffic signs, mainly, supplemented by some

53
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

features of traffic control system in the tunnels. Following may be taken into account:

 Rumble strip included in a road marking white coloured of 400 mm width,

consisting on two continuous lines 150 mm wide each plus an space between them
100 mm wide: The rumble strip produces a sound and vibration sensation when
wheels circulate over it, and prevents the crossing to emergency lane advising to
the user of wrong maneuvering. Double continuous line indicates already to the
commuter the prohibition to trespass such line while driving. It has to be added that
this marking line should not be classified as a median (as per IRC:35-1997), but
with similar adapted features.

 Road signs indicating circulation forbidden all along the emergency lane and
provision for restriction of overtaking: In this case, it is considered that overtaking
prohibited sign is confusing to the drivers, and can lead to some people to initiate
the forbidden action, so the most convenient signal proposed is the lane closed sign
preferably at the tube entrance, as shown below, according to the figure 15.38 in the
IRC:67-2012. It must be noticed that in the tube there is only a traffic lane (open
lane).

Figure 12. Lane Closure Sign as indicated in IRC:67-2012

Nevertheless, and at infrastructure owner discretion it could be analyzed the use of

overtaking prohibited signs inside the tunnels, during the detailed design stage
regarding traffic signs and road marking layout, taking into account experiences on
user’s behavior and reaction.

54
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Use of Entrance Variable Message signs (EVS) and Tunnel Variable Lane signs (TLS)
applied to the two foreseen lanes: In this case the criteria for display of lighting (LED)
symbols in the dynamic panel hanged from the tunnel crown should be a prohibited
entrance sign for the emergency lane, and a green downward arrow for the traffic lane
in normal operation conditions, in case of EVS panels (tunnel entrances), whilst a red
cross for emergency lane, and a green downward arrow for the traffic lane in normal
operation condition, in case of TLS panels (inside tunnels). All these traffic lighting
signs must be driven by the Traffic Control System (TCS) as a subsystem of the ITCS
system. One example of 500 mm square combo display panel in metal body for is
shown below, and also the signs options for EVS panels:

Figure 13. Examples of TVLS Signal (left) and Scheme for EVS Signal Panel with for
Symbols

 Some additional reinforcement measure could consist on the use of delineation

elements and markers (raised pavement retroreflective markers or cat’s eyes),
guide posts (flexible), flexible barriers (wire rope barriers, able to be opened)

Contrarily to expected, as per PIARC above mentioned Manual, wire rope barriers used
to separate traffic flows may show a reduction in collisions, fatalities and serious
injuries, including motorcycles, in a study at Holland

Changing the topic and as explained before, the unidirectional flow contributes in some
extent to longitudinal ventilation.

In the next page tables, extracted from the “Directive 2004/54/EC of the European
Parliament and of the Council on minimum Safety requirements for tunnels in the
Trans-European road Network” dated 29-04-2004, it has been reflected all
recommendable structural conditionings and aspects of geometric design depending on
road tunnel length.

55
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

As it can be noticed, the maximum spacing between transverse cross galleries for
evacuation which has been indicated is 500 m, less exigent than in the case of IRC code,
whilst the distance between lay-bays shall not exceed 1000 m in new bidirectional
tunnels longer than 1,500 m, if there is no emergency lane.

The emergency exits, corresponding to cross passages, shall be required as cross

connections for emergency vehicles at least every 1500, so cross passages may include
both pedestrian and vehicular.

This Directive states also that the main criteria for deciding whether to build a single
bidirectional or a twin-tube tunnel shall be projected traffic volume and safety. The
traffic Projection of reference corresponds to a 15 years forecast with daily traffic
volume of 10,000 vehicles/lane, not converted to PCU, but this reflects a mandatory
condition for election of unidirectional twin tunnels if the same is exceeded.

It has to be highlighted that in this Project the prevalent criteria has been the safety
concept of tunnel, and the predicted future use as National Highway combined with the
life span of such structure.

56
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 14. Summary Table with Safety and MEP Installation Requirement as per
European Directive2004/54/EC

All the MEP provisions related to safety requirements and safety tunnel concept are
developed in the next paragraphs.

3.7.9 Specifications for Ventilation System

Tunnel ventilation system

Introduction

There are different systems for tunnel ventilation, each one with its own advantages
and disadvantages. A complete description of the possible systems can be found in
NFPA 502.

The following lines will serve as a simple introduction, with the minimum concepts
necessary for the comprehension of the analysis.

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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Transverse Ventilation System

Comfort mode Emergency mode

Semi-Transverse Ventilation System

Comfort mode Emergency mode

Longitudinal Ventilation System

Comfort and emergency mode Comfort and emergency mode

Figure 15. Types of Ventilation Systems. Source: PIARC

Transverse ventilation

A fully transverse system consists in 2 different ducted ventilation systems, one for
fresh air injection (preferable at floor level) and another for exhaust (at the ceiling),
evenly distributed along the tunnel.

In case of fire, only the exhaust dampers close to the fire are remotely opened, and
fresh air injection must be stopped.

This system is the best for contaminants control; and the safest in case of fire if
correctly operated, as it exhausts the smoke locally near the fire, maintaining clear of
smoke the rest of the tunnel. Its main disadvantage is the high cost involved due to the
complex and large civil infrastructures needed (shafts, ventilation buildings, ducts).

Bidirectional tunnels should always be equipped with a transverse ventilation system,

unless a risk analysis shows that an alternative option is adequate for each particular
case.

Semi-transverse ventilation

In this case there is only a ventilation duct along the tunnel that can work either
injecting fresh air for contamination control or exhausting smoke in a similar way as a
transverse system.

The problem of this system is that normal operation is usually fresh air injection, as it
works better than exhausting polluted air. In case of fire the system has to stop,

58
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

open/close the adequate dampers and reverse the flow. This can take some time, and
during that period the system is working in the worst possible way for a fire: injecting
fresh air at the smoke layer, thus feeding oxygen to the fire and breaking stratification
of the smoke.

Longitudinal ventilation

This is the simplest tunnel ventilation system, and the most used nowadays, and it
consist mainly in developing an air flow inside the tunnel by means of jet-fans or
Saccardo nozzles, so that fresh air comes in at one side and polluted air / smoke goes
out through the other end of the tunnel.

On certain occasions, this longitudinal air flow may be achieved by means of exhaust
shafts that create flow at both sides of the shaft towards it (maybe with the help of jet-
fans); or even with both intake and exhaust shafts that divide the tunnel in ventilation
sections (push-pull system). This system is typical in subway infrastructures.

In case of a fire, unlike transverse or semi-transverse systems where smoke is directly

extracted by the system regardless of its heat release rate (HRR), the main objective of
a longitudinal ventilation system is usually reaching the Critical Ventilation Velocity
(VC), or the velocity that just impedes back layering of smoke (smoke moving
backwards against the airflow), considering that ventilating over that velocity smoke
stratification is unlikely.

Standard Compliance and Best Practices

There is no specific national standard that fully regulates the ventilation of road tunnels
in India.

The following list compiles the compulsory requirements demanded by the applicable
regulation and best practices according to international standards and reports that will
serve as the basis for the design of the system.

 IRC (Indian Road Congress)

The report IRC:SP:91-201 “Guidelines for Road Tunnels” stablishes that all tunnels
exceeding 500 m in length shall have a mechanical ventilation system, unless the traffic
was very low.

59
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

No limits are provided regarding the type of ventilation system that can be installed.

PIARC Guidelines in general are mentioned as applicable for tunnel design.

 PIARC

PIARC Technical Committee C4 – Road Tunnels: Vehicle Emissions and Air Demand for
Ventilation report stablishes some threshold levels as a limit for contaminant
concentration during normal operation of the tunnel. The ventilation system shall be
able to achieve this performance under the design traffic conditions.

PIARC Technical Committee 3.3 – Road Tunnels: Operational Strategies for Emergency
Ventilation report stablishes operation conditions equivalent to that of NFPA 502

60
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

 European Directive 2004/54/EC

According to the European Directive, a mechanical ventilation system shall be installed

in tunnels longer than 1000 m.

Longitudinal ventilation is applicable to all tunnels, with 2 exceptions: bi-directional

tunnels and congested tunnels. In those cases longitudinal ventilation shall be allowed
if a risk analysis shows it would be acceptable with the appropriate additional
measures.

 Spanish Royal Decree 635/2006, on Minimal Requirements for Road Tunnels

Safety

It is equivalent to European Directive for general safety requirements.

Emergency ventilation shall be designed for a minimum Heat Release Rate (HRR) of
30 MW and 120 m3/s smoke exhaust rate.

 NFPA-502

According to NFPA 502, an emergency ventilation system shall be required in tunnels

exceeding 1000 m.

There is no limitation on the ventilation system to be used, as far as the main design
objectives are met:

- Provide a safe evacuation path for motorists exiting the tunnel

- Facilitate fire-fighting operations

In case of unidirectional traffic, where people are most likely to be located upstream of
the fire, a longitudinal system could be used with the following considerations:

- The system can achieve a ventilation velocity equivalent to the critical velocity
calculated according to the standard

- Jet fans located near the fire shall not be operated during evacuation phase to avoid
the disruption of the smoke layer.

- Redundant fans shall be taken into account in the design to ensure that the system
will work even if some fans are out of order (because of maintenance labours or the
effect of the fire)

61
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

 Heat Release Rate (HRR)

HRR of the design fire varies between countries. The most common approach is to
design for a HGV fire in general (≈30 MW), and increase this value if the passage of
tankers is allowed (≈200 MW)

The following table, extracted from PIARC 2017R01EN “Design Fire Characteristics for
Road Tunnels” summarizes the regulations for different countries.

Ventilation System Selection

A longitudinal ventilation system has been proposed for Sudhmahadev Tunnels 1 & 2,
in compliance with the international standards analysed. Longitudinal ventilation is the
most adequate ventilation system from a cost-effective point of view, provided the
following assumptions are met:

- Unidirectional tunnel, so that vehicles would only stop inside the tunnel at one side
of an accident

- No traffic jams expected inside the tunnel, because of low traffic is expected and/or
a traffic control system at entrance (barriers) is provided

- Relatively short distance between emergency exits (500 m maximum, preferable

about 250 m)

- Appropriate control system to avoid counter flow due to unfavourable weather

62
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

conditions (high wind at exit portal, high atmospheric pressure difference between
portals)

- Pollutants concentration design levels can be maintained for normal operation

(sanitary ventilation). This is limited by the length of the tunnel and the traffic
expected, unless air can be renewed by means of intermediate ventilation shafts.

Sudhmahadev Tunnels fully comply with these assumptions, so a longitudinal

ventilation system is considered to be adequate at these infrastructures.

The system shall fulfil the objectives of the standards and best practices mentioned
before, in particular:

- Maintain a tenable environment during normal operation of the tunnel

- Prevent back-layering by achieving critical velocity for the fire design scenario
(200 MW). This fire size has been defined assuming that tankers will be allowed to
travel along the tunnel.

- Avoid as best as possible the disruption of the smoke layer during the evacuation
process in case there is people trapped at the downwards side of the fire.

Pressurization of Escape Routes

In order to ensure a safety scape of the users of the tunnel in case of a fire, the cross –
passages will be pressurized with fans. The ventilation system of the emergency
passageways will be defined according to the standard EN 12101-6: 2006.

This project will follow the next criteria:

- Difference of pressure between the cross - passage and the tube where there is fire
will be 50 Pa.

- The cross – passages will be used for evacuating the users and for firefighting
services access. Therefore, the air velocity with one door open will not be less than
2 m/s to prevent the smoke to enter the passage.

The fans will be defined in order to be able to work continuously during 2 hours and
they will be installed above the entrance of the cross - passage from the tunnel. The
system will have also fire dampers in the air conduits to keep the fire rate of the egress
path and for preventing the entrance of smoke inside the cross – passage.

63
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

3.7.10 Specifications for Fire Detection and Firefighting System

The facilities described in this chapter follow the next standards:

- The Manual of Specifications and Standards for two/ four/ six laning of highways
published by IRC.

- Directive 2004/54/EC of the European Parliament and of the Council of 29 April

2004 on ‘minimum safety requirements for tunnels in the Trans-European Road
Network’

- NFPA Standards (National Fire Protection Association). In particular: NFPA-502

‘Standard for Road Tunnels, Bridges, and Other Limited Access Highways’ and NFPA
14 ‘Standard for the Installation of Standpipe and Hose Systems’

All tunnel tubes will be equipped with a linear fire detection system, capable of
identifying the location of a fire with high precision, while the technical rooms will have
conventional fire detection control units with distributed detection, activation and
warning elements.

According to the latest guidelines for Road Tunnels published by the Indian Roads
Congress (IRC), the firefighting system of the tunnels must be equipped with:

- Hand – Operated Fire Extinguishers

- Fire Hydrants

- Water Reservoir

- Fire – Hose Coil with Supply

- Sprinkled (if used)

- Closed Drainage System

- Fire Engines (if owned)

According to the Directive 2004/54/EC, the distance between hydrants must be less
than 250 meters. Whereas the NFPA 502 indicates a maximum distance between
hydrants of 305 meters, as well as it mentions a maximum distance between fire
extinguishers of 90 meters and between hose connections of 85 meters.

Therefore, this project will follow the most restrictive standards for all equipment. The

64
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

fire hydrants will be installed at the entrance of the tunnels and every 250 meters in
the right side along the tunnel, where the emergency lane and the cross - passages are
located. Furthermore, the hand – operated fire extinguishers will be mounted every
83.33 meters and the hose connections will be fixed every 83, 33 meters between
hydrants.

3.7.11 Lighting System Requirements

The Lighting system will be designed according to the Guide for Lighting Road Tunnels
and Underpasses CIE 88/2004. Also the Guidelines for Road Tunnels IRC:SP:91-2010
will be taken into account.

The Lighting system will be divided into different zones, in order to facilitate the visual
adaptation of the drivers to the low level of light inside the tunnel:

- Threshold zone
- Transition zone
- Interior zone
The interior zone will determine the structure of the rest of the lighting zones, due to
the fact that it will be installed all along the tunnel defining the base (permanent)
lighting. The emergency lighting system will be designed in order to provide light in
case of failure of the main power supply.

Not only the interior lighting of the tunnels needs to be designed but also the outdoor
lighting, covering from the entrance and exit of the tube an approximate distance of
320 meters.

3.7.12 Power Supply Requirements

The power supply system will be designed to provide the energy for all the tunnel
systems, and it needs to be reliable. It will basically consist of high voltage power
supply from electrical distribution company networks, voltage transformers, diesel
generators for backup supply and UPS system (Uninterruptible Power Supply) for all
those systems whose continuity of operation should be ensured in case of interruption
of the company's supply.

Standard Compliance and Best Practices

There is no specific national standard that fully regulates the power supply system of

65
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

road tunnels in India.

The following list compiles the compulsory requirements demanded by the applicable
regulation and best practices according to international standards and reports that will
serve as the basis for the design of the system.

 IRC (Indian Road Congress)

The report IRC:SP:91-201 “Guidelines for Road Tunnels” stablishes that every tunnel
shall have an emergency power system, but there is no information on the systems that
shall be connected to it or the capacity of the system.

PIARC Guidelines in general are mentioned as applicable for tunnel design.

 PIARC

PIARC Road Tunnels Manual does not stablish detailed requirements for power supply.
Essential requirements are as follows:

- Supply safe and sufficient power to allow all the equipment to operate

- Meet the needs under all operational situations (normal, degraded, critical).

General principles for the system design are:

- The presence of a standby power supply (double supply, diesel generator, etc.),

- The installation of a device allowing remedying a total loss of power supply. This
system (uninterruptible power supply (UPS), diesel generator...) supplies electricity
to equipment critical for safety, during a limited period of time.

 European Directive 2004/54/EC

The following points are applicable:

2.8.2. Safety lighting shall be provided to allow a minimum visibility for tunnel users
to evacuate the tunnel in their vehicles in the event of a breakdown of the power
supply.

2.8.3. Evacuation lighting, such as evacuation marker lights, at a height of no more

than 1, 5 metres, shall be provided to guide tunnel users to evacuate the tunnel
on foot, in the event of emergency

66
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

2.17.1. All tunnels shall have an emergency power supply capable of ensuring the
operation of safety equipment indispensable for evacuation until all users have
evacuated the tunnel.

It is assumed that all the emergency and safety systems shall be connected to UPS or
equivalent power source.

 NFPA-502

According to NFPA-502, the electrical systems shall maintain ventilation, lighting,

communications, drainage, a fixed fire-extinguishing system, fire alarm, and fire
detection, exit signs, traffic control, and all the systems at areas of refuge, exits and exits
routes, under all normal and emergency modes associated with the facility.

All road tunnels exceeding 240 m length shall be equipped with emergency power
system. The systems connected to the emergency power systems shall be:

- Emergency lighting

- Tunnel closure and traffic control

- Exit signs

- Emergency communication

- Tunnel drainage

- Emergency ventilation

- Fire alarm and detection

- CCTV

- Fire fighting

General System Characteristics

In order to fulfil the requirements stablished by the different standards, the power
supply system shall consist of the following elements:

- Double external power supply, one for each tunnel, connected to a different HV
transmission lines.

- Distributed transformer rooms, with redundant transformer (standby transformer)

67
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

- Diesel generator for 100% of the power supply and 48 hours of fuel capacity
available at full load

- UPS 10 minutes for the following systems:

o Emergency and evacuation lighting

o Tunnel closure and traffic control

o Exit signs

o Emergency communication

o Tunnel drainage

o Fire alarm and detection

o CCTV

o SCADA and control systems

Cabling for all the emergency systems shall be fire-resistant, with a minimal fire rating
of 2 hours.

Low Smoke Zero Halogen (LSZH) Cable shall be used in the tunnel.

3.7.13 Other Tunnel Facilities Requirements

The tunnels will have not only ventilation system, firefighting system and lighting
system but also with other different facilities such as:

- Signage system

- Traffic Control system: traffic lights, lane-use signals, variable message signs,
vehicle detector loops, etc.

- Communications systems: CCTV/AID (Automatic Incident Detection) systems,

VA/PA (Voice Alarm / Public Address) system and Radio Rebroadcast system

- Control network

All these facilities will be designed in order to ensure the safety of the users in the
tunnels.

The signage system will be based on different signals that will indicate the presence of
emergency equipment and evacuation routes that should be used in case of an incident

68
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

in the tunnel. Depending on what they represent, there will be two types: Reflective
Traffic Signs (RTS) or Luminous Traffic Signs (LTS).

The traffic control system will be designed in order to manage the tunnel traffic in
case there is an incident that leads to a change in circulation. The traffic control system
will be operated by the integrated tunnel control system following the tunnel
operator’s interventions through interactive control system terminals. The equipment
that will be necessary to implement the traffic control system is listed below:

- Traffic Lights - Three Coloured (R-A-G)

- Traffic Lights - Amber (A-A)

- Variable Message Signs (VMS)

- Tunnel Variable Lane Signs (TVLS)

- Speed Limit Variable Sign (SLVS)

The communication system will consist of CCTV/AID systems, VA/PA system and
Radio Rebroadcast system.

The CCTV system enables the surveillance of the tunnel portals as well as the
continuous monitoring of the road and its surroundings by four revolving (360º)
cameras located in front of each one of the entrances of the tunnels and a series of fixed
cameras installed along the tunnel. The Automatic Incident Detection System (AID)
consists of the implantation of an AID card for each camera, which performs the video
analytics.

A Public Address (PA) system will be installed in order to allow the broadcast of
messages in case of an emergency; this is why the sound pressure must be enough to
overcome the existing noise levels and obtain a correct degree of intelligibility of the
message.

The tunnel will have a Radio Rebroadcast System for the emergency services as well as
for emergency communications with the users of the tunnel. There will be main racks
fixed at the Technical Rooms of the portals and signal amplifiers in every Technical
Room in the tunnels. The Control Centre will communicate with the main racks by a
single – mode fibre optic. The amplifiers will be connected between them by radiant

69
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

cable along the tunnel, as well as by single – mode fibre optic to the main racks.

There will also be an installation for avoiding intrusions, sabotage and accidents. The
installation of an access control system allows restricting access to the tunnel and its
dependencies (technical rooms), so that only authorized personnel can access.

The Control Network will be monitored by the Main Control Centre. Each Technical
Room will have Remote Terminal Units (R.T.U.) and Data Acquisition Stations (D.A.S.),
connected by fibre optic, which will communicate with the Programmable Logic
Controller. The P.L.C will be installed at every cross – passages connected to the
switches fixed all along the tunnel for gathering all the information of the equipment.

70
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

4 TUNNEL DESIGN ISSUES AND KEYS FOR PROPER ANALYSIS APPROACH

In order to go through the design conception of the Sudhmahadev tunnel, it has to be

highlighted some factors which may be considered as constraints and addressed in
further design stages. Among them are following:

1. The complex geological history of the Sub-Himalaya belt of Proterozoic rocks, with
presence of significant regional thrusts or faults which may be intersected by the
tunnel alignment, leads to evaluate the twin tubes Tunnel 1 constant spacing with
the worst case, E&S class 5, which is expected in around 500 m of longitudinal
profile of the tunnel. The variation of lithotypes in the different formations is an
incertitude factor for deep tunnels, which has to be taken into account for
evaluation of rock mass types, along with a limited geotechnical investigation

2. The huge overburden, up to about 1 km above tunnel crown, may lead to

development of squeezing phenomena with creeping of rock mass. The squeezing
may be instantaneous or differed, and there are some rock lithologies prone to
squeezing development, low metamorphic grade rocks with fine grain, especially in
weathered or altered condition.

3. The in situ stresses status is particularly intricate in this tectonic active area, in
addition to seismic conditions. Ratio coefficient for horizontal to vertical in situ
stresses, K0, could be estimated from the World Stress Map (WSM version 2016) in
this J & K area only at a regional scale. In some other projects in the Himalayas it has
been used K0=1.0 being tectonic active areas, but if tunnel orientation is
unfavorable with reference of prevalent tectonic stress directions (aligned with),
this coefficient could be increased.

4. The landslide hazard is a fact during the stage of selection of suitable portal
locations, in order to avoid potentially unstable hill slopes with sliding risk. It has
been consulted maps for landslide risk mitigation pertaining to the area of interest.
It has been primed the portal locations with minimum (less than 3 m) of soil cover,
and rejected areas with thick cover and risk of fault presence (West portal Tunnel
1).

5. In the design of tunnels constructed by NATM, the consideration of excavation

71
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

stages and proper time to support progressive installation in order to release the in
situ stresses are crucial, and must be taken into account during the design. There
will be also some constraints and limitation for the tunnel construction depending
on accesses to the portals, machinery and work force availability and logistics,
added to timely supply of construction material, equipment, etc. All this would be
combined and made compatible to fit an optimal construction sequence.

6. The safety of tunnel development has to be kept in mind during the construction
and operation phases.

7. The seismicity of the Area must be addressed in further design stages, due to high
grade detected in the Project location, classified Zone-IV as per Seismic Zoning Map
of India, (IS: 1893 (Part –I)-2002).

Therefore, the design and construction of this deep and long tunnel involves a high
level of risk due to the associated set of presented uncertainties, especially those
related to the ground nature and variability, and the limitation of geotechnical field
investigation. It is crucial a proper and suitable choice of the type of support in the
tunnel sections, linked to the excavation and tunnelling methodology, including their
construction stages.

In conclusion, for the right management of a Project, a risk assessment should be done
incorporating in the analysis the design stage. Identification and evaluation of risks are
the first steps. In this case it has been adopted a design deterministic methodology,
taking a conservative way for maximum overburden in each ground type, hence in each
and every excavation and support class. There are four main reference values for
overburden: 831 m & 600 m for E & S Class 3, 1018 m for E & S Class 1, and 432 & 291
m for E & S Class 5, this last corresponding to fault strip section.

Due to the in situ stresses uncertainty in Sudhmahadev Tunnel 2, although there is a

less favorable orientation with reference to regional WSM stress direction, it has been
proposed to adopt also K0= 1.00 instead of K0= 1.25 in the horizontal “x” direction
(following cross section) for the Excavation & Support Class 4 (worst case in Tunnel 2),
due to scale and distance from tectonic indicators and less reliability regarding local
data.

72
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

5 METHODOLOGY ADOPTED FOR TUNNEL CIVIL CONSTRUCTION AND DESIGN

In this Project it has been used the terminology adopted in the Austrian Standard
B2203 Part 1 Underground Works - Conventional Excavation, 2001, which is closely
related to the NATM Methodology.

It has been already discussed in the paragraph 3.7.1 the criteria for selection of the
most suitable construction methodology for this project, and as conclusion proposed
the Conventional Tunnelling method (drill & blast and/or localized mechanical
excavation) against the TBM methodology. In the following paragraphs the NATM is
described and compared to in more detail.

5.1 The NATM Concept in Tunnel Construction versus TBM Construction

The design premises to be taken into account are following:

 The NATM construction methodology has been developed with the purpose of
optimizing the tunnel construction cost for the primary lining (tunnel support),
which shall involve the enough required level of safety and stability for the
excavated cavity, and it is based on continuous monitoring further to excavation of
corresponding sections. Variation/saving in cost for TBM is rather less compared to
NATM.

 In the NATM the excavation of face can be completed by stages for a better control
of stresses development around tunnel, contrarily to the TBM procedure, which
involves full face excavation. However the circular shape is more favorable for
stress distribution in the tunnel periphery.

 The most usual geometry of the tunnel section excavated and lined in NATM is the
horse-shoe shape with or without modifications, and shall be adapted to the scheme
of in situ stresses, rock mass strength and discontinuities features. Normally this
shape is the most similar to the circular shape.

 Once excavated, the tunnel is subjected to stresses around its periphery, and the
monitoring through instrumentation allows the knowledge of the behavior of rock
masses and the comparison of this one with the expected behavior during the
design phase. So the adaptation capacity of this methodology for unexpected ground
conditions is clear, against the relatively fixed design of lining segments for TBM,

73
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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

adding the application of some local support countermeasures near the face in
difficult ground, which may involve a challenge for double shield TBMs.

 The NATM is, therefore, an observational method, and then the design developed
has to be verified and its prediction confirmed during the construction stage, also
adapted to the rock mass behavior around the excavation if required. Predictions
may consist of deformations, ground displacements or convergences and loads
obtained during the design stage, and design countermeasures have to be timely put
on ground in case of unexpected trends for displacements (in magnitude and/or
velocity) or stresses. In case of TBM there will be also a monitoring, but the
countermeasures to tackle TBM problems have to be set up specifically, mainly
prior to construction.

 The support to be designed in NATM has to be flexible, and normally is considered

as temporary. In opposition to TBM segment lining, more rigid and permanent, the
NATM construction can be adapted to release stresses around the tunnel periphery
through the control of time of execution of the shotcrete thin shell sprayed in
several stages. Hence it will be prepared for the safe installation of final lining (RCC
ring or arc).

 The above mentioned is due to the contribution of the surrounding ring of rock to
the support of the cavity against its collapse, in other words, the rock formation
itself forms part of the support structure, and to activate its strength a determined
grade of ground deformation is required, a condition sometimes unfeasible for TBM
methodology. Nevertheless, excessive deformation can lead to undesirable impact
also in NATM, i.e. loose of rock mass carrying capacity as support, so it has to be
kept a delicate balance.

 For this reason support system applied must be in full swing and deformation
compatibility with the rock mass.

 In case of very poor geomechanical features for the rock mass or soft ground, the
use of invert to close the tunnel ring is essential to avoid a quick collapse in the
cavity. Nevertheless, a certain grade of deformation in case of rock may be required
in order to release excessive stress concentration.

74
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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

 In case of very poor foundation quality of rock at spring line level (top heading
floor), it can be envisaged the use of elephant foot or temporary invert. This is one
example of adaptability of NATM.

Once explained the philosophy and main aspects of the NATM construction
methodology, below it is commented its main features.

5.2 Observational Sustenance of NATM

As commented above, the observational nature of NATM is supported by a sound

engineering judgement of monitoring data collected during the geotechnical
instrumentation planning in parallel to the tunnel excavation and support during
construction.

The monitoring program shall include the reading schedule in the different
instruments, mainly readings of optical targets (5 per cross section location) by total
stations, of multipoint borehole rod extensometers, and of pressure cells (normally
installed in final lining ring). The schedule is composed by habitually increasing time
intervals between readings from the zero reading, which has to be taken as soon as
possible after face excavation, but in case of acceleration or excessive magnitude of
displacements the frequency of readings shall be increased.

It is important that feedback and assessment to put on ground support

countermeasures shall be given in a quick way, but with thorough analysis and
incorporation of engineering experience to their interpretation.

To develop the control for this observational methodology there are some trigger limits
for deformation in the different Excavation and Support classes (E&S Classes in the
abbreviated form onwards) and also for displacement velocity of points in tunnel
periphery. Regarding displacement magnitudes, there are two types of limits: attention
limit and alarm limit, which require different grade of urgency to actuate through
support countermeasures.

The displacement limits in the control points are based on surpassing a determined
percentage over the expected deformational behavior obtained in the design
calculations. Depending on primary support application criteria, there should be
support countermeasures adapted to the new ground status. It may be required a back-

75
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

analysis based on measured deformations to adjust the ground parameters and justify
the proposed countermeasures during construction.

In normal practice, there is a deformation velocity under which it is considered that the
support-ground system is stable, i.e. reached the equilibrium, and it is habitually
accepted a value of 2 mm/month to confirm this, depending on total stations accuracy,
which may generate some interfering noise for trends. Once confirmed this value, it can
be started in the concerned section the final lining.

5.3 Evolution of NATM and State of the Art

The NATM method keeps its essence based on above commented aspects, but it is
subjected to an evolution linked to underground technologies developed in the
tunnelling construction, more than a real change of its philosophy.

Construction materials and elements to be incorporated in the Works of NATM include

specifications and work method statements (WMS) which may have evolved with time,
contributing to the state of the art of this methodology. One example is the use of
polyfibre and steel fibre in the composition of primary lining shotcrete, instead of or
accompanied by wire mesh, and developments on improvement of fibre-glass bolts
tension capacity.

5.4 Benefits of NATM

Following are the advantages of NATM:

 Lower disbursement in initial stages of Project Construction development (logistic

and equipment)

 Wide range of tunnel shapes and partial face excavation stages can be
accommodated, depending on needs

 Flexibility and ease of installation of initial support elements like sprayed concrete
or rock bolts, and of application of additional support countermeasures

 Possibility to rectify tunnel support stretches with proper WMS in case of support
damage

 Feasibility of controlled delay in primary support application for stress release and
redistribution, but avoiding tunnel instability and/or collapse

76
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

 Optimization of costs for the installation of support system, with the utilization of
minimum support elements to ensure tunnel stability

 Possibility of accommodating a wide range of variation in the ground conditions

and geology

 Feasibility and ease of installation of full drained tunnel concept with a pervious felt
outer, connected to sidewall bottom drainage pipes, and waterproofing membrane
inner; also it can be selected choice for pressurized tunnel (e.g., only with sprayed
waterproofing membrane)

5.5 Overview of Tunnel Construction Methodology

In this particular case of NATM application there will be a sequential excavation of face
in two (or three) stages for the main tunnels (twin tubes), as shown in the following
figures:

Figure 16. Typical Cross Section for E&S Class 3b, without Invert

77
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 17. Typical Cross Section for E&S Class 4, with Invert

Hence, it has been assumed the following excavation steps:

Top Heading: In principle it is not envisaged a passive buttress on the center of top
heading excavation, and spring-line is located at a level of 3.125 m above the F.R.L.
(roadway axis). In this situation, the orientation of portion of sidewalls below this level
can be assumed to be practically vertical.

Benching: This part of excavation has assumed to start in spring line, and be
performed up to ground beams level if there is no predicted invert excavation, but
always above final excavation level in order to allow grading down. This level is around
1.2 m below F.R.L. level. In case of invert envisaged, this level can be fixed up to upper
side of ground beams, but in any case it will be in two halves sequence, with a offset
between them of around 1 tunnel diameter, but not mandatory depending on tunnel
global excavation status. It is recommended to start with the left half benching.

Invert: In case of need of closure of support ring due to enough deficient/poor quality

78
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

of ground, an invert excavation has been envisaged, which could be developed also in
two halves, depending on time schedule requirements.

For the cross passages it will be a full face excavation, only one step may be considered,
as per the geometry shown below, although in case of very poor rock conditions it
could be considered partial excavation:

Figure 18. Typical Cross Section for Cross Passage in E&S Class 3a

The key parameter in the NATM construction methodology is the round length, which
will vary with E&S Classes, and also with the stage of face excavation. In this case it has
been adopted a round length for benching (and invert, if required) of double of top
heading round length.

The cyclic development of NATM excavation and support process during construction
is interrelated with well contrasted Work Method Statements, including the different
activities involved, safe procedures on ground and many years of practice and
experience for this methodology. It is usual to count on following cycle sequence:

1. Drilling ahead of face probe-holes or drainage boreholes (if envisaged) and blasting
holes desired pattern, with pull length according to the round length. Charging of

79
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

explosive cartridges/column (it can be replaced by localized mechanical excavation

by road header, excavator with hammer or similar machinery). Prior to this phase it
has to be completed the programmed monitoring control and geological face
mapping.

2. Checking for blasting device and connection, protection measures, blasting, post-
blast verification of misfires and safe period for fumes dispersion/elimination

3. Face safety scaling, haulage/loading, mucking and transport of excavated material

to designated dump locations

4. If required, execution of anchors on face, fibre glass bolts, following pattern

designed

5. Spraying of safety (sealing) layer of about 5 cm in tunnel face and periphery along
the wide of round length

6. Wire mesh installation for sprayed concrete reinforcement (combined or not with
fibres in shotcrete, named FRS)

7. Installation of rock bolts, depending on support requirements to cover round length

8. Installation of steel ribs/sets/lattice girders arches as per requirement. Before steel

arch installation, excavation profile has to be carefully verified by the surveyor, to
ensure absence of under-breaks

9. Execution of forepoling or spilling (for next round) above the steel arch closest to
face, depending on geological/geotechnical assessment

10. Execution of additional layers of sprayed concrete as marked by needs, including

specified gap with reference to face position. This step could be inserted in earlier
stages

Stages 6 and 7 can be simultaneous or exchanged their sequence.

The installation of final lining combined with tunnel waterproofing system is also a
cyclic process, which start with geotextile felt installation, and further PVC membrane
installation, ground beam with wall erection steel reinforcement and concreting, lining
ring reinforcement putting on ground, formwork positioning and preparation,
concreting of lining ring, stripping of formwork and displacement to the next position.

80
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

The choice of number of tunnel faces to be attacked depends on the availability of

machinery & equipment resources on Site.

In order to shorten the Construction Period, it is an extended practice to develop two

(2) main excavation faces, each of them from one portal, and analyze the feasibility of
performing secondary faces from the more progressed in excavation twin tube to the
other one, through the cross passages. This has to be coordinated carefully, not to
interfere with other activities on course of execution.

In this sense, it has to be kept in mind that Tunnel 2 will have continuous gradient
towards East portal, so the excavation should start from this portal to avoid water
accumulation in the working face. It is most required to develop secondary faces (adits)
from the other twin tube through cross passages. Cavity enlargement for such cross
passages could be foreseen depending on type of machinery to access.

Normally, during the works at least three main activities can be developed inside the
tunnel: benching support, final lining and drainage pipes & manholes installation.
Overlapping with pavement works sometimes occurs, but it is not desirable due to
perturbation of concrete pavement panels by the machinery.

5.6 Tunnel Design Criteria

The most relevant design criteria used for this Project are, among others, the following:

i. It has been considered the overburden height above tunnel as a key parameter of
design, and taken into consideration maximum values for each rock mass type
involved. This is a conservative approach, but here there are two points: 1) in
support section 3a there is not only a localized point as maximum, it is covering a
stretch, and 2) to compensate this, no partial coefficient has been introduced for
solicitations acting on support elements.

ii. Parallel to the assumptions for cover variability, the rock mass parameters for
maximum values correspond to those located in the concerned stretch

iii. In situ regional stresses and ratio of horizontal to vertical stresses (lithostatic
column above tunnel) have been deducted from WSM 2016 version. For both the
tunnels, Tunnel 1 and Tunnel 2, K0=1.00 (being an active tectonic area and deep
tunnel), although for Tunnel 2, due to less favorable orientation, there is some

81
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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

incertitude to consider K0= 1.25.

iv. For rock classification, it has been used the RMR ratio, combined with Q Barton
to take into account stress condition, in order to estimate by an empirical way the
support requirements in predesign stage, through the Barton Chart (2013
version).

v. The strength Mohr- Coulomb parameters have been derived from estimated
Hoek and Brown GSI, keeping in mind that there are values of deformation
modulus and UCS from the geological formations, and therefore, from the rock
types considered. RocLab has been used as a tool for estimation of strength
parameters depending on overburden selected. Rock mass strength and
deformation modulus have been estimated from empirical correlations taking
intact properties (from lab tests or from bibliographic references) and RMR
rating values, and their values have been considered as prevalent against the
RocLab (GSI derived) estimate.

vi. Seismic approach should be used only in case of final lining (permanent, long
term structure) for very poor rock masses or soils (RMT-5, fault stretch) and
portal locations (up to 20 m from entrance), which is the same situation than the
case of primary support in portal locations, as it has to be ensured minimum
safety conditions during works.

vii. The tunnel support design has been performed with the help of numerical
analysis, FDM method developed by the Itasca Software FLAC2D and FLAC3D

viii. Design has been considered in stages sequence consistent with the pace of
progress in the different support classes and the progressive installation of
support measures.

ix. The design approach has been adapted as much as possible to the Austrian
Guideline. The procedure is detailed in the next paragraphs.

5.7 Geological-Geotechnical Ground Characterization

The geological and geotechnical ground characterization has been included in the
Geological Factual Report (GFR), and in the Geological Interpretative Report
(GIR). These reports contain the status of knowledge and details of subsurface

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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

investigation developed for DPR, drawing the expected conditions of rock masses along
tunnel drive.

These reports are used to evaluate some of the criteria included in the design of
Excavation and Support Classes. There are other criteria which are related to external
factors.

5.8 Rock Mass Classification Criteria

As commented above, the main criteria for rock classification are as below:

 Rock formations characterization through geological available data and

geotechnical investigation developed, in order to get/estimate relevant
geomechanical & hydraulic parameters. This will lead to a Rock mass
Classification using the most worldwide known and habitual systems like RMR
rating (Bieniawski, 1989), Q quality index (Barton, 1974), RMi Index (Palmstrom,
1995), etc. In this project it has been used mainly the RMR system, although it has
been cross checked with other systems (Barton’s Q), because they consider stress
status. The RMR has been (and continue) widely used in the Himalayas.

 From the rock mass classification, it has been derived the Rock Mass Types
(mentioned as Ground Types in the Austrian Guidelines). The main rock mass types
along their relevant parameters have been included in the next pages tables for
Sudhmahadev Tunnel 1 and Tunnel 2. In summary, the rock mass has been
classified in five (5) rock mass types, which may include subclasses according to the
overburden interval considered.

 As it can be noticed, the rock mass types (RMT) include several lithologies with
similar structural features and texture, because the geological formations shown in
the geological plan layouts and longitudinal profiles are composed by several
lithologies of same age.

 It has to be highlighted here that rock parameters for Ramban formation have been
obtained from a nearby Project, and bibliographic references.

 Also, the discretization of tunnel stretches or sections as per tunnel meters (T.M.)
has been included for both the tunnels, with the indication of tunnel overburden
interval for each stretch.

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 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the following stretches on NH-244 (old NH-1B) in the State of Jammu &
Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Table 4: Rock mass Types Attending Units as per Stretches Tunnel-1

Rock mass types attending to Geological units as per stretches Tunnel-1. SUDHMAHADEV TUNNEL PROJECT

GEOLOGICAL UNIT Structure Features RMR Class Q E&S Class Tunnel Meter Stretch Cover (m) RMR-89 U.Weight Rock mass NATM Class BT, Behavior Rock mass Poisson's Erm modulus
Expected range Expected range (from - to) Length (m) interval (average) KN/m3 Type (NATM) (1)
Type, NATM σcm (Mpa) Ratio μ
(1993)
Lithology & Orientation (Gpa)
Gamir & Baila Fm. III (Fair) Poor, D 0-629 6 52 26,64 A2-B1 2&3 11,51 0,24 8,57
629 1.1
Dolomite, Dolomitic 48-55 1,8-4,4 341
limestone, Quartzite IV (Poor) Ext.P-Very P, F-E 629-755 341 30 26,64 B2-(L1) 3, 7, 8 & (9) 2,58 0,24 3,02
126 1.4
Limestone, C-phyllite 25-35 0,05-0,22 410
III (Fair) Ext.P-Very P, F-E 755-775 410 54 26,64 B1 2&3 7,00 0,28 9,06
20 1.3
50-58 2,6-7,0 423
Ramban Fm. III (Fair) Poor-Fair, C-D 775-1657 423 54 24,86 B1-(B2) 3 & (8) 5,57 0,24 10,35
882 2.3
Phyllite, Slate, 50-58 2,6-7,0 831
Carbonaceous shale, II (Good) Good-VeryG, B-A 1657-2994 1018 69 24,86 B1 3 & (5) 10,41 0,22 15,70
1337 2.1
Limestone 63-76 15,1-119,2 722
III (Fair) Poor, D 2994-3955 722 50 24,86 B1-(C1) 3 & (4) 4,72 0,25 9,26
961 2.3
45-55 1,1-4,4 455
IV (Poor) Ext.P-Very P, F-E 3955-4067 455 29 24,86 C1 4 & (8) 1,97 0,28 5,17
112 2.4
25-34 0,05-0,19 456
Sincha Fm. IV (Poor) Ext.P-Very P, F-E 4067-4179 456 29 26,64 C1 4 & (8) 2,47 0,24 4,52
112 1.4
Dolomite, Dolomitic 25-34 0,05-0,19 432
limestone, Limestone, V (Very poor) Exc.P-Ext.P, F-G 4179-4444 432 14 26,64 C1-(C2) 4, 7, (9) & 11 1,32 0,24 1,93
265 1.5
Quartzite 10-18 0,007-0,02 366
Salkhala Fm. V (Very poor) Exc.P-Ext.P, F-G 4444-4724 366 14 26,21 C1 4, 7, (9) & 11 0,97 0,26 1,03
280 3.5
Micaschist, Quartzite, 10-18 0,007-0,02 259
Phyllite, Metavolcanics IV (Poor) Ext.P-Very P, F-E 4724-4764 259 28 26,21 B2-(C1) (4), 7 & 8 1,74 0,26 1,93
40 3.5
22-34 0,03-0,19 245
III (Fair) Poor, D 4764-5314 245 50 26,21 B1 3. 4,34 0,26 3,55
550 3.3
45-55 1,1-4,4 45
IV (Poor) Ext.P-Very P, F-E 5314-5400 45 30 26,21 B2-(B3) 3, 7 & (8) 1,89 0,26 2,04
86 3.4
25-35 0,05-0,22 17
OVERALL TUNNEL Total: 0-5400 5400 6-1018 0,97-11,51 0,22-0,28 1,03-15,70
Average: 524,6 50 25,5 6,4 0,24 9,09

Notes: (1) Behaviour types (BT) as per NATM , Austrian standards Önorm 2203-1 (2001). Please refer to corresponding table
(2) Values of NATM class and behavior type enclosed in parentheses are less probable

84
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the following stretches on NH-244 (old NH-1B) in the State of Jammu &
Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Table 5: Rock mass Types Attending Units as per Stretches Tunnel-2

Rock mass types attending to Geological units as per stretches Tunnel-2. SUDHMAHADEV TUNNEL PROJECT

GEOLOGICAL UNIT Structure Features RMR Class Q E&S Class Tunnel Meter Stretch Cover (m) RMR-89 U.Weight Rock mass NATM Class BT, Behavior Rock mass Poisson's Erm modulus
Expected range Expected range (from - to) Length (m) interval (average) KN/m3 Type (1993) Type, NATM(1) σcm (Mpa) Ratio μ (Gpa)
Lithology & Orientation
Salkhala Fm. III (Fair) Poor, D 0-94 23 50 26,21 B1 2&3 4,34 0,26 2,81
94 3.3
Schists, Phyllite 45-55 1,1-4,4 75
Quartzite, Metavolcanics II (Good) Good, B 94-536 75 65 26,21 (A2)-B1 2 & (3) 8,12 0,26 5,39
442 3.2
62-68 12,9-33,1 255 RocLab 7,89
III (Fair) Poor, D 536-636 221 51 26,21 B1 3. 4,53 0,26 3,65
100 3.3
45-55 1,1-4,4 211
IV (Poor) Ext.P-Very P, F-E 636-750 211 28 26,21 B2-(B3) (3), 7 & 8 1,74 0,26 1,93
114 3.5
25-32 0,05-0,14 255
Salkhala Fm. IV (Poor) Ext.P-Very P, F-E 750-852 255 28 27,57 B2-(C1) 3, 4 & (7) 1,87 0,24 4,63
102 4.4
Q-Phyllite, Quartzite 25-32 0,05-0,14 332
Schists, metavolcanics III (Fair) Poor, D 852-1134 332 51 27,57 B1 3 & (4) 5,70 0,24 8,37
282 4.3
48-55 1,8-4,4 635
II (Good) Good-VeryG, B-A 1134-1694 635 67 27,57 A2-B1 2 , 3 & (5) 11,10 0,24 13,06
560 4.1
62-72 12,9-62,7 469
III (Fair) Poor-Fair, C-D 1694-2236 469 51 27,57 B1-(B2) 3 & (4) 5,70 0,24 8,37
542 4.3
45-57 1,1-9,3 172
IV (Poor) Ext.P-Very P, F-E 2236-2291 172 30 27,57 B2-(B3) 7, 8 & (9) 2,37 0,24 4,67
55 4.4
25-35 0,05-0,22 157
III (Fair) Poor-Very P, D-E 2291-2670 157 45 27,57 B1-(B2) 3 & (7) 4,44 0,24 7,09
379 4.3
42-50 0,66-2,6 18
OVERALL TUNNEL Total: 0-2670 2670 13-635 1,39-11,10 0,24-0,26 1,93-13,06
Average: 306,0 53 27,2 6,6 0,25 7,81

Notes: (1) Behaviour types (BT) as per NATM , Austrian standards Önorm 2203-1 (2001). Please refer to corresponding table
(2) Values of NATM class and behavior type enclosed in parentheses are less probable

85
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

5.9 Behavioural Rock Mass Types

The interaction of Rock Mass Classes, with its strength and discontinuities status &
pattern related to the tunnel orientation, geometry of the excavation (full section),
groundwater presence and in situ stresses along with its redistribution around the
cavity, determines the rock mass behavior in the tunnel periphery and foreseen
rock failure mechanism without support. Among others, potential stand-up time can
be also estimated. All it comes to distinguish several Ground Behavior Types.
Empirical and numerical methods can be used to evaluate terrain behavior, e.g.
empirical for the evaluation of squeezing potential.

The orientation of main structure discontinuity planes with reference to tunnel

orientation and sidewalls geometry, along with the spacing of such joint family, is a
main factor to evaluate spalling potential (for brittle rocks), and buckling (shear failure
for closely spaced foliation). Also the ratio K0 of in situ stresses is a factor of
development of higher tangential stresses.

In the RMT summary tables above shown, it is included also the expected Behavioral
Types (BT) for Tunnel 1 and 2.

The basic behavioral types are summarized in the below table, recovered from the
“Guideline for geotechnical design of underground structures with conventional
excavation”, Austrian Society for Geomechanics, 2009:

Table 6: Behaviour Types (BT)

86
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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Obviously, the behavior type 4 corresponds to the development of squeezing condition

on poor to very poor rock masses subjected to huge overburden loads. In the next two
pages tables it is shown the risk evaluation for squeezing and rockbursting condition
for all tunnel stretches, following empirical and semi-analytical criteria. As it is
deducted from the same, there are low to very low chances for rockbursting in
competent rock formations of good quality, but many chances for squeezing in case of
shear bands/ fault stretches appearance, of course.

Especial attention must be paid to the behavior type 8, in intensely fractured rock with
poor interlocking, and to type 7, which can be produced easily in poor rock mass
classes, by shear yielding condition in crown portion.

Also it is expected some water ingress in tunnel associated with highly fractured rock
stretches of RMT-4 and/or 5 in contact with Gamir & Baila and Sincha formations, less
probable in RMT-3. These types of limestone and dolomitic rock have chances for
underground water seepage in open joint conditions, even karstification. Hence the
case of behavior type 9 should be taken into account also.

87
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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the following stretches on NH-244 (old NH-1B) in the State of Jammu &
Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Table 7:Expected Behaviour of Rock Mass around Tunnel-1

without invert w/invert Expected behavior of Rockmass around tunnel cavity: Sudhmahadev T-1
Tunnel Ø or span= 10,94 m; 11,61 m
Support pressure= 0,00 Mpa Squeezing empirical criteria (1) Rockburst empirical criteria (3)
Wood, 1972 (2)
GEOLOGICAL UNIT RMR Class T.M. Stretch RMR-89 Cover (m) U.Weight Rock mass Q index SRF Goel et al., 1994 Hoek & Marinos, 2000 Kwasniewski, polish Cr. Wang, tangential stress
Convergence Width plastic Squeezing Comments
Expected RMR range (from - to) Length (m) (value) interval KN/m3 σcm(2),Mpa Barton, 1974-2013 Fc=σcm/ϒ·H Fc<2 H·B0,1/N0,33 Grade ε, % ring, m grade
PES=σci2/(2·Ei) Risk Eval. σθ/σci Risk eval.(4)
Gamir & Baila Fm. III (Fair) 0-629 629 52 60 26,64 11,51 D 2,5 1,27 YES 220 NONE 0,12 0,51 NONE 111,19 MODERATE 0,19 NONE
48-55 341 31,20 3,1 2,15 NO 130 NONE 0,04 -1,05 NONE 53,73 LOW 0,11 NONE
Cross-checked severe
IV (Poor) 629-755 126 30 341 26,64 2,58 F-E 5 0,24 YES 604 SEVERE 3,60 10,11 SEVERE 53,72 LOW 0,23 NONE
squeezing with Russo
25-35 410 7,89 0,13 0,26 YES 553 MODERATE 3,02 9,35 SEVERE 111,18 MODERATE 0,13 NONE chart
III (Fair) 755-775 20 54 410 26,64 7,00 C-D 2,5 0,62 YES 237 NONE 0,52 3,50 NONE 111,19 MODERATE 0,24 NONE
50-58 423 34,29 4,8 0,63 YES 233 NONE 0,50 3,42 NONE 53,73 LOW 0,13 NONE
No chances for
Ramban Fm. III (Fair) 775-1657 882 54 423 24,86 5,57 C-D 5 0,27 YES 370 MINOR 2,75 8,96 SEVERE 19,31 VERY LOW 0,55 STRONG
rockburst, as not
50-58 831 34,29 4,8 0,36 YES 279 MINOR 1,57 6,82 MINOR 36,75 VERY LOW massive rock
No Spalling through
II (Good) 1657-2994 1337 69 1018 24,86 10,41 B-A 5 0,58 YES 190 NONE 0,59 3,86 NONE 19,31 VERY LOW 0,47 WEAK
foliation, S0 strike
63-76 722 63,28 67 0,48 YES 162 NONE 0,86 4,90 NONE 36,75 VERY LOW ≈normal to alignment
No chances for
III (Fair) 2994-3955 961 50 722 24,86 4,72 D 5 0,42 YES 384 MINOR 1,15 5,79 MINOR 19,31 VERY LOW 0,30 NONE
rockburst, as not
45-55 455 28,28 2,8 0,32 YES 313 MINOR 1,92 7,57 MINOR 36,75 VERY LOW massive rock
IV (Poor) 3955-4067 112 29 455 24,86 1,97 F-E 5 0,17 YES 690 SEVERE 6,65 13,09 VERY SEVERE 19,31 VERY LOW 0,30 NONE Rockburst not feasible,
25-34 456 7,25 0,12 0,17 YES 689 SEVERE 6,64 13,08 VERY SEVERE 36,75 VERY LOW checked minor squeezing
Cross-checked minor
Sincha Fm. IV (Poor) 4067-4179 112 29 456 26,64 2,47 F-E 5 0,21 YES 690 SEVERE 4,34 10,96 SEVERE 34,86 VERY LOW 0,26 NONE
squeezing with Russo
25-34 432 7,25 0,12 0,21 YES 672 SEVERE 4,58 11,22 SEVERE 53,73 LOW chart
Cross-checked severe
V (Very poor) 4179-4444 265 14 432 26,64 1,32 F-G 10 0,11 YES 1082 SEVERE 15,15 18,00 EXTREME 34,86 VERY LOW 0,24 NONE
squeezing with Russo
10-18 366 1,17 0,013 0,12 YES 1000 SEVERE 12,92 16,96 EXTREME 53,72 LOW chart
Salkhala Fm. V (Very poor) 4444-4724 280 14 366 26,21 0,97 F-G 10 0,10 YES 917 SEVERE 19,58 19,78 EXTREME 9,33 VERY LOW 0,59 STRONG Rockburst not feasible,
(Quartzite & 10-18 259 1,17 0,013 0,12 YES 783 SEVERE 14,28 17,61 EXTREME 42,71 VERY LOW 0,27 NONE shear zone w/squeezing
Micaschist) IV (Poor) 4724-4764 40 28 259 26,21 1,74 F-E 5 0,26 YES 403 MINOR 3,05 9,40 SEVERE 9,33 VERY LOW 0,42 WEAK Rockburst not feasible,
22-34 245 6,64 0,11 0,26 YES 392 MINOR 2,89 9,17 SEVERE 42,71 VERY LOW 0,19 NONE highly fractured rock
No chances for
III (Fair) 4764-5314 550 50 245 26,21 4,34 D 2,5 0,68 YES 164 NONE 0,44 3,07 NONE 9,33 VERY LOW 0,39 WEAK
rockburst, as not
45-55 45 28,28 2,8 1,14 YES 97 NONE 0,15 0,87 NONE 42,71 VERY LOW 0,18 NONE massive rock
IV (Poor) 5314-5400 86 30 45 26,21 1,89 F-E 2,5 1,60 YES 83 NONE 0,08 -0,24 NONE 9,33 VERY LOW 0,07 NONE
25-35 17 7,89 0,13 2,32 NO 57 NONE 0,04 -1,24 NONE 42,71 VERY LOW 0,03 NONE
OVERALL ROCK Total: 0-5400 5400 6-1018 0,76-10,41
Average: 524,6 25,5 6,3
Notes: (1) It ha s been cons i dered the overburden hei ght H ma xi mum (a bove) a nd a vera ge (bel ow) a t corres pondi ng s tretch
(2) For es ti ma ti on of rock ma s s compres s i ve s trength i t ha s been a dopted Ka l a ma ra s -Bi eni a ws ki , 1995 empi ri ca l cri teri on ( bold font); i n Goel empi ri ca l cri teri on B i s tunnel di a meter or s pa n a nd N i s Q i ndex wi th SRF=1
(3) For Wa ng rockburs t cri teri a , i t i s a s s umed tha t ma xi mum ta ngenti a l s tres s i s σ θ = σ 1= ϒ·z (Hoek, 1980), a l though a s per Ki rs ch's equa ti ons σ θ = σ 1·(3-K 0) = ϒ·z·(3-K 0) a t s i dewa l l s (verti ca l ta ngent), wi th K0=1 (i n s i tu s tres s fi el d)
(4) In thi s ri s k eva l ua ti on, i t mus t be a na l yzed a l s o the ma s s i ve cha ra cter of rock ma s s , through RQD i ndex, beca us e rock fra ctures fa ci l i ta tes the energy di s s i pa ti on. Ri s k eva l ua ti on i n grey font ha s not been cons i dered
(5) Grey font i ndi ca tes tha t phenomena a re to be devel op i n l es s i ntens i ty gra de or l es s proba bl e tha n refl ected, beca us e i t ha s been cros s checked wi th a nother cri teri on

88
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the following stretches on NH-244 (old NH-1B) in the State of Jammu &
Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Table 8: Expected Behaviour of Rock Mass around Tunnel-2

without invert w/invert Expected behavior of Rockmass around tunnel cavity: Sudhmahadev T-2
Tunnel Ø or span= 10,94 m; 11,61 m
(1) (3)
Support pressure= 0,00 Mpa Squeezing empirical criteria Rockburst empirical criteria
GEOLOGICAL UNIT RMR Class T.M. Stretch RMR-89 Cover (m) U.Weight Rock mass Q index SRF Wood, 1972 Goel et al., 1994 (2) Hoek & Marinos, 2000 Kwasniewski, polish Cr. Wang, tangential stress
Convergence Width plastic Squeezing Comments
Expected RMR range (from - to) Length (m) (value) interval KN/m3 σcm(2),Mpa Barton, 1974-2013 Fc=σcm/ϒ·H Fc<2 H·B0,1/N0,33 Grade ε, % ring, m grade
PES=σci2/(2·Ei) Risk Eval. σθ/σci Risk eval.(4)
Salkhala Fm. III (Fair) 0-94 94 50 20,0 26,21 4,34 D 2,5 2,07 NO 53 NONE 0,05 -0,96 NONE 42,71 VERY LOW 0,12 NONE
(Schistose rock) 45-55 80,0 28,28 2,8 3,32 NO 33 NONE 0,02 -2,02 NONE 46,64 VERY LOW 0,06 NONE
II (Good) 94-536 442 65 80,0 26,21 8,12 B 2,5 1,20 YES 86 NONE 0,14 0,69 NONE 42,71 VERY LOW 0,41 WEAK Due to foliation, some
62-68 258,0 54,50 23,0 1,83 YES 56 NONE 0,06 -0,63 NONE 46,64 VERY LOW 0,19 NONE probability of spalling
III (Fair) 536-636 100 51 222,0 26,21 4,53 D 2,5 0,78 YES 148 NONE 0,33 2,42 NONE 42,71 VERY LOW 0,34 WEAK
45-55 210,0 29,72 2,8 0,80 YES 144 NONE 0,31 2,29 NONE 46,64 VERY LOW 0,16 NONE
Rockburst not feasible,
IV (Poor) 636-750 114 28 210,0 26,21 1,74 F-E 5 0,24 YES 458 MODERATE 3,62 10,14 SEVERE 42,71 VERY LOW 0,41 WEAK
cross-checked minor
25-32 282,0 6,64 0,095 0,27 YES 400 MINOR 2,75 8,97 SEVERE 46,64 VERY LOW 0,19 NONE squeezing
Cross-checked minor
Salkhala Fm. IV (Poor) 750-852 102 28 282,0 27,57 1,87 F-E 5 0,21 YES 534 MODERATE 4,70 11,35 SEVERE 29,50 VERY LOW 0,21 NONE
squeezing with Russo
(Q-Phyllite) 25-32 329,0 6,64 0,095 0,22 YES 496 MODERATE 4,06 10,65 SEVERE 38,95 VERY LOW 0,18 NONE chart
III (Fair) 852-1134 282 51 329,0 27,57 5,70 D 2,5 0,33 YES 410 MINOR 1,88 7,48 MINOR 29,50 VERY LOW 0,40 WEAK No chance for rockburst,
48-55 634,0 29,72 3,1 0,43 YES 311 MINOR 1,09 5,60 MINOR 38,95 VERY LOW 0,35 WEAK as not massive rock
II (Good) 1134-1694 560 67 635,0 27,57 11,10 B-A 2,5 0,63 YES 180 NONE 0,50 3,40 NONE 29,50 VERY LOW 0,29 NONE
62-72 466,0 58,79 37,8 0,73 YES 156 NONE 0,37 2,70 NONE 38,95 VERY LOW 0,26 NONE
Cross-checked not
III (Fair) 1694-2236 542 51 466,0 27,57 5,70 C-D 2,5 0,44 YES 254 NONE 1,02 5,40 MINOR 29,50 VERY LOW 0,11 NONE
squeezing with Russo
45-57 167,0 29,72 5,2 0,65 YES 172 NONE 0,47 3,25 NONE 38,95 VERY LOW 0,09 NONE chart
IV (Poor) 2236-2291 55 30 167,0 27,57 2,37 F-E 2,5 0,52 YES 304 MINOR 0,75 4,50 NONE 29,50 VERY LOW 0,10 NONE
25-35 150,0 7,89 0,135 0,54 YES 288 MINOR 0,68 4,21 NONE 38,95 VERY LOW 0,09 NONE
III (Fair) 2291-2670 379 45 150,0 27,57 4,44 D-E 2,5 1,07 YES 120 NONE 0,17 1,10 NONE 29,50 VERY LOW 0,01 NONE
42-50 13,0 21,73 1,63 1,97 YES 65 NONE 0,05 -0,83 NONE 38,95 VERY LOW 0,01 NONE
OVERALL ROCK Total: 0-2670 2670 13-635 1,39-11,10
Average: 299,2 27,2 5,8
Notes: (1) It ha s been cons i dered the overburden hei ght H ma xi mum (a bove) a nd a vera ge (bel ow) a t corres pondi ng s tretch
(2) For es tima tion of rock ma s s compres s i ve s trength i t ha s been a dopted Ka l a ma ra s -Bi eni a ws ki , 1995 empi ri ca l cri teri on ( bold font); i n Goel empi ri ca l cri teri on B i s tunnel di a meter or s pa n a nd N i s Q i ndex wi th SRF=1
(3) For Wa ng rockburs t cri teri a , i t i s a s s umed tha t ma xi mum tangentia l s tres s i s σ θ = σ 1= ϒ·z (Hoek, 1980), a l though a s per Ki rs ch's equa tions σ θ = σ 1·(3-K 0) = ϒ·z·(3-K 0) a t s i dewa l l s (vertica l tangent), wi th K0=1 (i n s i tu s tres s fi el d)
(4) In thi s ri s k eva l ua tion, i t mus t be a na l yzed a l s o the ma s s i ve cha ra cter of rock ma s s , through RQD i ndex, beca us e rock fra ctures fa ci l i tates the energy di s s i pa tion. Ri s k eva l ua tion i n grey font ha s not been cons i dered
(5) Grey font i ndi ca tes tha t phenomena a re to be devel op i n l es s i ntens i ty gra de or l es s proba bl e tha n refl ected, beca us e i t ha s been cros s checked wi th a nother cri teri on

89
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

5.10 Zonation in Excavation and Support Classes for Support/Lining Sections

The interaction between the Rock Mass Types with their expected behavior and the
primary support leads to contemplate both the elements as one only system, because
they are interdependent through physical link or contact. All the design stages must
take into account this concept, which is denominated as per Austrian Standards the
Excavation and Support Classes (E&S Classes abbreviated).

It has been already mentioned that overburden is a key parameter in design, and due to
this, some subclasses have been included into the main five E&S Classes linked to
corresponding Rock Mass Types.

The features of each and every E&S Class include work methodology for excavation and
support, accompanied by specific construction steps, hence times for installation and
tunnel progress as per construction schedule. For example, in case of E&S Class with
erection and installation of steel arches, the support cycle will be increased in time,
more with less longitudinal spacing between arches.

In the table of next page it is summarized the main five E&S Classes, along with
predesign phase estimated support, taken empirically from the Barton chart (source:
NGI), which is shown in the next figure:

Figure 19. Chart for Empirical Design of Tunnel Support Based on Q Barton. Source:
Norwegian Geotechnical Institute
As Classes have been developed based on limited geotechnical investigation, centered
mainly on portals, they might be modified to fit with local conditions at Site
(application of NATM essence).

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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the following stretches on NH-244 (old NH-1B) in the State of Jammu &
Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Table 9: Support & Excavation Classes and Preliminary Design For Tunnel

SUPPORT & EXCAVATION CLASSES AND PRELIMINARY DESIGN FOR SUDHMAHADEV TUNNEL
Excavation & RMR rating Behavior Type Tunnel length in Shotcrete (SC) layer, Wire mesh (WM) Rock bolts: type, Invert support, type RRS, type & spacing Roof spilling: spile bar Round length RL (m)
Support Class range (BT) Class (m) type & thickness t (cm), layers: number & length & spacing, m and dimensions s(m) (steel rib,set,LG) Ø (mm), c/c spacing Plastic Radius Rp(m)
perimeter L (m) type (Transv.x Longit.) (m), covering angle α Energy absorption E(J)
ESC-1 62-76 2, 3 & (5) 2326,00 Sfr 1 (Plain SC), 0(Sfr) Swellex or SN NO NO NO 3,0-3,5 (TH)/ 6,5 (BN)
(48-55 for Gamir-Baila) 5,0-6,0 150x150Ø6 4,0 E ≤ 500 J
25,22 2,5-3,0 x RL Rp= 0-0,75 m
ESC-2 62-68 2 & (3) 443,00 Plain or Sfr 1 Swellex or SN NO NO NO 2,5-3,0 (TH)/ 5,5 (BN)
8,0-10,0 150x150Ø6 4,0 E = 500 J
25,22 2,25-2,5 x RL Rp= 1,5-2,0 m
ESC-3 42-58 3, (4) 4011,00 Plain or Sfr 1 Swellex, SN, IBO Exceptionally If required If required 1,5-2,5 (TH)/ 4,0 (BN)
12,0-15,0 150x150Ø6 5,0 SC, WM & LG/ribs RRS-I, 30cm, 6 Ø16-20 SDA Ø32-18.5/ 0,30 E = 700 J
25,37 1,8-2,0 x RL Same as TH-BN 4,0 R= 5,42 m/ α= 110º Rp= 1,1-3,7 m
ESC-4 22-35 8, 7, (4) & (9) 549,00 Plain or Sfr 2 SN or IBO YES YES If required 1,0-1,5 (TH)/ 2,5 (BN+I)
20,0-22,0 150x150Ø6 9,0 SC, WM & LG/ribs RRS-II, 45cm, 6+2 Ø16-20 SDA Ø32-18.5/ 0,30 E ≥ 1000 J
37,16 1,25-1,5 x RL Same as TH-BN 2,9 R= 5,65 m/ α= 110º Rp= 5,0-8,75 m
ESC-5 10-18 4, (7), 9 & 11 742,00 Plain or Sfr 2 SN or IBO YES YES If required 0,5-1,0 (TH)/ 2,0 (BN+I)
(22-34 for Micaschist) 25,0-28,0 150x150Ø6 12,0 SC, WM & LG/ribs RRS-III, 55cm, 6+4 Ø20 SDA Ø32-18.5/ 0,30 E >> 1000 J
37,32 1,0-1,25 x RL Same as TH-BN 1,7 R= 5,65 m/ α= 110º Rp= 11,5-16,5 m
Notes Sfr is SC w/fibres . t max. Wire mes h can be Cons idered SN for cos t If invert is required If RRS is required, type Bolt length according to TH= Top Heading, BN=
value for BoQ es timate combined with Sfr es timate & max s according to Barton chart RL, overlap(≥3,5m) & incl. =Benching & I= Invert

Once obtained the initial estimate of support parameters and type, it has been passed to the numerical analysis phase, which may be
refined in future depending on availability of additional geotechnical data based in further detailed field investigation.

In the next page it is shown the final main features for tunnel support design in table format.

The main conclusion in the calculations performed is the convenience to allow some deformation, especially in the case of E&S Class 5,
subclasses 5a and 5b, where it has been envisaged the use of LSC.

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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the following stretches on NH-244 (old NH-1B) in the State of Jammu &
Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Table 10: Support & Excavation Classes and Support Estimate Quantities For Tunnel

SUPPORT & EXCAVATION CLASSES AND SUPPORT ESTIMATE QUANTITIES FOR SUDHMAHADEV TUNNEL
Excavation & Subclasses RMR rating Behavior Type Tunnel length in Shotcrete (SC) layer, Wire mesh (WM) Rock bolts: type, Invert support, type RRS: type, spacing (m) Roof spilling: spile bar Round length RL (m) Additional support Comments
Support Class adopted range (BT) Class (m) type & thickness t (cm), layers: number, length & spacing, m and dimensions & weight (kg, full arc Ø (mm), c/c spacing Plastic Radius Rp(m) measures
perimeter L (m) type, perimeter (m) (Transv.x Longit.) w/joint & foot plates) (m), covering angle α Energy absorption E(J)
ESC-1 62-76 2, 3 & (5) 2526,00 Sfr 1 (Plain SC), 0(Sfr) Swellex or SN NO NO NO 3,25 (TH)/ 6,5 (BN)
(48-55 for Gamir-Baila) 15,0 150x150Ø6 4,0 E ≤ 500 J
25,22 2,5-3,0 x RL Rp= 2,25-2,50 m(max H)
ESC-2 62-68 2 & (3) 442,00 Plain or Sfr 1 Swellex or SN NO NO NO 2,75 (TH)/ 5,5 (BN)
15,0 150x150Ø6 4,0 E = 500 J
25,22 2,25-2,5 x RL Rp= 1,25-1,50 m
ESC-3 3a 42-58 3, (4) 1048,00 Plain or Sfr 1 Swellex, SN, IBO Exceptionally TH-29 with locks If required 2,0 (TH)/ 4,0 (BN) Spiles ins tallation
limited to 10% of clas s
27,0 150x150Ø6 5,0 SC, WM & TH ribs 1,0-2,0 SDA Ø32-18.5/ 0,30 E = 700 J
length (IBO bolts Ø32/18)
25,37 1,8-2,0 x RL Same as TH-BN 795,4 R= 5,42 m/ α= 110º Rp= 2,5-3,0 m
3b s.a.a. s.a.a. 2742,00 Plain or Sfr 1 Swellex, SN, IBO Exceptionally NO If required 2,0 (TH)/ 4,0 (BN) Spiles ins tallation
limited to 10% of clas s
27,0 150x150Ø6 5,0 SC, WM & TH ribs SDA Ø32-18.5/ 0,30 E = 700 J
length (27 No.IBO bolts
25,37 1,8-2,0 x RL Same as TH-BN R= 5,42 m/ α= 110º Rp= 2,5-3,0 m Ø32/18, 6 m long)
ESC-4 22-35 8, 7, (4) & (9) 613,00 Plain or Sfr 2 SN or IBO YES TH-29 with locks If required 1,5 (TH)/ 3,0 (BN+I) Face fibreglas s bolts 9 m Spiles ins talation
long, if required. Radial limited to 30% of clas s
30,0-32,0 150x150Ø6 9,0 SC, WM & TH ribs 0,8-1,25 SDA Ø32-18.5/ 0,25 E ≥ 1000 J
pattern (as per dwg.), 20 length (27 No.IBO bolts
37,16 1,25-1,5 x RL Same as TH-BN 1288,8 R= 5,65 m/ α= 110º Rp= 3,0-3,5 m No. Ø32/18, 6 m long)
ESC-5 5a 10-18 4, (7), 9 & 11 599,00 Plain or Sfr 2 SN or IBO YES TH-36 with locks If required 1,00 (TH)/ 2,5 (BN+I) Face fibreglas s bolts 9 m Spiles ins talation
long, if required. Radial limited to 25% of clas s
(22-34 for Micaschist) 35,0 (+6 u. LSC/round) 150x150Ø6 12,0 SC, WM & TH ribs 1,0-1,25 SDA Ø32-18.5/ 0,25 E >> 1000 J
pattern (s ee dwg.), 20 No. length (27 No.IBO bolts
37,32 1,0-1,25 x RL (1,0) Same as TH-BN 1597,3 R= 5,65 m/ α= 110º Rp= 3,5-4,0 m Drainage & exploratory Ø32/18, 6 m long).
5b s.a.a. s.a.a. 100,00 Plain or Sfr 2 SN or IBO YES TH-36 with locks If required 1,25 (TH)/ 2,5 (BN+I) pipes /holes (if required) Micropiles as required.
(22-34 for Micaschist) 35,0 (+6 u. LSC/round) 150x150Ø6 12,0 SC, WM & TH ribs 1,0-1,25 SDA Ø32-18.5/ 0,25 E >> 1000 J Lining stress controllers (6 In clas s 5b, s piles
LSC u.) required in 80% of ins talation limited to
37,32 1,25-1,5 x RL (1,25) Same as TH-BN 1597,3 R= 5,65 m/ α= 110º Rp= 3,75-4,25m length class 5 (BoQ) 30% of clas s length
Notes Sfr is SC w/fibres . SC Thick. Wire mes h can be Cons idered SN for cos t If invert is required If RRS is required, Bolt length according to TH= Top Heading, BN= LSC in clas s 5a to be For quantities in BoQ,
max. for BoQ es timate. combined with Sfr es timate & max s pac. replaced by TH s teel ribs , RL, overlap(≥3,5m) & incl. =Benching & I= Invert. applied mos t probably adopted values in bold
LSC are lining stress s liding The plas tic radius is after
controllers, set of 3 cylinders s upport application
(see technical note)

CONVERSION FROM RRS (Reinforced Ribs of sprayed concrete) TO LATTICE GIRDERS (type PANTEX or similar)
Longit. Spacing LG/Rib min. Longit. Spac. Expected spacing No. of joint + foot Perimeter arch Overall weight for
E & S Class Steel Area (cm2) Steel Area (cm2) Weight (kg/m)
(m) designation (m) (m) plates, total W (kg) length,m complete arch, kg
3 15,46 4,00 P115-25-30 16,89 4,37 1,5-2,5 16,265 4 (J) + 4 (F) = 48 + 11,6 25,37 472,308
4 21,74 2,90 P130-26-34 19,70 2,63 1,0-1,5 18,334 14(J) + 2 (F) = 179,2 + 32 37,16 892,473
5 31,42 1,70 P140-30 28,27 1,53 0,8-1,25 28,56 14(J) + 2 (F) = 215,9 + 38 37,32 1319,645
CONVERSION FROM RRS (Reinforced Ribs of sprayed concrete) TO STEEL RIBS (TH section)
3 15,46 4,00 TH-29 37,00 9,58 1,5-2,5 29 4 (J) + 4 (F) = 48 + 11,6 25,37 795,446
4 21,74 2,90 TH-29 37,00 4,94 1,0-1,5 29 14(J) + 2 (F) = 179,2 + 32 37,16 1288,811
5 31,42 1,70 TH-36 46,00 2,49 0,8-1,25 36 14(J) + 2 (F) = 215,9 + 38 37,32 1597,276

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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

5.11 Deformation and Construction Tolerances

In the following summary table, it is included the deformation and construction

tolerances for the different E&S Classes:

Table 11: Deformation and Construction Tolerances for Tunnel 1&2

DEFORMATION AND CONSTRUCTION TOLERANCES FOR SUDHMAHADEV TUNNEL (TUNNEL 1 & TUNNEL 2)
Expected convergence (mm) Deformation Deformation trigger limits (mm) Construction Total tolerance
E&S CLASS
tolerance (mm) tolerance (mm) (mm)
with support without support Attention limit Alarm limit
1 42 (x) - 40 (z) 25 30 40 50 75
2 15(x) - 14 (z) 20* 25 35 50 70
3a 46 (x) - 44 (z) 27 36 55 50 77
3b 52 (x) - 44 (z) 30 40 60 50 80
95 (x) - 87 (z)
4 60 80 120 50 110
Extrusion: 42mm
330 (x) - 250 (z)
5a 180 240 360 50 230
Extrusion: 145mm
5b
Note: Values are referred to total tunnel section excavated
* Considered practically same construction tolerance than class 1

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10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

6 TUNNEL DRAINAGE AND WATER PROOFING SOLUTION

The main features for tunnel drainage are as below:

 Tunnel has been designed with nil water pressure on the sidewall and crown, so it
is an fully open rock mass drainage tunnel around the cavity.

 From the above point, it is derived that groundwater has to be collected around the
cavity and connected to open drainage pipes at the invert level. To collect and direct
this water a geotextile felt of minimum specification 500 gr/sq.m has been
envisaged in the full periphery up to invert level, behind both the ground beams.

 The geotextile felt is wrapped around the sidewall drainage pipes at ground beam
side, along with attached waterproofing membrane.

 The drainage corrugated pipes (perforated or slotted), with diameter Ø250 mm,
will collect the water and direct the same to the main central rock mass water
collector, with diameter Ø400. Slots in the main central collector in the upper half
will allow collecting also subsurface water above the designated level.

 The pipe bed and granular material wrapping around the main collector will
conform to relevant standards. In the case of sidewall pipes, it can be used granular
filter material or porous concrete.

 To avoid the influence and possible infiltration of water on the final lining ring, a
waterproofing PVC membrane of minimum thickness 2 mm has been envisaged for
the twin tubes as well as cross passages.

 The path of groundwater from cross passages will be from the center to both the
extremes in the junctions with the twin tubes, like the surface water drainage path
along the surface water pipes.

 The connections from sidewall drainage pipes to the central collector will be
approximately every 55 m also, to match with cross passages connections

 Apart from the rock mass drainage system, there shall be a surface water drainage
with manholes every around 55-60 m, matching locations also with the cross
passages positions. In prevention of circulation of little sized hydrocarbon tankers,
the manholes will be equipped with fire kill boxes.

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10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

 Super elevation of 2% in the carriageway will allow the water to come to the right
edge of roadway, where it will be collected through slotted, grated covers.

 The minimum gradient of the channels and drainage pipes will same than tunnel
gradient, except for transverse connecting pipes to manholes and main collector, for
which, it has been adopted a minimum of 1%.

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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

7 TUNEL CIVIL DESIGN ANALYSIS AND CALCULATIONS

7.1 Introduction

The tunnel Civil Design for this DPR has two main aspects: primary lining design and
inner lining (final lining) design. While the first can be considered as a structural
temporary support system, the second has to be designed to be permanent, with a
durability associated with the life span of the tunnel structure.

The design analysis is based on the interaction between the tunnel surrounding rock
mass and the support elements, taken as structural elements subjected to permanent
loads. This interaction must reach a stable equilibrium after development of controlled
deformations. In this case the analysis is closer to a geotechnical analysis as per
Eurocode 7 than to a strictly structural analysis.

Due to conservative approach inherent to the limitations of values of UCS strength for
the rock formations (habitual in foliated rocks), there has not been reduction of
strength parameters during calculations.

The design of inner permanent lining has to be taken as a structural analysis “de facto”,
and Eurocode 2 is of application here. Structural verification is required.

7.2 Tunnel Model Adopted and Calculation Methodology for Primary Lining

Due to the diversity and variability of geological formations, and high stresses expected
levels due to tunnel overburden up to 1 km, it has been developed a numerical model
with FLAC2D and FLAC3D software to check tunnel behavior with support
installed and excavation stages.

For the geometrical model it has been assumed grids in 2D and 3D, with different sizes
of zone elements, with the structure shown in the next figures, taking as examples the E
& S Class 3 for FLAC2D (above), and the E & S Class 5 for FLAC3D (below):

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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 20. Grid model for analysis in FLAC3D

Figure 21. 3D Grid Dimensions for Analysis in FLAC3D: X= 60 m Y= 60 m Z= 100 m (±50

m from Tunnel Center)

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10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

It has to be mentioned that in case of FLAC2D, the shotcrete has been modeled as a
beam element with thickness corresponding to class and inertia per meter of tunnel,
while in case of FLAC3D the shotcrete has been incorporated in the grid as zone
elements for the corresponding shotcrete group.

In both cases the bolts and steel sets are considered as structural elements, cables in
the first case and beams in the second.

It has been used the Mohr-Coulomb constitutive model, and parameters of ground
materials given by the Excavation and support classes, with an adaptation to the
overburden assumed in each case. While in case of support elements it has been
considered an elastic model.

No reduction for ground parameters have been introduced, due to conservative data
from lab tests. The structural material have been reduced its strength for design
calculation as per Eurocode-2.

No pore water pressures have been considered in the model, assuming full drained
tunnel. However, there will be chances of water inflow to tunnel during excavation and
support phases, especially in the formation contacts between metavolcanics formations
and other metamorphic rocks, and inside shear seam sections.

Structural verification has been done for support structural elements, collecting output
list for solicitations and comparing with material reduced strength. For that, the safety
shotcrete first layer has been neglected as structural layer, due to cracking and further
rectification work.

For E&S Classes 4 and 5 it has been used the FLAC3D software, and it has been
proposed in the model an excavation of 30 m as per successive rounds, fully completed
at top heading phase along with its support, and then excavation of benching plus
invert in successive round up to complete same total length of 30 m.

In next figure it is shown the excavation sequence:

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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 22. Excavation Sequence during Calculations for E&S Classes 4 and 5, in the 3D
Model
As an example, calculation stages developed in model for E&S class 4 are following:

1. Initial status. Balance of stresses due to overburden

2. Top Heading excavation: It has been adopted 1.5 m round length (1.5 m per
day of progress pace) without support closest to face.

3. Top Heading Support (1st stage): Safety shotcrete layer of 5-7 cm applied to
periphery, and bolts with specific pattern also, in second round from face. To
simplify the program code, it is assumed that construction pace will be same
than for excavation stage.

4. Top Heading Support (2nd stage): Second layer of shotcrete of 10-12 cm

applied, plus installation of steel ribs TH-36 with longitudinal spacing
between 0.8 and 1.2 m. This is executed in third round from face, and same
pace than above.

5. Top Heading Support (3rd stage): Third and last layer of sprayed concrete,
thickness 11-15 cm to complete sprayed concrete support shell.

6. Benching excavation: In this case the round length is 3.0 m, with 1.5 m per
day of construction pace, same conditions than top heading phase.

7. to 10. Benching support, it has been developed with same sequence than top
heading, but as per benching round length.

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10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

The benching excavation includes invert at same time, and due to axisymmetric model,
it has been considered full benching excavation in one go. This is a conservative
approach because in the construction methodology it is envisaged separates stages in
two halves.

In next illustration it is shown the support cycle of 4 round adopted in calculation,

which simulates the construction process: it has been assumed that the bolts along with
first safety layer of concrete have not been installed up to second round from face, the
steel rib along with first structural layer up to the third round, and application of
second layer of structural concrete up to fourth round (>3 m from face

Figure 23. Sequence of Four Round Cycle in Support for FLAC3D

7.3 Brief Description of Tunnel Support Elements: Specifications

List of relevant materials for tunnel support is provided below:

Sprayed Concrete

General

Shotcrete is concrete which is conveyed to the place of installation in a closed hose or

tube, applied and compacted by jetting onto a surface at high velocity. The preferred
method of execution is wet method.

The nozzle is an attachment at the end of the shotcrete material hose from which
material is jetted.

Accelerator is a powder or liquid shotcrete agent to generate quick setting of the

applied shotcrete.

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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Rebound is material that falls down from shotcrete surface during and after spraying.

Materials

Cement

As per the Clause No. 1006 of General Specification.

Aggregates

As per the Clause No. 1007 and 1008 of General Specification.

The aggregates shall be clean, strong and durable, suitably graded and shall not contain
detrimental amounts of dust, mud, clay or organic impurities.

The chloride ion shall not exceed 0.35,

The coarse aggregates shall not contain a large quantity of long stone pieces

The amount of fine particles under 0.1 mm grain size shall not exceed 2% of the total
mixture.

The maximum size of the aggregates shall not exceed 16 mm

The grain size distribution shall be within values shown in table below.

Frozen aggregates must not be used. Minimum temperature of the aggregates shall be
5° Celsius plus.

During rainy and cold weather periods the aggregates shall be stored undercover for at
least 48 hours before being used, in order to reduce the water content.

Table 12: Aggregate Size and Their Passing %

Aggregate Size (mm) Passing in % of Weight
12.5 96-100
10 92-98
4.75 70-80
2.36 50-60
1.18 24-34
0.600 20-28
0.300 10-17
0.150 5-12
Figures in the table refer to passings in percentage of weight.
Accelerating Admixtures

General: As per Clause No. 1012 of General Specification.

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10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Accelerating admixtures shall be compatible with the cement used. The compatibility
shall be tested in the laboratory and in field trials to achieve the required properties for
setting and strength development

The 28-day-strength of shotcrete (cylindrical) shall be minimum 35 N/mm (C35/45

class concrete).

The concrete, depending on the use, can be with polyfibres or steel fibres, depending on
energy absorption requirements. Dosage for polyfibres is normally 4 to 6 kg/cum,
while in case of steel is between 20 and 35 kg/cum.

Reinforcing Steel

Wire Mesh (Welded Wire Fabrics)

Material

Reinforcing steel bars shall comply with Section 1600 of General Specification.

Mesh 150 x 150 mm, 6 mm diameter shall be used for initial linings and 150 x150 mm,
10 mm diameter for outer (final) linings. It shall consist of structural steel with a yield
strength of 500 N/mm2 (type b500s).

Installation wire mesh

Welded wire fabrics shall be installed such that it follows as closely as possible the
irregularities of the excavation surface or previous layers of shotcrete. For initial
linings, it shall be firmly fixed to prevent vibration and change of position during
spraying of shotcrete. Welded wire fabrics shall be installed in the longest practical
length. The overlap for welded wire fabrics applied in the shotcrete lining shall be at
least twice the pitch distance in circumferential and one pitch distance in longitudinal
direction.

For tunnel support purposes, steel reinforcing bars are required as an additional
reinforcement in heavily stressed areas such as portal areas, junctions of tunnels and
cross passages depending on the local ground conditions.

Steel Reinforcement Bars

For tunnel support purposes, steel reinforcing bars are required as an additional
reinforcement in heavily stressed areas such as portal areas, junctions of tunnels and

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10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

cross passages depending on the local ground conditions.

Installation steel bars

Reinforcing steel bars shall be attached securely to the previously placed shotcrete
layer, bars or wire mesh.

Overlaps shall be arranged as per bar diameter.

Bar diameters (mm)

Cut and cover sections: main - 25 to 32, secondary - 12, stirrups - 10 or 16

Driven tunnel: in foundation beam, main - 25, stirrups -10 or 12; and for other
locations, main -12, stirrups - 10

Steel Ribs (Arches)

General

This part applies to the supply and installation of the TH-29 and TH-36 steel profiles,
which have to be shaped conforming to the desired curvature as per drawings. The
steel of this metallic profiles should be minimum of S355 quality.

Installation

Steel ribs shall be erected to the lines and levels as indicated on the drawings. The exact
excavation levels will however be determined in order to match best his equipment and
construction method.

Hardwood foot-blocks and wedges shall be used to bring the steel ribs to the required
line and level. Tie bars (stirrups) shall be provided to connect the rib to the adjacent
steel rib and fix it securely in place. The union of the arch segments is done by couples
of steel locks, minimum with the same quality of steel than the ribs. They are sliding
ribs.

Steel ribs shall be embedded in shotcrete, in order to get contact between rock and
steel rib by a solid shotcrete packing which shall have a minimum cover to steel of 30-
40 mm.

The steel ribs shall be erected perpendicular to the tunnel axis.

The joints of the ribs shall be such that the static efficiency of the cross section is

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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

maintained.

Rock Bolts

General

Rock bolts can be installed either locally or in a systematic pattern in the roof, side
walls, and invert of the tunnels. Rock bolts are part of the primary support, with the
purpose of activating the composite action between the surrounding rock and the
shotcrete, contributing to the load bearing capacity of the primary tunnel lining.

Rock bolts shall be installed according to the lengths and rock bolt patterns designed
for each support class.

The types of bolts selected for this project are:

SN-Bolts are made of deformed steel bars and fully bonded with the surrounding rock
by cement mortar. The hole is filled with grout before insertion of the bolt. The
abbreviation SN descends from the mine "Store Norfors" where applied first.

PG - bolts (post - grouted or injection bolts) are made of deformed steel bars with a
hose attached. Grouting is done after installation of the bolt through the hose.

IBO-bolts (self-drilling and injection-bore-bolts) are a combined system of rock bolt

and drill rod. During drilling, the bolt is used as the drill rod fixed with a drill bit. Rod
and bit remain in the hole as a rock bolt, which is grouted through the flushing hole. In
case of collapsing boreholes, this system still enables the installation of rock bolts.
Mostly used for spilling or light forepoling.

Swellex Rock bolts (friction anchored rock bolts) are mechanically folded steel tubes.
High water pressure inflates the tube and adapts its shape to the irregularities of the
borehole. In this project, super swellex anchors are more suitable.

Materials

SN-Bolts and PG-Bolts

Bolts shall have a minimum breaking load of steel bar of 230-250 kN

The breaking load shall also apply to the thread, nut, anchor plate and coupling, if any.

Rock bolts shall be made of deformed reinforcing steel with a corrugated surface. One

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10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

end shall be fitted with a suitable thread which is to receive an anchor plate and fixing
nut.

Anchor plates on all types of bolts with a size of 200 x 200 mm and a thickness of 10
mm should be used. The shape shall allow a uniform seat, even if the bolt is not
installed exactly perpendicular to the surface below.

Washers and nuts shall allow the secure transfer of the anchor force to the anchor
plate.

IBO-Bolts

IBO-bolts shall have a minimum breaking load of 250 kN.

The breaking load shall also apply to threads, nuts, anchor plates and couplings.

The steel rods shall have a corrugated surface.

This type of bolts is normally used for spilling or light forepoling applied in crown
portion, to avoid crown failure or ravelling. Minimum recommended external diameter
is Ø32 mm, and internal desirable 18 mm.

Super Swellex

Super Swellex Rock bolts for systematic rock bolt patterns shall have a minimum
breaking load of 250 kN.

Bolt face plates shall be such as to allow transfer of the anchor force at the head of the
rock bolt to the shotcrete, steel rib or rock surface.

For inflation of bolts, equipment as recommended by the manufacturer of the bolts

shall be used.

Fibreglass bolts (for face stabilization)

This type of bolts is normally used in tunnel face, so after have been developed its
stabilization work, can be easily excavated by normal machinery.

The main features of these bolts are the high tension yield capacity, and its strength
combined with ease of excavation.

In next tables and photograph it is shown one example of specifications, available

diameter and a photograph of nails.

105
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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 24. Specifications of fibre glass nails for tunnelling. Source: Durglass

Cement - Mortar Grout

General Specification

The cement mortar grout shall consist of sand, cement and water or neat cement and
water.

Ordinary Portland cement shall be used.

Sand for grouting purpose shall be clean, mineral sand, uniform in quality and from an
approved source. This material should be approved by the ENGINEER.

Water shall be clean, free from oil, acid, alkaline, organic and other deleterious
substances.

Additives for the improvement of workability may be used.

106
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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

The cement mortar grout shall be mechanically mixed to produce a uniform

consistency.

Forepoling

Forepoling is a pre-excavation support element required for the tunnel excavation

works. Forepoling shall be applied in rock and soil conditions, which tend to produce
over break, collapses or material inflows immediately following excavation, normally
from crown portion. Forepoling may be applied locally or systematically, as ground
conditions dictate, for the safe operation of the works. Forepoling should always be
used in conjunction with the installation of steel ribs.

Material

Steel bars or dowels (spiles) consisting of deformed high yield steel bars, diameter
minimum 25 mm, shall be used.

Alternatively, hollow mild steel pipes of diameter Ø88.9 mm x 8 mm wall thick

(forming part of micropile) for heavy forepoling, or self-drilling hollow bars with
external diameter minimum 32 mm diameter 30 mm and minimum wall thickness of 6-
7mm may be used.

The length of the steel pipes or bars shall be at least 2.00 metre longer than the
instructed length of round. However, the minimum length of any bar or pipe shall be
4.0 metres.

Grout mortar shall comply with Clause No. 4.7.4.1 of this Specification.

Installation

Forepoling shall be applied as shown on the drawings or as instructed by the Engineer.

Steel pipes, bars or dowels at 300 to 400 mm centres shall be inserted into the
predrilled holes from the face of the drive towards the unexcavated ground.

Forepoling requires the installation of steel ribs.

Grouting of forepoling pipes with mortar, either before or after the insertion of the
pipes, is to be determined by the Engineer.

Forepoling shall be properly supported by the steel rib and the shotcrete above the
steel rib. Therefore the shotcreting of the gap between rib and rock in the portions of

107
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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

forepoling shall be completed after the installation of forepoling.

Spacing between consecutive forepoling pipes or bars around the crown of the
excavation profile must comply with the distance specified on the drawings, but must
be adopted for the prevailing geological conditions of the tunnel face.

An angle of 110º covering the crown symmetrically will form the umbrella.

7.4 Input Parameters and Results for Primary Lining

In the next table it is incorporated the input rock mass parameters for the design
numerical calculations:

Table 13: Input Rock Mass Parameters for the Design Numerical Calculations
DESIGN CALCULATION PARAMETERS FOR TUNNEL-1 and TUNNEL-2 SUDHMAHADEV
GROUND RM Type Q index RMR value U.Weight RM Poisson's ratio μ Modulus I. Friction Cohesion UCS mi GSI
OVERBURDEN
TYPE selected selected kN/m3 strength σrm Erm (Gpa) φ(º) crm (MPa) (Mpa)
max./average
(m) (Mpa)

1018/632 1 1.1, 2.1, 4.1 21,000 65 26,36 10,8 0,24 12,4 44,0 2,3 55,6 11 58-70
15,7 RocLab 1,89
258/169 2 3.2 12,500 62 26,21 6,5 0,26 5,4 41,9 1,4 34,9 14 54-60
7,9 RocLab 1,49
831/413 3 1.3, 2.3, 3.3, 4.3 1,100 42 26,38 4,7 0,25 6,7 39,9 1,1 39,0 12 51-55
10,8 RocLab 1,37
456/323 4 1.4,2.4,3.4,4.4 0,050 22 26,59 2,2 0,26 4,7 35,8 0,6 41,9 12 35-40
5,2 RocLab 1,05
432/291 5 1.5, 3.5 0,007 10 26,31 1,2 0,26 1,5 30,4 0,3 38,1 13 20-25
1,9 RocLab 0,78
Remarks Min. Values for each Average Min. Values Average values Average Adjusted M-C formula
rock type values of type Maximum RocLab σrm/(2tg(45+φ/2))

Notes: Friction and cohesion adjusted for overburden H= 370 m

For RMT-3, it has been adopted UCS=60 Mpa from bibliography, which generates E= 10,4 Gpa for max.H
For RMT-5, it has been adopted UCS=85 Mpa from bibliography, which generates E= 1,93 Gpa for max.H
Values indicated correspond to average of each RMT stretches, not for particular overburden

It has to be noted that above mentioned rock mass parameters have been adjusted for a
cover above tunnel crown of 370 m, and Mohr-Coulomb parameters c and ϕ has to be
adjusted by RocLab to the particular overburden conditions.

All the ground input parameters related to strength properties of rock mass have been
considered as design value parameters, not characteristic value parameters, hence the
load have not been subjected to increment with corresponding partial safety
coefficient. This is due to conservative approach to define rock mass parameters, taking
into account maximum overburden values.

The results are confirming that required support is more exigent than that estimated by
empirical methods. In order to accommodate the deformation of tunnel, it has been
opted for sliding steel ribs type TH-29 and TH-36, which satisfy the requirements of
cross section area and inertia, also stiffness, providing flexibility up to some extent in

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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

cross section closure.

The thickness of shotcrete had to be increased due to excessive axial loads in the
section of shotcrete, because almost 90% of compressive loads are coming to the
shotcrete as per numerical model behavior.

The plasticization radius has been calculated in case of no support applied to check the
estimate of ring obtained empirically. In the following figure it is shown results for E&S
Class 5:

Figure 25. Plastic Ring in Yield (at present or in the past) for Unsupported Section in
Class 5

7.5 Structural Analysis for Primary Lining

The structural analysis of primary support has been carried out with the loads obtained
by the numerical calculations on the model grid, which are acting on support elements,
mainly shotcrete, steel ribs and bolts.

In FLAC2D, the primary lining shotcrete shell has been modelled as a beam of one
dimension, like steel ribs.

Please notice that primary lining sprayed concrete has been considered in FLAC3D as a
zone group with material properties of concrete with elastic modulus E increasing with
age, as stages are running in the model calculation. In other words, shotcrete forms part
of grid, is not added as separate structural element (SEL) like bolts (cables) and TH

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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

steel ribs (beams).

All the ground input parameters related to strength properties of rock mass have been
considered as design value parameters, not characteristic value parameters, hence the
load have not been subjected to increasing with corresponding partial coefficient. This
is due to conservative approach to define rock mass parameters, taking into account
maximum overburden values.

While the E&S Classes 1, 2 and 3 have been analyzed with the FLAC2D software, the
more complicated E&S Class 4 and 5 have been analyzed through FLAC3D, which
allows for implementation of software code by FISH language of construction sequence
adapted to expected real situation on site.

The structural analysis has been developed for axial forces (compression and tension
obtained from principal minimum and maximum stresses) combined with bending
moments in case of FLAC2D for shotcrete and steel ribs.

In the enclosed Annexures of calculation reports A-7-2 for FLAC2D and A-7-3 for
FLAC3D, it is presented the methodology of calculation for structural verification.

7.6 Description of Inner Lining Shell Materials

Waterproofing and Protective Felt

General

This description refers to the waterproofing for all underground structures by means of
a continuous waterproofing membrane installed to the outside of the final concrete
lining. It does not include provisions for other elements such as water stops in concrete,
sealing of joints etc.

The waterproofing shall be such, that all underground structures are watertight. In case
of leakage, provision shall be made for these to be repaired.

Description

The purpose of the membrane waterproofing to underground structures is to prevent

leakage of groundwater into the tunnels and to protect the final concrete lining against
deleterious chemical influences. Waterproofing shall be applied to crown and sidewalls
above footing or invert arch level. The waterproofing membrane shall always be

110
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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

located between shotcrete support and final concrete lining. As the underground
structures referred to be not immersed below a distinct groundwater table no
membrane waterproofing will be provided for tunnel inverts.

The waterproofing system shall consist of two layers: the first shall consist of a
protective felt fastened to the shotcrete surface; the second layer shall be the actual
waterproofing membrane properly fixed by special means as recommended by the
manufacturer.

While the sealing function shall be provided by the membrane, the layer of felt is
required to protect the waterproofing membrane against damage from contact with the
shotcrete surface, to prevent interlocking between concrete and shotcrete in case of
differential movements of shotcrete support and final lining, and to provide a drainage
layer allowing to drain off groundwater into the longitudinal lateral drainage pipes,
thus preventing a build-up of hydrostatic pressure on the tunnel lining.

Materials

Protective Felt

The protective felt shall be non-woven poly-propylene geotextile of uniform thickness

and surface texture meeting the requirements.

Minimum unit weight will be 500 gr/m2.

Waterproofing Membrane

The waterproofing membrane shall be made of one of the following materials, or

similar and shall meet the requirements listed below.

The membrane shall be supplied with a signal layer, i.e. a thin sheeting of different
colour, bonded to one side, which is intended to facilitate the detection of damages.

ECB Waterproofing Membrane (ethylene-copolymer bitumen)

Waterproofing Membrane (poly-vinyl-chloride)

The waterproofing membrane shall be made of one of the following materials, or

similar: PVC or ECB Waterproofing Membrane (ethylene-copolymer bitumen)

The membrane shall be supplied with a signal layer, i.e. a thin sheeting of different
colour, bonded to one side, which is intended to facilitate the detection of damages.

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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Reinforced Cast Concrete

The concrete will comply with the corresponding specifications included in the
MORTH, and will be casted in situ through formworks and lining gantry.

The inner lining should be with reinforced concrete quality C30/37 minimum.

7.7 Input Geotechnical Parameters for Inner Lining Calculations

The input main geotechnical parameter for inner lining is the plasticization radius
expected after the support installation, related to strength-stress ratio and radial strain
in the cavity.

Also the rock stiffness in the contact with the structure is another parameter useful for
analysis, especially for spring bedded models.

Project lies in seismic zone IV. However, the seismic coefficients have been taken into
account in this case, for zone V. As per code IS:1893:2002-Part I, for the seismic zone V
the zone factor recommended is Z = 0.36 (severe), leading to design horizontal of Ah =
0.180·g, and the vertical should be 2/3 of the horizontal mentioned. For design
purposes, it is only analyzed the effect of horizontal component.

Please notice that in case of building or structures with foundations at more than 30 m
of depth, the coefficient indicated should be reduced to half of such value.

Normally in the calculation of final lining structural ring, the contribution of primary
lining is neglected, due to its temporary purpose. In the table of page 56 it is indicated
the estimation of plastic radius Rp (circular crown around tunnel periphery) with
installed support. It is recommended to increase these values by a 20%.

7.8 Methodology for Inner Lining

The design of inner concrete lining should be developed attending to the long term
conditions of tunnel behavior, which may generate a status of acting loads around the
cavity even in the case of stable equilibrium reached, due to worsen conditions of rock
mass ring plasticization and/or the acting of seismic loads. For this reason is crucial the
estimation of plasticization ring to obtain the loads acting on lining periphery.

The primary lining in this case should be considered as a temporary tunnel lining, with
no clear durability against action of groundwater and residual loads. We recommend

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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

the analysis without considering contribution of primary lining.

The final lining design must be supported by a detailed geotechnical investigation

before proceeding for calculation. An estimate can be given for reinforcement density
in kg/cum.

While the primary lining (support) is normally taken as a temporary arrangement to

carry necessary loads, the final lining (inner concrete lining) must be a permanent
structure safe and fully operational during the life cycle of the tunnel. In this case a
pumped, cast in situ concrete lining ring, reinforced or not, executed by shutters
(formwork gantries) has been envisaged in this design phase. The method used for
preliminary design is also numerical, applied to same continuum media models
than those of support design and including seismic conditions, although spring
bedded numerical model is usually employed also.

Criteria for Calculation of Final Lining Reinforcement (Static Loads)

Rock mass parameters and seismicity features

In next table are summarized the geotechnical rock mass parameters to take into
consideration for final lining design:

Table 14: Design Calculation Parameters for Tunnel-1 & 2

DESIGN CALCULATION PARAMETERS FOR TUNNEL-1 and TUNNEL-2 SUDHMAHADEV

GROUND RM Type Q index RMR value U.Weight RM Poisson's ratio μ Modulus I. Friction Cohesion
OVERBURDEN
TYPE selected selected kN/m3 strength σrm Erm (Gpa) φ(º) crm (MPa)
max./average
(m) (Mpa)

1018/632 1 1.1, 2.1, 4.1 21,000 65 26,36 10,8 0,24 15,7 35,8 3.32

258/169 2 3.2 12,500 62 26,21 6,5 0,26 7,9 43,3 1,10

831/413 3 1.3, 2.3, 3.3, 4.3 1,100 42 26,38 4,7 0,25 10,8 36,6 2,71

456/323 4 1.4,2.4,3.4,4.4 0,050 22 26,59 2,2 0,26 5,2 35,4 1,29

432/291 5 1.5, 3.5 0,007 10 26,31 1,2 0,26 1,9 34,8 1,10

Notes: Friction and cohesion adjusted for maximum overburden in each and every Class
For RMT-3, it has been adopted UCS=60 Mpa from bibliography, which generates E= 10,4 Gpa for max.H
For RMT-5, it has been adopted UCS=85 Mpa from bibliography, which generates E= 1,93 Gpa for max.H
Values of RMR, Q, rock mass strength, U. Weight and Poisson's are average of each RMT stretches

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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

DESIGN CALCULATION PARAMETERS FOR VAILOO TUNNEL

GROUND RM Type Q index RMR value U.Weight RM Poisson's ratio μ Modulus I. Friction Cohesion
OVERBURDEN
TYPE average average kN/m3 strength σrm Erm (Gpa) φ(º) crm (MPa)
max./average
(m) (Mpa)

1506/874 10 8.10 21,000 65 26,91 35,2 0,20 26,6 47,8 7,6

1347/661 11 6.11, 8.11, 9.11 5,120 56 26,71 21,4 0,21 19,7 43,3 5,4

505/305 1 6.1, 7.1, 9.1 2,586 50 26,00 14,5 0,24 13,7 40,6 1,9

367/303 3 9.3 1,087 45 26,00 7,6 0,24 11,4 37,9 1,2

787/397 4 6.4, 7.4, 8.4, 9.4 0,030 21 26,26 4,0 0,24 6,0 35,0 2,0

1140/740 5 8.5, 9.5 0,039 23 26,45 3,8 0,22 4,0 31,0 2,3

Remarks Min. Values for each Average Min. Values Average values Average From Tx M-C formula
rock type values of type Maximum tests σrm /(2tg(45+φ/2))

Notes: All parameters in colored cells are average for each RMT
Friction reflected are obtained from average values of Tx test for each RMT
Cohesion obtained from rock mass strength and internal friction (Mohr-Coulomb). Average values
Values of ϕ, C and Erm in red are adjusted (RocLab) for max. overburden and GSI estimated in this case
GSI adjusted through RocLab to match rock mass deformation modulus E rm.
Calculation parameters are within interval of average values and RocLab fits. E increased w.r.t. GSI

As it can be observed, above mentioned Mohr-Coulomb strength parameters and rock

mass Modulus are for maximum overburden cases, while rest are average values of
each Rock Mass Type (RMT).

Taking into account the plasticization around the cavity, the ground materials present
different plasticized radius Rp depending on the time and magnitude of support
applied, and on the geotechnical parameters of respective rock masses. In next table it
is shown the values of plasticization radius Rp for supported sections (as per FLAC2D &
3D), and for unsupported section (as per Hoek & Marinos semi-analytical approach),
along with the intermediate value to be considered for design. The chances of
squeezing have been also indicated:

Table 15: E& S Classes & Plasticization Ring Width

Plasticization ring width Rp-R0 (m) Squeezing grade
E&S
Supported Unsupported Adopted forecasted/cross
Classes
section (FLAC) (Hoek & Marinos) for design checked
1 2,25 0,5-3,9 2,0 None
2 1,50 0,7-2,4 1,5 None
3a & 3b 3,00 1,3-5,8 3,5 None to Minor
4 3,50 9,5 6,5 Minor to Severe
5a, 5b, 5v
4,25 11,0-19,0 10,0 Severe to Very Severe
& 5w

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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Note: It is not expected plastic ring in E&S Classes 10 and 11

Regarding seismicity conditions, Project area falls into the seismic Zone IV as per
Seismic Zoning Map of India, (IS: 1893 (Part –I)-2002). However, seismic coefficient has
been considered for Zone-V. Following the criteria of same mentioned code, for the
seismic zone V the horizontal coefficient of acceleration response should be Z= agh/g=
0.36 (severe), and the vertical should be 2/3 of the horizontal mentioned.

Seismic calculation may be developed for the cases of Portals (20 m from entrance) and
E&S Class 5 (fault strip, if confirmed during tender/construction stage).

Specifications for Final Lining Structural Materials

Lining Concrete

 Type: RCC, cast in place pumped concrete (shutter formwork, gantry)

 Concrete strength: class C30/37 (M35 grade according to IS 456:2000), fck= 30 MPa
(as per Eurocode). If required, it can be upgraded to C35/45, same that primary
lining concrete

 Young’s Modulus: E= 30,000 MPa

 Poisson’s ratio: ν= 0.2

 Unit weight: ϒ= 25 kN/m3

Reinforcement steel

 Type: steel bars of Grade Fe500 for concrete structural reinforcement

 Strength: this steel shall comply with quality Fe 500 according to IS 1786-2008

 Yield strength: fyk= 500 MPa

 Young’s Modulus: E= 200,000 MPa

 Poisson’s ratio: ν= 0.3

 Unit weight: ϒ= 78 kN/m3

Calculation Hypothesis and Assumptions

The assumptions take into account the long term integrity of final lining ring, the
commitments on structural safety as per design standards, the tunnel waterproofing

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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

protection, and the seismic conditions which must be verified in portal areas, also in
stretches of very poor rock quality (E&S Class 5) inside the tunnel. Following are the
design criteria:

(1) Calculation cross sections will be as per functional section adopted, with a
maximum variation of 5%

(2) There are two main calculation assumptions:

a. The general assumption is the consideration of support failure (at least 50% of
support elements equivalent to confining pressure) on long term basis (related
to the operational life of structure): then the degraded plastic ring around the
cavity shall be partially supported only by the primary lining, and to reach a new
equilibrium the final lining should undertake the weight of such plastic ring in
the crown-shoulders (extended angle of 130º), along with a side thrust in
sidewalls. This corresponds to static loads.

b. There is a specific assumption for dynamic loading (earthquake condition) to be

verified in section at portals (up to 20 m from the entrance), and also at the
Panjal fault stretch (E&S Class 5 only)

(3) In the above assumption “a.” the methodology of calculation is through a 2D spring
bedded model, in which model beams (1 m wide) considered are bedded by radial
and tangential springs (it has to be established a normal and tangential stiffness
between the ground and the beam nodes), and subjected to the loads given by the
plastic ring weight. Following are the considerations for design:

i. For calculation of radial spring constant CR it is used the modulus of normal

subgrade reaction Kn= E/[(1+ν)·R0], where E is the rock mass Young,s modulus,
ν the Poisson’s coefficient and R0 is the tunnel radius (5.5 m for functional
section without invert and 5.8 for section with invert). The constant CR is
obtained multiplying the modulus by the area A considered in the subgrade.

ii. Tangential constant spring depends on the presence of waterproofing

membrane, which in case affirmative reduces its value to an almost negligible
magnitude: it can be considered nil, or maximum 1% of CR, that is, CR= 0.01·CT.

iii. For the foundation abutment (ground beam/bases of sidewalls) or invert, it can

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following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

be considered a subgrade reaction modulus (normal) Kn= E/[B·(1-ν2)]. Contact

friction angle in the foundation has been considered as 2/3 of foundation
ground internal friction angle, and no cohesion considered.

(4) Concerning to load distribution in the final lining model ring, below it is shown a
handmade scheme with the loads intervening on the model beams for the spring
bedded model:

Figure 26. Load distribution for final lining calculation in case of static loads

Vertical unit load is Pv= ϒRM · (Rp-R0), and acts on the 130º of crown umbrella, while
horizontal unit load is PH= K0 · PV, where ϒRM is rock mass unit weight, and K0 is the at
rest earth pressure coefficient, which can be estimated as K0= 1-sinφRM, with φRM as
rock mass internal friction angle.

The self-weight load of the final lining structure must be considered also.

(5) It is important to consider transitions nodes as hinge points in the limit between
sidewalls and abutment or invert.

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10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

(6) In the structural verification of assumption “a.” the values of axial force, bending
moment and shear force are referred to unit width of final lining (1 m along tunnel
axis). Structural verification may be performed with reference to Indian Standards
and Eurocode 2, although Eurocode is not specifically built to be applied to tunnel
structures in natural ground. There are two verifications to be performed: for
Ultimate Limit State (ULS), and for Serviceability Limit State (SLS).

(7) In case of seismic analysis (assumption case “b.”), it can be taken as per code
IS:1893:2002-Part I, a horizontal coefficient of acceleration response of Z= agh/g=
0.36 (severe), and the vertical should be 2/3 of the horizontal mentioned.

(8) The ground response to these seismic actions is converted into an angular
deformation by application of Free-Field Shear Deformations Method to the FEM or
FDM model, as shown in below figure:

Figure 27. Model Grid in FLAC3D for Seismic Analysis of Final Lining, with Shear Strain
Applied in Free Field Shear Method

7.9 Loads Considered and Combinations of Actions

For loads scenarios and combination of actions it should be used the Eurocode 2.

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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Combinations of Actions

Type of loads applied

The applied load cases are listed in the following:

- G1 Self weight

- G2 Earth pressure/Rock Load

- G3 Shrinkage

- Q1 Temperature loads (winter and summer)

- E Earthquake loads

The load combinations recommended for the calculation are as shown below:

For Ultimate Limit State (ULS)

Calculations of ultimate limit state take into account the following load combinations:

Ordinary Load Combinations:

I =1.5×G1

II =1.5×G1+1.50×G2

III =1.5×G1+1.50×G2+1.25×G3

IV =1.5×G1+1.50×G2+1.25×G3+1.15×Q1, summer

V =1.5×G1+1.50×G2+1.25×G3+1.15×Q1, winter

For Serviceability Limit State (SLS)

Calculations of serviceability limit state take into account load combinations as follows:

I =1.0×G1

II =1.0×G1+1.0×G2

III =1.0×G1+1.0×G2+1.0×G3

IV =1.0×G1+1.0×G2+1.0×G3+0.80×Q1, summer

V =1.0×G1+1.0×G2+1.0×G3+0.80×Q1, winter

In the seismic calculation report included in the annexure A-7-5 it is included some

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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Eurocode tables for consideration of partial factors to be applied to actions.

7.10 Design of Portal Slopes Protection Measures

Design of portal slopes shall take into consideration seismic loads for slope stability
under foreseen application of protection/retaining measures. The Project area is under
Seismic zone IV. However, seismic coefficients have been considered for Zone-V.

The details for Design and Calculation methodology for portal slope stability have been
given at Annexure A7-7.

List of Annexures to CHAPTER 7.

Annexure A-7-1. - Summary Tables with Geomechanical Input Parameters and

Other Key Factors

Annexure A-7-2. - Primary Lining (Support) Calculation Reports Including

Structural Verification. FLAC2D

Annexure A-7-3. - Primary Lining (Support) Calculation Reports Including

Structural Verification. FLAC3D

Annexure A-7-4. - Tables of Results and Conclusions for E&S Classes: Details for
Support Elements

Annexure A-7-5. - Final Lining calculation Report on Seismic Analysis

Annexure A-7-6. - Design of Concrete Lining

Annexure A-7-7. - Design of Portal Slopes

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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

8 INSTRUMENTATION AND GEOTECHNICAL MONITORING FOR REAL TUNNEL

BEHAVIOR

For the sound basis of observational method, a program of geotechnical

instrumentation monitoring must be set up taking into account the results of
deformation calculated and expected behavior of the cavity.

The instrumentation monitoring is associated with management of risk mitigation

during construction, and verification of real ground response, along with control of
adequacy of applied support measures/countermeasures.

8.1 Criteria for Monitoring Measures Selection and Frequency of Readings

The type of variables to monitor the behavior of the cavity and of the structural
elements of the lining shells correspond to physical variables. In case of this project,
following are the variables to be controlled by instrumentation:

1. Sets of optical targets installed in sections of tunnel for geodetic measurement, to

control deformations or displacements in the tunnel (convergences, asymmetrical
deformation behavior, floor heaving, etc.), and its velocity. Normally installed set of
5 targets in crown and top heading plus benching.

2. Multiple rods borehole extensometer in the cases of detection of deformation inside

and outside of tunnel plasticization ring. Normally are installed in the crown-
shoulders arc. Development of increasing velocity deformation could indicate
crown collapse or yield condition in heavily fractured/poor quality rocks.

3. Pressure sensor (in the contact between two structural elements or structural
element and ground), or pressure cell inside final lining structure, normally, to
check stresses in the structure.

4. Strain gauge, to measure deformations inside final lining

5. Tape extensometer: to measure convergences between pins or bolts in fixed

diametric chords. It is an alternative to optical targets, but does not distinguish local
deformations in periphery

6. Other instruments like sliding micrometer or inclinometer or VW piezometer could

be required.

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10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Frequency of reading depends on the earlier reading situation with reference to trigger
levels of variables to be controlled. For monitoring optical targets readings sequence
might be habitually 1 day-3 days-1 week-2 weeks-3,5 weeks- 1,5 month-2,5 months-4
months. Readings frequency can be maintained or increased in case of attention or
alarm triggering values surpassed or, sudden acceleration in parameters evolution

8.2 Types of Instruments Advisable for this Tunnel

The instruments for this tunnel are clearly No.order 1, to control convergences and
local anomaly deformations, No.order 2, to control deformation in the plastic ring from
crown area in E&S Class 4 and 5, and No. order 3, to control the stresses inside
permanent structural elements.

8.3 General Aspects for Device Installation

Installation of control instruments and devices, normally with vibrating wire sensor
technology, has to be done by recognized and qualified subcontractors with wide
experience in tunnelling works. They must offer a monitoring planning for combined
requirements as per tunnel stretches and rock mass types associated with expected
behavior types.

It must be put the exigence on timely interpretation and reporting of monitoring, and
address responsibility in maintenance of devices installed.

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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

9 TUNNEL E&M DESIGN AND METHODOLOGY

9.1 Power Supply and Technical Rooms

9.1.1 Technical Rooms Distribution

In order to provide enough space for the electrical power and control equipment of the
tunnels, a series of technical buildings have been planned in the following locations,
according to what is reflected in the corresponding drawings:

- Outdoor technical buildings (4), next to both portals of Sudhmahadev 1 and

Sudhmahadev 2, composed of an electrical substation, a low voltage room, a diesel
generator room and a communications room.

- Indoor technical building (1) in the central cross - passage of Sudhmahadev 1,

composed of an electrical substation, a low-voltage room, a diesel generator room
and a communications room.

- Indoor technical rooms (3) with low-voltage and communications rooms, in two
cross - passages of Sudhmahadev 1 and in the central gallery of Sudhmahadev 2

- Communication niches in all other cross – passages for PLCs and communications
racks.

In addition, the Main Control Centre will house the major control and monitoring
equipment of the different subsystems, as described chapter 9.7 Control Network

9.1.2 Power Supply System

9.1.2.1 Design

The power supply shall be provided from two independent power sources – two
independent HV transmission lines brought to each end of the tunnel system from two
VHV networks. Transformer stations shall be connected to both transmission lines,
sequentially, with automatic switching in case of failure on the main line. HV power
transmission lines to both portals are not considered to be part of the tunnel power
supply system.

If only one transmission line was finally installed, all the HV/LV transformers would be
loop connected (one cable for each tube) with automatic switching to ensure
connectivity in case of maintenance or failure of one side of the ring.

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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

HV/LV transformer stations shall be executed at both tunnel portals in outdoor

technical rooms plus an additional transformer station inside tunnel, in the middle of
tunnel Sudhmahadev 1. The distance between transformers stations shall be around
2.5 Km.

2 transformers (1 duty + 1 standby) shall be installed in all transformer stations.

The control rooms inside the tunnel shall be located along cross passages in detached
fire segregate spaces.

It shall be necessary to install emergency power sources to ensure required level of

power supply in case of failure of the main power source(s). And also it shall be
necessary to provide a fuel tank in order to achieve 48 hours of fuel capacity available
at full load.

LV system shall be designed in the way that LV control rooms shall be located at tunnel
cross passages in detached fire segregated spaces. They shall be connected to the
closest HV/LV transformer. Individual equipment in the tunnel shall be connected to
the closest LV control rooms.

To ensure uninterruptible power supply of individual essential equipments there shall

be installed on-line 10 minutes UPS in LV control rooms. These essential equipments
are:

 Emergency and evacuation lighting

 Tunnel closure and traffic control
 Exit signs
 Emergency communication
 Tunnel drainage
 Fire alarm and detection
 CCTV
 SCADA and control systems
The control rooms of power supply networks shall be executed as separate fire
segregated spaces. Cabling for all the emergency systems shall be fire-resistant, with a
minimal fire rating of 2 hours. The cables used in the tunnel shall be Low Smoke Zero
Halogen (LSZH).

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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Earthing system will be preferentially designed as buried ground electrodes embedded

in concrete layer of the tunnel foundation. The value of tunnel earthing resistance shall
be less than 1 Ohm. All the electrical equipment of the tunnel will be connected to the
tunnel earthing system.

All components shall be resistant to the environmental conditions of the installation

place. Fire resistance according to standards (typical 2-hour rating) and resistance
against corrosion shall be taken into account (humidity, salt, exhaust emissions,
pollution, power water, etc.). Required degree of protection of electrical equipment in
the tunnel shall be IP 65, and support structures (e.g. cables trays) have to be made
from stainless steel of the type AISI316TI.

Civil works design shall be as defined at the drawings of this DPR.

9.1.2.2 Basic Specifications:

 Voltage systems:

- HV – 3AC 50 Hz 22 kV

- LV – 3PEN AC 50 Hz 400V / TN-S

Short circuit relations have to be complemented on basis of electro distributor’s data.

 Protection against casualty:

- HV – 3 AC 50Hz 22 kV

 Living parts – by insulation, constraints, locality

 Non Living parts – by earthing in network where the source node is not
grounded, potential consolidation.

 Complementary protection in HV control rooms: dielectric carpet.

- LV – 3 PEN AC 50 Hz 400V / TN-S

 Living parts – by insulation, constraints, locality

 Non Living parts – by earthing in network where the source node is not
grounded, potential consolidation.

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Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

9.1.2.3 Energy Balance

Table 16: Power Consumptions

UNIT TOTAL TUNNEL SUDHMAHADEV 1 TUNNEL SUDHMAHADEV 2

DENOMINATION UNITS
POWER (kW) POWER (kW) SS-T1.1 TR-T1.2 SS-T1.3 TR-T1.4 SS-T1.5 SS-T2.1 TR-T2.2 SS-T2.3
VENTILATION SYSTEM
JF T1-N 28 45 (starter) 1260 450 0 360 0 450 - - -
JF T1-S 24 45 (starter) 1080 360 0 360 0 360 - - -
JF T2-N 28 45 (starter) 1260 - - - - - 630 0 630
JF T2-S 8 45 (starter) 360 - - - - - 180 0 180
LIGHTING SYSTEM
PERMANENT LIGHTING
PL T1-N 349.6 0.095 33.21 8.74 15.49 17.96 15.49 8.74 - - -
PL T1-S 349.6 0.095 33.21 8.74 15.49 17.96 15.49 8.74 - - -
PL T2-N 178.67 0.095 16.97 - - - - - 9.03 15.87 9.03
PL T2-S 178.67 0.095 16.97 - - - - - 9.03 15.87 9.03
REINFORCEMENT LIGHTING
RL T1-N 49.75 0 0 0 2.755 - - -
RL T1-S 2.75 0 0 0 48.84 - - -
RL T2-N - - - - - 54.15 0 2.85
RL T2-S - - - - - 2.47 0 48.88
EMERGENCY LIGHTING
EL T1-N 524.4 0.012 6.29 0.83 1.47 1.70 1.47 0.83 - - -
EL T1-S 524.4 0.012 6.29 0.83 1.47 1.70 1.47 0.83 - - -
EL T2-N 268.00 0.012 3.22 - - - - - 0.86 1.50 0.86
EL T2-S 268.00 0.012 3.22 - - - - - 0.86 1.50 0.86
CROSS PASSAGES LIGHTING
CPL-P T1 8 0.7 5.6 0.7 1.4 1.4 1.4 0.7 0 0 0

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

UNIT TOTAL TUNNEL SUDHMAHADEV 1 TUNNEL SUDHMAHADEV 2

DENOMINATION UNITS
POWER (kW) POWER (kW) SS-T1.1 TR-T1.2 SS-T1.3 TR-T1.4 SS-T1.5 SS-T2.1 TR-T2.2 SS-T2.3
CPL-V T1 7 1 7 1 1 3 1 1 0 0 0
CPL-P T2 4 0.7 2.8 0 0 0 0 0 0.7 1.4 0.7
CPL-V T2 3 1 3 0 0 0 0 0 1 1 1
OUTDOOR LIGHTING
OL T1-N 14 0.24 3.40 3.40 - - - - 0 0 0
OL T1-S 14 0.24 3.40 - - - - 3.40 0 0 0
OL T2-N 14 0.24 3.40 - - - - - 3.40 - -
OL T2-S 14 0.24 3.40 - - - - - - - 3.40
VARIABLE SIGNAGE
VSM
VSM T1-N 5 2 10 4 2 2 2 0 - - -
VSM T1-S 5 2 10 0 2 2 2 4 - - -
VSM T2-N 3 2 6 - - - - - 4 2 0
VSM T2-S 3 2 6 - - - - - 0 2 4
TUNNEL VARIABLE LANE SIGN
TVLS T1-N 30 0.5 15 2 3 5 3 2 - - -
TVLS T1-S 30 0.5 15 2 3 5 3 2 - - -
TVLS T2-N 14 0.5 7 - - - - - 2 3 2
TVLS T2-S 14 0.5 7 - - - - - 2 3 2
EMERGENCY SIGNAGE (-+ 100W/100m)
ES T1-N 52.44 0.1 5.24 0.69 1.23 1.41 1.23 0.69 - - -
ES T1-S 52.44 0.1 5.24 0.69 1.23 1.41 1.23 0.69 - - -
ES T2-N 26.8 0.1 2.68 - - - - - 0.72 1.25 0.72
ES T2-S 26.8 0.1 2.68 - - - - - 0.72 1.25 0.72
COMMUNICATIONS (RADIO. CCTV. PA SYSTEM INCLUDED)
TECHNICAL BUILDINGS
TRC T1 5 5 25 5 5 5 5 5 - - -
TRC T2 3 5 15 - - - - - 5 5 5

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Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

UNIT TOTAL TUNNEL SUDHMAHADEV 1 TUNNEL SUDHMAHADEV 2

DENOMINATION UNITS
POWER (kW) POWER (kW) SS-T1.1 TR-T1.2 SS-T1.3 TR-T1.4 SS-T1.5 SS-T2.1 TR-T2.2 SS-T2.3
CROSS PASSAGES
CPC T1 15 3 45 6 9 15 9 6 - - -
CPC T2 7 3 21 - - - - - 6 9 6
FIRE-FIGHTING SYSTEM
FFS T1 2 30 60 30 0 0 0 30 - - -
FFS T2 1 30 30 - - - - - 30 0 0
TECHNICAL ROOMS FACILITIES
TRF T1-OUTDOOR 2 30 60 30 0 0 0 30 - - -
TRF T1-INDOOR 3 20 60 0 20 20 20 0 - - -
TRF T2-OUTDOOR 2 30 60 - - - - - 30 0 30
TRF T2-INDOOR 1 20 20 - - - - - 0 20 0
TOTAL (kW) 967,12 82,76 820,53 82,76 966,21 971,93 83,61 937,04

Table 17: Electrical Equipment Selected

TUNNEL SUDHMAHADEV 1 TUNNEL SUDHMAHADEV 2

SS-T1.1 TR-T1.2 SS-T1.3 TR-T1.4 SS-T1.5 SS-T2.1 TR-T2.2 SS-T2.3
kVA (cos fi 0.85) 1235,16 965,33 1234,09 1241,82 1102,40
TRANSFORMER HV/LV (kVA) 1600 1000 1600 1600 1600
PRIME POWER GENERATOR (kVA) 1250 1250 1250 1250 1250
UPS 10 MIN (kVA) 80 80 80 80 80

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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

9.1.3 Cable Ducting and Channelling

The connection between the outdoor technical rooms and the tunnel access portals will
be done by means of buried ducts with pull boxes that will be arranged for the wiring,
both electrical and control.

Inside the tunnels, the distribution of wiring will be done along the duct banks under
the sidewalks, and also through the cable trays located on the walls of the tunnel.

The derivation from the duct banks or the cable trays to each individual equipment will
be carried out under a protective steel or polycarbonate tube.

9.2 Ventilation System

9.2.1 Ventilation System in Tunnel

A longitudinal ventilation system has been proposed for Sudhmahadev Tunnels 1&2.

The design of the ventilation system has been performed according to two different
criteria:

- Pollutants concentration below threshold limits for sanitary ventilation

- Critical velocity (VC) achieved for emergency ventilation

In order to calculate the number of jet-fans needed, several simulations have been
performed with the help of the software CAMATT 2.20. This software, developed by
CETU (France) is internationally recognized and widely used for the dimensioning of
this kind of infrastructures.

9.2.1.1 Jet-Fan and Tunnel Characteristics

The following image shows the nomenclature used for the tunnels:

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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 28. Sudhmahadev Tunnels

The system is based on the installation of jet-fan pairs along the tunnel, preferably near
the transformer rooms due to electrical limitations (entrances or centre of tunnel).

JET FANS UBICATION (Dext = 1.4 m)

A = 66 m2
P = 31 m
Dh = 8.5 m
H = 7.9m

Figure 29. Jet-Fan Position

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10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

The characteristics of the jet-fans proposed are included in the following table:

Internal Diameter Air Flow (m3/s) Jet Velocity (m/s) Thrust (N) Installed Power
(mm) (kW)
1200 37.5 33.2 1441 37.0

Figure 30. Jet Fan Characteristics

9.2.1.2 Traffic and Emissions

The traffic considered for the design of the ventilation system is summarized in the
following table:

Table 18: Table of Total Vehicles Per Day (Sum of Both Directions)
Projections of Classified Traffic

Fast Moving Vehicles

Total Fast Total All
Agricultural
Agricultural Moving Vehicles
Year Passenger Mini Standard Multi Tractor
2 Wheeler LCV 4 Tyre 2-Axle 3-Axle Tractor Vehicles (Nos.)
Car Bus Bus Axle Without
With Trailor
Trailor
2018 914 743 57 57 370 358 308 36 70 34 2947 2947
2030 1641 1334 102 102 664 643 553 65 126 61 5292 5292
2040 2674 2173 167 167 1082 1047 901 105 205 99 8621 8621
2051 4573 3717 285 285 1851 1791 1541 180 350 170 14744 14744

In order to introduce these values in the simulation software, the following

assumptions have been made:

- Wheeler considered as ½ passenger car

- Light Duty Vehicles (LDV): Mini Bus, LCV 4Tyre, 2-Axle

- Heavy Good Vehicles (HGV): Standard Bus, 3-Axle, Multi-Axle, Agricultural Tractor
with trailer, Agricultural Tractor without trailer

- 30 % of diesel passenger car

- At rush hour, 10% of total vehicles of the day pass in one hour in both directions.
Rush-hour traffic is considered to be unbalanced between directions (80% of the
total for one tube, 20% on the other)

The emissions of vehicles have been modelled according to the document PIARC
Technical Committee C4 – Road Tunnels: Vehicle Emissions and Air Demand For
Ventilation (2011), considering India to be on Technology Standard B level (countries
which have adopted Euro or similar standards with a time shift of 10 years).

131
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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Maximum values for pollutant concentration are obtained from the same
bibliographical source:

Table 19: Pollutant Design Limits

Pollutant Limit Maximum Value

CO Peak value 70 ppm
NO2 Tunnel average 1 ppm
NOx Tunnel average 3 ppm
PM Peak value 0.005 m-1
It is important to take in to account that nitrogen oxides emissions are usually
measured for NOx, a mixture of NO and NO2. Of these two, the one that is directly
dangerous for humans is NO2, while NO is not considered to have any harmful effect at
the expected concentration in tunnels. Proportion of NO2 in NOx has traditionally been
considered to be around 1/10th, but modern studies show that nowadays it should be
considered to be closer to 1/3rd as a conservative value due to the evolution of vehicle
motors1. Limit value for NOx could then be considered to be 3 ppm (average value
along the tunnel)

Figure 31. Example of NO/NO2 relation2

1
INFORMATION MEMO No. 26. Measuring nitrogen dioxide and controlling ventilation in road tunnels. CETU.
November 2017
2
CETU Study. Nitrogen oxides concentrations in road tunnels. Some examples for different types of tunnel. B. Vidal. 06
feb 2019.

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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

9.2.1.3 Meteorological Data

The following general considerations have been used for the design of the system:

- Pressure at tunnel portals have an important effect on the ventilation velocity

- In very long tunnels the most important effect is the pressure difference between
portals induced by a difference of ambient conditions at each side of the mountain

- The pressure induced by the wind can be neglected compared with the effect
mentioned above

- Pressure difference is analysed using data obtained from the meteoblue web site
(www.meteoblue.com)

- A maximum value for the difference of pressure at portals is estimated in 100 Pa

for Sudhmahadev 1

- A maximum value for the difference of pressure at portals is estimated in 50 Pa for

Sudhmahadev 2

9.2.1.4 System Design

Emergency ventilation

- Dimensioning study

The following conditions are used for the design:

o 200 MW fire (equivalent to Tanker fire)

o Enough jet fans pairs would be installed to achieve a ventilation velocity over the
critical velocity according to NFPA 502 (2017)

o An extra jet fan pair will be installed for redundancy (failure or maintenance)

A sensitivity analysis is made in order to find the most unfavourable fire position for
each tunnel/tube.

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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

SUDHMAHADEV 1-TUBE 1– FIRE POSITION

LOWEST VENTILATION
VELOCITY WITH FIRE
POSITION X≈2840 m

JET FAN PAIRS

Figure 32. Example of sensitivity analysis

The simulations have been performed with the following conditions in order to check
the full capacity of the system:

o 200 MW, linear evolution, reaching maximum value after 10 minutes

o Tunnel closed to traffic after 3 minutes from the start of the fire

o Initial velocity positive in the direction of traffic (at least 1 jetfan pair on)

o Full ventilation is activated after tunnel closing

o 1 jetfan pair out of order or affected by fire (depending on fire position)

The following images show the dimensioning of the systems for each tunnel, for a
200 MW fire:

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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

SUDHMAHADEV 1-TUBE 1– JET FANS PAIRS

HIGHEST POINT X=2822 m FIRE POSITION X=2840 m

X=0
X=5244 m

CRITICAL VELOCITY: Vc=3.6 m/s

NUMBER OF JET FAN PAIRS VENTILATION VELOCITY (m/s)
13 3.6

Figure 33. Sudhmahadev 1-Tube 1 jetfan dimensioning

SUDHMAHADEV 1-TUBE 2– JET FANS PAIRS

FIRE POSITION X=2790 m

HIGHEST POINT X=2822 m

X=0

CRITICAL VELOCITY: Vc=3.5 m/s

NUMBER OF JET FAN PAIRS VENTILATION VELOCITY (m/s)
11 3.6

Figure 34. Sudhmahadev 1-Tube 2 jetfan dimensioning

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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

SUDHMAHADEV 2-TUBE 1– JET FANS PAIRS

FIRE POSITION X=200 m

X=0

X=2680 m

CRITICAL VELOCITY: Vc=3.7 m/s

NUMBER OF JET FAN PAIRS VENTILATION VELOCITY (m/s)
13 3.7

Figure 35. Sudhmahadev 2-Tube 1 jetfan dimensioning

SUDHMAHADEV 2-TUBE 2– JET FANS PAIRS

X=0 FIRE POSITION X=2480 m

X=2680 m

CRITICAL VELOCITY: Vc=3.4 m/s

NUMBER OF JET FAN PAIRS VENTILATION VELOCITY (m/s)
1 4.5

Figure 36. Sudhmahadev 2-Tube 2 jetfan dimensioning

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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Considering the extra pair needed for redundancy, the number of jet-fans at each tunnel
is:

Table 20: Number of Jet Fan

Tunnel Number of Jet Fan Pairs
Sudhmahadev 1 – Tube 1 14
Sudhmahadev 1 – Tube 2 12
Sudhmahadev 2 – Tube 1 14
Sudhmahadev 2 – Tube 2 4*
*Sudhmahadev 2 Tube 2 system has been defined considering that a lower HRR fire
would generate much less chimney effect than a tanker fire, and thus may need more
ventilation capacity. For example, a 30 MW fire would need 2 pairs of jetfans according
to the study performed. 4 jetfans are thus prescribed to ensure enough capacity under
any circumstances.

As it can be seen at the previous figures, there is an evolution on ventilation velocity

that depends on traffic, chimney effect, HRR curve, activation of jetfans, fire position,
etc. This is representative of a real fire situation. If the chimney effect opposes
ventilation, its velocity will gradually decrease with time as HRR rises or keeps
maintained.

In order to avoid an excessive back layering (return of smoke against the intended
ventilation direction) at the beginning of the incident, which could affect the motorist
upstream of the fire during evacuation, the ventilation control system must ensure that
the air in the tunnel always goes towards the exit portal, as intended for the emergency
ventilation.

The system can achieve, for all the cases analysed, a ventilation velocity (air velocity
upstream the fire) in the direction of traffic over critical velocity for a 200 MW fire
during at least 1 hour.

Sanitary Ventilation

It has been confirmed by simulation that the design of the system according to
emergency ventilation is enough to maintain and adequate level of pollutant
contaminants without incurring in excessive air velocity in tunnel (< 10m/s)

Different scenarios are considered for pollution ventilation simulation. They take into
account the evolution with time of the number of vehicles and the improvement in the

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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

vehicle technology according to the reference: PIARC Technical Committee C4 – Road

Tunnels: Vehicle Emissions and Air Demand for Ventilation (2011).

Table 21: Sanitary Ventilation Scenarios

SUDHMAHADEV 1 -TUBE 1
Slope 1,23% Slope -2,5%

Vehicles per day Vehicles per hour

Year (both tubes) (one tube) CO (g/h/km) NOX (g/h/km) PM (g/h/km) CO (g/h/km) NOX (g/h/km) PM (g/h/km)
Scenario 1 2018 2947 236 381 296 13 201 89 6
Scenario 2 2030 5292 423 413 225 11 220 68 6
Scenario 3 2040 8621 690 674 367 18 358 111 10
Scenario 4 2051 14744 1180 1153 628 31 612 191 18

SUDHMAHADEV 1 -TUBE 2
Slope -1,23% Slope 2,5%
Vehicles per day Vehicles per hour
Year (both tubes) (one tube) CO (g/h/km) NOX (g/h/km) PM (g/h/km) CO (g/h/km) NOX (g/h/km) PM (g/h/km)
Scenario 1 2018 2947 236 247 143 8 489 400 16
Scenario 2 2030 5292 423 269 108 8 531 304 13
Scenario 3 2040 8621 690 439 177 13 866 496 21
Scenario 4 2051 14744 1180 751 302 22 1481 848 37
SUDHMAHADEV 2 -TUBE 1
Slope -2,98%

Vehicles per day Vehicles per hour

Year (both tubes) (one tube) CO (g/h/km) NOX (g/h/km) PM (g/h/km)
Scenario 1 2018 2947 236 182 70 5
Scenario 2 2030 5292 423 199 54 6
Scenario 3 2040 8621 690 325 87 10
Scenario 4 2051 14744 1180 556 150 17

SUDHMAHADEV 2 -TUBE 2
Slope 2,98%
Vehicles per day Vehicles per hour
Year (both tubes) (one tube) CO (g/h/km) NOX (g/h/km) PM (g/h/km)
Scenario 1 2018 2947 236 538 438 17
Scenario 2 2030 5292 423 585 333 14
Scenario 3 2040 8621 690 954 544 23
Scenario 4 2051 14744 1180 1632 930 39

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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

The following images show the results for each tunnel:

RESULTS-SUDHMAHADEV 1 – TUBE 1

Jet Fan Pairs CO max (ppm) NOx mean(ppm) PM max (m-1) Velocity (m/s)
Scenario 1 4 1,76 0,50 0,00064 3,33
Scenario 2 2 2,22 0,57 0,00066 2,88
Scenario 3 4 2,35 0,47 0,00071 4,43
Scenario 4 8 2,87 0,74 0,00088 6,20
LIMIT VALUE 70,00 1 0,00500 10

NOx for Scenario 4

RESULTS-SUDHMAHADEV 1 – TUBE 2
Jet Fan Pairs CO max (ppm) NOx mean(ppm) PM max (m-1) Velocity (m/s)
Scenario 1 6 1,52 0,38 0,00057 4,63
Scenario 2 3 2,26 0,62 0,00068 3,40
Scenario 3 8 2,22 0,39 0,00067 5,65
Scenario 4 8 3,44 0,95 0,00105 6,20
LIMIT VALUE 70,00 1 0,00500 10

NOx for Scenario 4

Figure 37. Sudhmahadev 1. Sanitary Ventilation Performance

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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

RESULTS-SUDHMAHADEV 2 – TUBE 1
Jet Fan Pairs CO max (ppm) NOx mean(ppm) PM max (m-1) Velocity (m/s)
Scenario 1 1 0,93 0,16 0,00099 1,97
Scenario 2 0 1,40 0,17 0,00048 1,44
Scenario 3 0 1,22 0,14 0,00043 2,68
Scenario 4 0 1,44 0,17 0,00050 3,90
LIMIT VALUE 70,00 1 0,00500 10

NOx for Scenario 4

RESULTS-SUDHMAHADEV 2 – TUBE 2
Jet Fan Pairs CO max (ppm) NOx mean(ppm) PM max (m-1) Velocity (m/s)
Scenario 1 3 1,33 0,47 0,00048 4,07
Scenario 2 2 1,58 0,39 0,00043 4,48
Scenario 3 3 1,95 0,49 0,00054 4,90
Scenario 4 3 2,95 0,74 0,00081 5,54
LIMIT VALUE 70,00 1 0,00500 10

NOx for Scenario 4

Figure 38. Sudhmahadev 2. Sanitary Ventilation Performance

The results show that the dimensioning of the system is adequate for all the cases
analysed.

9.2.1.5 Ventilation control

Ventilation shall be automatically controlled from the Control Centre, activating the
necessary jet-fan pairs according to the information from the ambient control devices.

The system shall control continuously the wind direction in tunnel to ensure that there

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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

is never a counter-flow against traffic, and start ventilation accordingly to achieve at

least a ventilation velocity of 1 m/s if necessary. This situation may only arise at night
(with low piston effect because of the reduced traffic) and with adverse weather
conditions (higher pressure at exit portal than at the entrance).

Jetfans shall always work in pairs, starting both jetfans of the couple at the same time to
ensure that the system will work correctly.

Each jetfan shall be activated by means of a soft-starter or frequency-variable drive. No

intermediate states are expected to be necessary, just ‘on’ or ‘off’. To avoid excessive
consumption at start-up of ventilation and over-dimensioning of the electrical system,
jetfans are expected to be activated sequentially in pairs, leaving 1 minute between the
activation of one pair and the following.

- Emergency Ventilation

In case of fire (either detected by the fire detection systems, AID or launched by manual
alarm at tunnel or Control Centre) the system will check ventilation velocity according
to the tunnel anemometer data upstream from the fire. In case that the ventilation
velocity falls below 1.5-2 m/s in the traffic direction the system will start additional jet-
fan pairs (first the ones furthest away from the fire) sequentially.

The intention of this ventilation procedure for the first minutes is to achieve a safe
evacuation environment at both sides of the fire, primarily upstream, were most
vehicles are expected to have stopped.

Once the evacuation process has concluded the system will increase the ventilation
velocity by starting sequentially the necessary jetfans until reaching critical velocity
(around 3-4 m/s), in order to achieve a safe path for the emergency services
intervention while trying to maintain smoke stratification downstream of the fire, in
case there are people still trapped in the tunnel at that side.

The proposed ventilation procedure shall be approved by AHJ (Authority Having

Jurisdiction) in any case.

- Sanitary Ventilation

The Control System will check continuously the values obtained from the environment
control sensors (NOx, CO, opacity), starting jetfan pairs sequentially if the sensor reach

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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

a certain minimum threshold value. The following table shows the proposed values
according to PIARC Technical Committee C4 – Road Tunnels: Vehicle Emissions and Air
Demand for Ventilation (2011) for normal operation and for closing the tunnel:

Table 22: Design and threshold values for CO and visibility. Source: PIARC

Maximum values for pollutant concentration used at the simulations are proposed for
activating jetfans during normal operation of the tunnel:

Table 23: Pollutant Design Limits for Ventilation Activation

Pollutant Limit Value

CO Peak value 70 ppm
NOx Tunnel average 1 ppm
Particulate matter Peak value 0.005 m-1

Maximum air velocity at the tunnel shall be 10 m/s to avoid annoyances to motorists
and bikers.

If pollutant concentration reach a certain value the tunnel shall be closed. The proposed
values for closing tunnel are included in the following table:

Table 24: Pollutant Design Limits for Tunnel Closing

Pollutant Limit Value

CO Peak value 200 ppm
NO2 Tunnel average 4 ppm
Particulate matter Peak value 0.012 m-1

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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

For the system to be prepared for emergency ventilation, it is advisable to ensure that
the air is permanently going in the traffic direction. The system shall activate the
necessary jetfan pairs to achieve this forward ventilation if the piston effect of the
traffic is not enough to cope with adverse meteorological conditions, according to the
tunnel anemometer data.

9.2.2 Pressurization of Cross – Passages

In order to pressurize the cross - passages for pedestrians and vehicles, the standard
EN 12101-6: 2006 will be followed.

It is planned to pressurize the egress passage by the installation of a fan system, based
on the suction of clean air from the tunnel tube without fire and smoke and its
impulsion into the cross – passage, in order to pressurize it over the tube where there
is the fire. The system will have a fan, a frequency converter, a differential pressure
sensor, fire dampers and an overpressure shutter.

The aim of this system is to keep pressurized the cross – passages which connect both
tubes, for avoiding the entrance of smoke in the egress passageway in case of fire in one
of the tubes, so that the users can scape safely the tunnel through them. Even if the
doors of the cross – passage are open, thanks to the higher pressure of the passageway
with respect to the tunnel, the smoke will stay in the tunnel and will not enter the
egress passage.

For that purpose, in every cross – passage there will be 2 fans installed above the
emergency exit which gives access to the passageway, one that will work in case of
emergency and other on stand-by for the case of failure of the first one. In other words,
each cross - passage will have 4 fans.

The fan will be installed with a fire damper in order to enable the correct
pressurization of the cross - passage with respect to the tunnel and to ensure the good
isolation of the conduit when crossing the fire-rated wall. This equipment, in case of
fire in the tunnel, will close the aperture existing between the cross – passage and the
tunnel tube with fire.

This project will follow the next criteria:

- Difference of pressure between the cross - passage and the tube where there is fire

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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

will be 50 Pa.

- The cross – passages will be used for evacuating the users and for firefighting
services access. Therefore, the air velocity with one door open will not be less than
2 m/s to prevent the smoke to enter the passage.

Opening two doors instead of one, implies double the area for the circulation of the air.
Hence, the air velocity for two door opened will not be less than 1 m/s, what still keeps
enough capacity to avoid the smoke entrance.

The doors which connect the emergency passageways with the tubes will consist of fire
doors. These fire doors will be able to be opened by an anti – panic bar. All the system is
dimensioned for a maximum force of 100 N that the users will need to do for opening a
door of the pedestrian cross – passage. The dimensions of the door of the vehicular
cross - passage are bigger than the pedestrian’s one; therefore, the users would need to
do a force of 200 N for opening it, unless the pedestrians’ door inscribed in the
vehicular one is opened first. Therefore, a sliding door system is recommended for
vehicular cross – passages.

When dimensioning the ventilation system, the air leaks due to lack of impermeability
of the passageway have to be taken into account. This pressure loss by air leaks will be
bigger for a vehicular door than for a pedestrian door. Hence, the fans of the vehicular
cross – passages will need to provide higher flow for being able to pressurize the
passageway.

According to all the requirements, each pedestrian cross - passage will have 4 fans of 3
kW each. The vehicular cross – passages will have 4 fans of 5, 5 kW each.

Nevertheless, this is a first calculation of the pressurization system. During the detailed
design phase of the project, the different characteristics of the system and its results
will need to be calculated more accurately.

9.3 Fire Detection and Firefighting Systems

9.3.1 Fire Detection and Alarm System (FDAS)

9.3.1.1 Fire Detection in Tunnels

A linear fire detection system will be installed in both tunnels, being able to detect a fire

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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

source, its magnitude and evolution. The alarm signal can occur for one of the following
reasons:

 Exceeding a pre-set temperature

 Fast increase in temperature

 Exceeding the average tunnel temperature by 15ºC (adjustable)

The control units will be distributed in the different technical rooms, inside and outside
the tunnels, and they will be able to control the condition of all the tubes.

The control of the detector cable will be performed from the evaluation units installed
in the corresponding technical rooms. With these evaluation units, it will be possible to
transmit all the information about the fire detection system so that, in case of fire, it will
be possible to act safely on the maximum number of elements (ventilation, lighting,
signalling, public address system, etc.).

Besides, for safety reasons, alarm buttons will be added in the fire hydrant niches, so
that users can advise of an incident inside the tunnel.

9.3.1.2 Fire Detection in Technical Rooms

It has been planned to install a conventional fire detection system by means of thermal
and thermovelocimetric detectors. In addition, fire buttons and alarms will be added in
order to increase security in case of fire.

Moreover, in the technical rooms located inside the tunnels, there will be an automatic
fire-fighting system by inert gas. This system will be designed on account of the risk
that could cause to the circulation a fire in an interior technical room.

9.3.2 Firefighting System

9.3.2.1 Criteria Design

Water pipe

A water pipe of ductile cast iron will be installed under the right sidewalk in the driving
direction of the road, with transverse connections between both tunnel tubes,
providing and “ring” configuration. This pipe will connect the tunnel with the Fire
Pumping Station. The underground main pipe will have a diameter of 8”, whereas the

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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

diameter of the derivation to the fire hydrants will be 4” and the derivations to the hose
connections will be 2 ½”. All the piping will be made of ductile cast iron but the pipes
and manifolds of the Fire Pumping Station which will be of black still.

The derivations of each hydrant will be equipped with a cut-off valve, which will be
always opened unless there is a leak in one of the hydrants. In its case, the valve will be
manually closed. Furthermore, a series of gate valve stems will be installed at both
sides of every cross - connection inside the tunnel for assuring the different sections of
the extinction network in case of leak or maintenance work in any of the stretches.

There will be water pipes under the road crossing every vehicle cross - passage in
order to enable the closure of the circuit. Besides, every cross-connection will have a
shut-off valve for regulating in case of failure.

Hydrants

There will be fire hydrants of 4” diameter installed every 250 meters. Each hydrant will
be equipped with 2 connection types, one of 2 x 2 ½” and the second of 4”.

Fire hose - coil

There will be hose connections of 2 ½” every 83.33 meters between fire hydrants (as
shown in the next figure):

Figure 39. Distribution of Firefighting Equipment

146
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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Water Supply

Due to the location of the tunnel, far from any water distribution network, the water
supply tank will be fulfilled by a tanker truck.

Fire Pumping Station

The Fire Pumping Station will supply the water to the hydrants in order to be able to
provide water for 1 hour with a flow of 946 l/min in 2 hydrants simultaneously. For
fulfilling this requirement, the reservoir will have a capacity of 120 m³. This tank will
be divided into two symmetric volumes in order to enable maintenance operations and
availability of 50 % of the capacity in any circumstance.

In the adjacent room the pumping system will be installed, with an altitude slightly
inferior to the water reservoir so that the pumps are always in “load” state.

The water tank room will have little grills for assuring its correct ventilation.

As Sudhmahadev tunnel 1 has its highest point near the center of the tunnel, two fire
pumping stations (pumping stations no. 1 and no. 2) have been designed for this tunnel,
one at each tunnel portal. This design avoids the construction of a water reservoir
inside the tunnel, whose cost would be considerable, even when it could serve both
halfs of the tunnel.

For Sudhmahadev tunnel 2 only one fire pumping station is required (pumping station
no. 3), which will be installed in the upper portal in order to reduce the necessary
pumping pressure.

Pumping System

The pipe for fulfilling the reservoir will be installed from the outside till the pumping
room where it will be connected to a general manifold. Independent water supplies will
leave from the collector to provide water to the different areas of the Fire Pumping
Station controlled by a solenoid valve with by-pass and the corresponding valves for
controlling the plant.

Different level sensors will be installed for controlling the level of water in the
reservoir, with the following procedure:

- Overflow alarm

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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

- Filling closing

- Filling opening

- Minimum level alarm

This system will be complemented with a continuous indicator of the water level of the
tank.

The pumping system will be made of two principal pumps for 100% of the demand
(one lead and one lag), an auxiliary pump (jockey) and a hydro – pneumatic tank. The
principal pump no.2 will be supplied with the power generator with an independent
cable. Furthermore, a testing pipe will be connected to the tank for verifying the
working pressure and flow of each pump.

According to the NFPA, the pumping system and the water supply will be designed for
the simultaneous operation of the two most unfavourable firefighting equipment with a
flow of 946 l/min each and a minimum residual pressure of 6.9 bar. The whole system
is sized for assuring one hour of supply of two hose connections of 2 ½” (system Class
I), therefore, it is necessary a water reservoir of 120 m³ (2 fire hose - coil x 946 l/min x
60 min), according to the NFPA 502.

The starting of the lead pump, or the lag pump if needed, will be automatic with the
pressure decrease when any firefighting equipment will be working. The stopping of
the pump will be manually, as the standard requires.

The starting and stopping of the booster pump will depend of an independent pressure
switch, with the starting pressure regulation fixed above the pertinent of the lead
pump. The hydro – pneumatic tank will assure that no excessive starting and stoppings
of the jockey pump will take place.

Furthermore, safety scape valves will be installed for controlling the maximum
pressure of the outlet of the pumps. Besides, valves regulating pressure will be fixed at
the hydrants which will need it, for limiting the maximum pressure to 12.1 bar, as
required in the NFPA.

In the Fire Pumping Station an electrical and control panel will be mounted for
controlling the water reservoir and the pumping system. The signage elements will be
certified and will guaranty the correct working of the different systems. All the

148
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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

information of the alarm and operations will be transmitted to the Control Center by
the data network.

The booster pump will be commanded by a pressure switch regulated for the starting
and stopping pressure, as well as the lead pump and lag pump which will be regulated
for the starting pressure. Once these two pumps start working, they will be stopped
manually only if the pressure switch detects that the pressure is higher than the
expected value.

Moreover, each of these three pumps will have a switch with 3 positions “automatic –
manual – disconnection”, operated by key blade only in the first position. Each of these
positions will have an amber light that in case of “disconnection”, will start flashing.
When the booster pump is in any position and the lead and lag pumps are in position
“manual”, the light will be green.

All the thermal relays of motors, automatic operations of both lead pumps and the
overflow levels and the lack of water in the tank will have alarm signage, not only optic
but also acoustic.

The optic signage will be independent for each control point and it will consist of a red
light in the control panel. The acoustic signage will have a cancellation button post –
action. While the irregularity happens, the alarm will be flashing. After pushing the
cancellation button, the acoustic alarm will be able to work again if another anomaly
takes place.

Hand – Operated Fire Extinguishers

The firefighting system will be complemented by hand – operated fire extinguishers

installed in a cabinet every 83, 33 meters in the right side along the tunnel, in
combination with the hose connections, hydrants or emergency station, depending on
the position.

Each egress passageway will have an emergency station composed by two fire
extinguishers.

All the fire extinguishers will be type ABC dry powder extinguisher of 13 lb (6 kg).

In addition, all the different rooms will have fire extinguishers (Technical Rooms, Fire
Pumping Station…). The electrical rooms will be provided by ABC dry powder

149
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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

extinguisher of 10 lb (4,5 kg) as well as by dioxide extinguisher (CO2) of 10 lb (4,5 kg),

more appropriate for fires caused by electrical problems.

9.3.2.2 Calculations

In the following figures the calculations of the firefighting system are shown, which
allow to determine the diameter of the distribution pipe and to estimate an electric
power of the pumping system. However, this calculations will need to be verified and
detailed in the Detailed Design phase.

Sudhmahadev Tunnel 1 – Firefighting System Calculations

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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Sudhmahadev Tunnel 2 – Firefighting System Calculations

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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

9.4 Lighting and Signage systems

9.4.1 Lighting System

9.4.1.1 Main Tunnel Lighting

The design of the main tunnel lighting will consist of the determination of the night
road lighting of the tunnel access roads in from of the tunnel portals, the controlled
lighting of the accommodation and transit sections inside the tubes and the necessary
illumination in the cross - passages.

The lighting system shall be calculated regarding the Guide for Lighting Road Tunnels
and Underpasses CIE 88/2004. Also, the Guidelines for Road Tunnels IRC:SP:91-2010
will be taken into account.

According to the IRC, motorist vision must get adapted to the lighting environment of
the tunnel. This adaptation takes a short time, and it has to be smooth. Such transition
can be only produced by well-designed lighting conditions at the entry and exit areas of
the tunnel and in the tunnel itself.

The time that a motorist needs to get adapted to the tunnel lighting environment is
generally considered as about 4 seconds. In the case of the tunnels of Sudhmahadev,
although the speed limit will be lower, considering –for security reasons- a real speed
of 80 kmph, the length travelled in 4 seconds would be about 89 m. Nevertheless,
considering the CIE 88/2004, the distance that is used as a reference to divide the
zones is the stopping distance, which is different in each tube, since it depends on the
slope among other factors.

It has been decided to follow the CIE 88/2004 as it is the most recognized standard
worldwide in relation to tunnel lighting design, and regarding the security aspect, it
shows just slightly more restrictive values than the IRC for the tunnel entrance area.

Table 25: Stopping Distance and Zone Length

CIE 88/2004 IRC:SP:91-2010
Tube
Stopping Distance in the Entrances (m) Zones Length (m)
Tunnel 1 - Tube 1 96 89
Tunnel 1 - Tube 2 93 89
Tunnel 2 - Tube 1 106 89
Tunnel 2 - Tube 2 92 89

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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

It must be taken into account that, although the speed limit in the tunnel is 50 kmph, for
the tunnel lighting design, a higher speed has been used (80 kmph) in order to
minimize the risk in the case of some vehicles exceeding the speed limit. This decision
can be considered safe, as the layout of the road is favourable.

The characteristics of each one of the zones are described below:

- Access Road Sections: The access sections of the different tubes will start 200 m
before the portals and will finish in the portals.

- Threshold Zone: This zone will have a different length in each tunnel as it is shown
in the following table:

Table 26: Threshold Zone Length

Tube Length (m)
Tunnel 1 - Tube 1 96
Tunnel 1 - Tube 2 93
Tunnel 2 - Tube 1 106
Tunnel 2 - Tube 2 92
The threshold zone of each tube will be divided into two different parts, so that there
are two jumps between the luminance of the access zone and the luminance of the
transition zone.

- Transition Zone: This zone is similar in the four tubes that are being studied. Each
zone will be divided into four parts. In this way, the luminance will vary from 45
cd/m² to 8 cd/m² progressively.

- Interior zone: The interior zone of each tube will be composed by two parts. The
first one will serve as an intermediate jump between the last part of the transition
zone and the interior zone that will cover most of the tube.

In this zone, the IRC recommends to use a luminance between 15 and 20 cd/Sq.m.
However, as the IRC indicates values for the luminance in the interior zone that are
significantly higher than the usual designs and that overcome what the main
international recommendations indicate, in order to obtain a better energy efficiency,
the criterion stablished by the CIE for the interior zone has been considered.
Nevertheless, the CIE criterion has been slightly upgraded considering a higher-class
road. The considered luminance for the interior zone is 3 cd/m²

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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

- Exit zone: According to the CIE 88/2004, it is important to have a zone in the tunnel
that allows the adaptation of the driver to the exterior light. In this manner, the exit
zone length of each tube will depend on the stopping distance in the exit part.

After studying the different luminances required in each section in order to facilitate
the adaptation of the motorists to the variation of lighting inside the tunnel, the
following adaptation curve has been obtained, in which it is possible to see changes in
lighting from the moment the vehicles enter the tunnel until they reach the interior
zone of the tunnel.

Figure 40. Driver visual adaptation curve and design levels

On the other hand, detailed tables showing the luminance and distance of the zones in
each one of the tubes are shown below:

Table 27:Luminance and Distance of the Zones

Tunnel 1 - Tube 1
Zones Luminance (cd/m²) Distance (m)
Threshold Zone 1 108 71
Threshold Zone 2 70 25
Transition Zone 1 45 21
Transition Zone 2 25 28
Transition Zone 3 15 51
Transition Zone 4 8 57
Interior Zone 1 5 87
Interior Zone 2 3 4839

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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Tunnel 1 - Tube 1
Zones Luminance (cd/m²) Distance (m)
Exit Zone 1 10 45
Exit Zone 2 15 20

Tunnel 1 - Tube 2
Zones Luminance (cd/m²) Distance (m)
Threshold Zone 1 108 69
Threshold Zone 2 70 24
Transition Zone 1 45 21
Transition Zone 2 25 28
Transition Zone 3 15 51
Transition Zone 4 8 57
Interior Zone 1 5 87
Interior Zone 2 3 4843
Exit Zone 1 10 44
Exit Zone 2 15 20

Tunnel 2 - Tube 1
Zones Luminance (cd/m²) Distance (m)
Threshold Zone 1 108 79
Threshold Zone 2 70 27
Transition Zone 1 45 21
Transition Zone 2 25 28
Transition Zone 3 15 51
Transition Zone 4 8 57
Interior Zone 1 5 87
Interior Zone 2 3 2265
Exit Zone 1 10 45
Exit Zone 2 15 20

Tunnel 2 - Tube 2
Zones Luminance (cd/m²) Distance (m)
Threshold Zone 1 108 68
Threshold Zone 2 70 24
Transition Zone 1 45 21
Transition Zone 2 25 28
Transition Zone 3 15 51
Transition Zone 4 8 57
Interior Zone 1 5 87
Interior Zone 2 3 2283
Exit Zone 1 10 41
Exit Zone 2 15 20

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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

To obtain the luminances shown above, a distribution of luminaires has been

developed. The power of the luminaires and their location have been studied in order
to obtain the best combination that allows a correct lighting system. The following table
shows the power and inter distance between luminaires to acquire each luminance:

Table 28: Power and Inter Distance Between Luminaires

Luminance (cd/m²) Interdistance (m) Power (W)

108 1,7 374
70 1,2 253
45 2,8 253
25 4 253
15 3 95
8 5 95
5 7,5 61
3 15 95
10 4,5 95
15 3 95
9.4.1.2 Outdoor lighting

During the night, the tunnel lighting will only consist of permanent lighting, that is,
there will be a luminance of 3 cd/m². In order to adapt the sight of the drivers to this
interior lighting level, the entrance and exit routes of the tubes will also be illuminated.
The lighting fixtures, 210 W LED, will be distributed from the entrance of the tube to a
distance of 320 m, the same will happen in the exit of the tube. The arrangement will be
staggered, with the fixtures located at a height of 12 meters and separated 80 meters
on the same side of the road (40 m on opposite sides). In this way, there will be four
fixtures on each side, with eight luminaires in each entrance/exit.

In addition, the access roads to the technical rooms will be illuminated, using the same
fixtures (210 W LED), at 12 meters, with a staggered arrangement. On the other hand,
luminaires of 70 W LED at a height of 6 meters will be used to illuminate the
surroundings of the outdoor technical rooms.

9.4.1.3 Emergency Tunnel Lighting

All those lighting luminaires that must be working even if a failure occurs in the power
source will compose the emergency lighting.

This emergency lighting will be used for emergency exits and tunnel sidewalks.

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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Moreover, the emergency configuration of the tunnel lighting system could be a

selection from all the lighting fixtures of the system, forming linear and symmetric
lighting series, fed by the Uninterruptible Power Supply.

Below, the zones of the tunnel that will have extra lighting and the characteristics of the
extra lighting are shown:

- Sidewalk Lighting: The lighting in the sidewalks will be composed of LED lighting
fixtures of 12 W, located every 10 m at a height of 1 m; this will ensure enough
visibility to reach the emergency exits if necessary. The lighting fixtures shall not
light to the upper half-plane.

- Cross - Passages Lighting: The lighting in the cross passages will be different for
pedestrian cross passages and vehicular cross passages. This lighting system will
have 2x28 W LED lighting fixtures, located every 5 m in the pedestrian cross
passages and every 3.33 m in the vehicular cross passages.

9.4.1.4 Technical Rooms Lighting

In addition to the lighting system installed in the different zones of the tunnel, the
technical rooms will be provided with the sufficient lighting level to guarantee the
correct execution of the different activities that will be developed in each of those
rooms.

9.4.2 Signage System

The emergency signage included in the Sudhmahadev Tunnels is composed by all those
signals indicating the presence of emergency equipment and evacuation routes that
shall be used in the event of an incident in the tunnel.

Two different types of signals will be used, luminous and reflective traffic signs,
depending on the equipment or the area of the tunnel that must be located by the users.

9.4.2.1 Reflective Traffic Signs (RTS)

The reflective traffic signs will be used to indicate the distance to the closest cross -
passage shall be located inside the tunnel, indicating the escape exists in both
directions. The maximum allowed distance between these signals is 25 meters, so that
in case of emergency users can easily find a reference to reach the closest exit. In this

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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

case, the signals have been placed every 22 meters in both sides, in order to match the
total distance between emergency exits.

9.4.2.2 Luminous Traffic Signs (LTS)

On the other hand, to indicate the cross - passages and some emergency equipment,
luminous traffic signs with their own backup battery will be used, in order to ensure
that users can easily locate emergency items whenever necessary.

Three different luminous panels will be used in order to indicate the distinct
combinations of emergency equipment. First of all, there will be a luminous panel
indicating the existence of SOS boxes (emergency phones) with individual
extinguishers next to a hydrant. Another panel indicating the existence of an only
hydrant will be placed at the entrance of tubes 1 of tunnels 1 and 2. Finally, luminous
panels with the pictogram of an extinguisher and a hydrant will be installed in order to
indicate the existence of an individual fire extinguisher next to a hydrant. The three
luminous panels that will be distributed along the tunnels can be seen below:

Figure 41. Luminous Panels

Also luminous signals indicating the presence of cross - passages will be placed over
each one of the emergency doors.

Finally, one out of every four reflective panels that show the distance to the closest
emergency exit will be replaced by a luminous signal with the same indication and
backup battery.

9.5 Traffic Control System

The equipment that will be necessary to implement the traffic control system is listed
below:

- Traffic Lights - Three Coloured (R-A-G)

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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

- Traffic Lights - Amber (A-A)

- Variable Message Signs (VMS)
- Tunnel Variable Lane Signs (TVLS)
- Speed Limit Variable Sign (SLVS)

9.5.1 Variable Message Signs (VMS)

The installation of Variable Message Signs (VMS) outside the tunnels has been
designed. The VMS will be located between 200 and 300 meters before the tubes
entrances, so that drivers have enough time to read and react to the transmitted
message. In addition, Variable Message Signs will be installed inside the tunnel every
1300 m. These VMS will allow to indicate the opening of the cross - passages in case
they must be used to guarantee users safety. Other messages may also be indicated
depending on the situation.

Also, Tunnel Variable Lane Signs (TVLS), with “Red Cross” and “Green Arrow”, will be
installed inside the tunnel every 250 m so that it can be indicated when a lane is closed.
Besides, TVLS with “Red Cross”, “Green Arrow”, “Crossover Yellow Arrow” and
“Entryway prohibited” shall be installed in the tunnel entrances in order to stop the
entrance to the tunnel or indicate the need to use the emergency lane if necessary. One
Speed Limit Variable Sign (SLVS), that indicates the speed limit in case the established
limit in the road varies for safety reasons, will accompany each TVLS, also in the
entrances.

9.5.2 Traffic Signals

Many things can create an emergency situation that leads to closing the access to the
tunnel, such as a fire, a failure of power supply or an accident, among others. Therefore,
traffic lights three coloured (TLTC) will be installed, in both sidewalls, at the entrances
of the tubes, which must be used to close the tunnel traffic if necessary. The amber light
of the TLTC shall serve also as flashing warning signal in exceptional traffic situations.
Moreover, Traffic Lights Two Coloured shall be placed inside the tunnel just by the
TVLS and the SLVS to highlight the caution indication. These traffic lights will be only
located on the left sidewall of the tubes, since on the right side the emergency doors
will be located.

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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

9.5.3 Entrance Height Excessive Vehicle Control System (EHD)

Mechanical and electronic height excessive vehicle control systems will be installed to
avoid incidents due to the arrival of too high vehicles to the tunnel.

The system will be composed by:

 Fixed signal to inform about the maximum height allowed in the tunnel.

 A 6 meters high structure over the road with a bar located at 5.6 m high and an
infrared barrier at 5.5 meters high.

 An electromagnetic loop for the detection of the presence of vehicles and to reduce
the incidence of false detections.

 Variable message sign to inform about height excess.

The location of the different equipment composing the system will be of utmost
importance to ensure that vehicles that do not meet the maximum height requirements
can be deflected to another route or turn around. In this way, the EHD will be installed
at the west entrance of tunnel 1 and at the east entrance of tunnel 2.

The structure will have an optic sensor (transmitter-receiver) located at 5.5 meters
over the ground with some electromagnetic loops on the road surface that can detect if
a vehicle travels over them. Once an object (vehicle) interrupts the luminous beam
between the transmitter and the receiver and the loops detect the presence of a vehicle,
a signal will be transmitted to a panel located around 100 meters forward. At this
moment, the panel will show a message to inform about the excessive vehicle height so
that the vehicle can leave the road immediately.

9.5.4 Traffic Counting System (TCS)

A traffic counting system will be installed in both tunnels in order to control the traffic
travelling in this road. The system will be composed of double electromagnetic loops
for the data gathering in both tunnels. The loops will be located at least at the entrance
and exit of each tube, so that the traffic in all the tubes can be controlled. The data will
be transmitted to the Control Centre through the control network.

9.5.5 Mechanical Barriers

A tunnel-closing system has been included in the design through the installation of

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following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

mechanical barriers at the entrances of the four tubes. These barriers will be double,
located on both sides of the road, about 30 meters from the entrance of the tubes. In
this way, it will be possible to control the closure of the tunnels along with other
equipment that will be located in the vicinity of the tunnel entrances.

The electric supply of this system will be performed so that it will be possible to ensure
the operation of the barriers in the event of an incident. Each pair of barriers will be
connected to the closest technical room, and all of them will be controlled from the
Control Center located (presumably) at the southern part of tunnel 1.

9.6 Communications Systems

9.6.1 CCTV/AID System

9.6.1.1 External Video Surveillance System

This system enables the surveillance of the tunnel portals as well as the continuous
monitoring of the road and its surroundings by four revolving cameras located in front
of each one of the entrances of the tunnels.

The revolving cameras will be placed on specific rigid poles. The revolving range of the
cameras will be 360º horizontally and 90º vertically. The variable zoom objective of the
cameras shall enable wide overview of the road traffic as well as detailed vehicle and
people identification in relative wide scale of distances.

The cameras exact location will need to be studied in the Detailed Design phase, but for
budgeting purposes they are assumed to be 15 meters high and located 60 meters
before the entrance to the tubes.

Further four outdoor cameras will be installed in order to ensure the control of the
buildings where the technical rooms are located. There will be one camera near each
building, placed on specific rigid poles, and they shall have a revolving range of 360º
horizontally and 90º vertically.

Besides an interior camera will be included in each building; these cameras will be
placed in the distribution area of the building in order to control access to the technical
rooms. The cameras shall be installed in the ceiling, and they will have a revolving
range of 360º in the horizontal plane and 90º in the vertical plane.

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10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

9.6.1.2 Traffic Video Surveillance System

The design of the CCTV of the tunnels has been made taking into account the different
geometric and layout characteristics of each one of the tunnels. All the tubes are
equipped with cameras for monitoring entrances to the tunnels.

The design of the interior CCTV system is based on the location of cameras at
appropriate distances, considering a maximum of 90 m to obtain a correct supervision
of their area of influence and ensure the proper operation of the Automatic Incident
Detection System (AID) integrated into the camera itself. The system sends the
information in order to develop the visualization and analysis in the Control Center. In
addition, with the maximum distance established (90 m), it is possible to make sure
that there will always be a camera with visibility to the connection between the tube
and the cross - passages. There will be 128 cameras in tunnel 1 (separated 82.5 m) and
64 cameras in tunnel 2 (separated 83.75 m).

The cameras will be located at an approximate height of 5 meter, and they will be
installed in the right or left sidewall, depending on the road layout, in order to obtain
appropriate tunnel images for the proper AID system operation. In this case, the
cameras will be located in the left side of the tubes with respect to the lane direction,
except in the tube 2 of tunnel 1, in which approximately five cameras at the end of the
tunnel will be installed in the right side, since there is a curve that would obstruct the
vision. Individual camera visual angle shall be right adjusted and shots shall not be
disturbed by any obstacle.

The cameras will have long focal distance and coloured picture presentation, and its
housing degree of protection will be IP 66.

The camera adjusting system will be composed by a moving metal camera fixation joint
that enables the adjustment of a stationary traffic camera. The camera adjustment
should be 30º in the horizontal direction and 45º in the vertical direction.

Due to the position of the cameras inside the tunnels, it can be guaranteed that there
will always be a correct view of the emergency elements such as the SOS boxes, the
laybyes, the firefighting equipment, etc. In this way, it will not be necessary to include a
specific video monitoring system for these particular areas of the tunnel.

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10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

The operating network of the CCTV system will be the IP network. The communications
system includes industrial PoE switches, installed next to the SOS boxes. The cameras
will be connected to the PoE industrial switches with 4-twisted pair network cable, to
the VLAN access ports, always connecting the camera to the closest switch in order to
keep the distance below 90 m. In this way, the video transmission and the camera
supply are performed from an only network cable.

The cable will go through the tube. In the Control Center the signals will be connected
to the digital video recorder of the system, which can record all the images captured by
the cameras for at least 21 days.

9.6.1.3 Cross – Passages Video Surveillance System

One camera will be installed in each cross - passage, so that it is possible to monitor the
situation in these passageway when an incident occurs in the tunnel. The installation
will be developed through revolving cameras, whose revolving range is 360º in
horizontal direction and 90º in vertical direction, located on the ceiling of the cross -
passage over the middle of the lane. The housing degree of protection of these cameras
shall be IP 66.

9.6.1.4 AID System

The Automatic Incident Detection System consists of the implantation of an AID card
for each camera, which performs the video analytics. These AID cards will be installed
in the CCTV and AID Rack in the Control Center.

The cameras will send an entrance signal to the detection unit (AID card). When the
camera or the video image processing modules are adjusted, the detection zones are
superimposed on the video image.

Figure 42. AID System

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10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

When a user enters in the detection zone, the detection system is activated. The specific
algorithms generate several types of traffic information: presence and data related to
incidents, data for statistical processing and data for the analysis before and after the
incidents.

The AID system will be integrated in the Control Center, including the programming
and the licenses incorporation to the system.

9.6.2 VA/PA System

A Public Address system has been planned in order to allow the broadcast of messages
in case of an emergency, this is why the sound pressure must be enough to overcome
the existing noise levels and obtain a correct degree of intelligibility of the message.

The system is composed by a uniform distribution of 30 W exponential loudspeakers,

which are installed in the sidewalls or hanging from the electric trays. The distance
between the loudspeakers in the tunnel 1 will be 30 meters, while in the second tunnel
the loudspeakers will be spaced 33.5 m.

The public address central unit will be placed in the Control Center, while the
amplifiers will be distributed in the different cross - passages, depending on the
location of the loudspeakers they must supply.

The loudspeakers will be connected in parallel, thus, the public address (PA) system in
the Sudhmahadev Tunnels will be divided into several sections with the purpose of
transmitting different messages in each zone of the tunnel, being able to indicate the
procedure that must be followed in case of an emergency depending on the location of
each user. Thereby, in the tubes, each stretch located between two cross - passages will
be considered as a public address section, the same as the stretches located between a
cross - passage and one tunnel portal. Each one of these sections will have 10-11, that
will depend on one amplifier.

On the other hand, each cross - passage will be a different zone with two speakers
connected to one amplifier that will be located in the cross - passage itself.

Thus, the PA system will be composed by 70 sections (47 sections in tunnel 1 and 23
sections in tunnel 2).

The connection between the public address system and the amplifiers will be made

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10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

using the tunnel's general communications infrastructure. Therefore, the public

address system will operate with TCP/IP protocol, so that the amplifiers shall be
directly connected to the switches of the technical rooms. This connection will allow
bringing the audio signal of the messages and the control contacts to the different
emission zones.

The public address wiring will be protected in a tube for the general line and under a
polycarbonate LSZH tube until reaching each loudspeaker.

There will be several pre-recorded messages that will be automatically broadcasted

depending on the received alarm. These messages will be transmitted in English and
local languages.

The amplifiers power supply will be made from the nearest low-voltage distribution
board.

Some of the speakers will be located in the lay-bys to make sure that, in case there are
people waiting, they receive the emergency messages.

9.6.3 Radio Rebroadcast System

The tunnel will have a Radio Rebroadcast System for the emergency services. This
system will consist of main racks with antennas in the outdoor Technical Rooms. These
main racks will be connected between them and with the signal amplifiers, installed in
the Technical Rooms, by single – mode fiber optic in order to transmit the data and
state of the equipment of the tunnel.

Furthermore, these main racks will be communicated by radiant cable, installed along
the tunnel at both sides, to all the signal amplifiers. The connection between the main
rack and the radiant cable will be done by a coaxial cable. The amplifiers will
communicate between them by radiant cable.

The single – mode fiber optic will go along the tubes of the tunnels making a ring. This
fiber allows the connection of the main racks with the Control Center.

The tunnel will have also a radio frequency for emergency communications with the
users of the tunnel. The radio frequency will be specified at the entrance of the tunnel.
The communications of the radio channel will be by radiant cable and connecting the
signal amplifiers and main racks, as described above.

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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

9.7 Access Control and Alarms

The installation of an access control system allows restricting access to the tunnel and
its dependencies, so that only authorized personnel can access. This will result in
avoiding intrusions, sabotage and accidents.

The system will be composed of presence detection, CCTV and access control
subsystems, which will be constituted of several equipment such as electromagnetic
contacts to open the passage doors, volumetric detectors, proximity card readers,
electric locks, exit button and cameras, among others.

There will be different equipment in the access zones to the emergency exits and the
technical rooms, including the cabinets that house the security equipment. All the
detectors will be connected to the corresponding alarms control units, which will allow
their unequivocal identification in case of activation.

The intrusion detection system will be connected to the Control Center and it will be
integrated into its centralized management system.

The CCTV subsystem will provide relevant images to the Control Center in order to
obtain a correct visual control of possible incidents that can take place in the tunnel.
There will also be a recording and visualizing system.

Lastly, the installation of anti-intrusion and access control system will provide an
access control of the individuals to the restricted areas with the purpose of controlling
the entrances, the staying time and the exit of authorized personal in some areas.

9.8 Control Network

The Control Network will be monitored by the Main Control Center. The system will
consist of a Redundant Server installed at the Control Center and Remote Terminal
Units (R.T.U.) and Data Acquisition Stations (D.A.S.) fixed in the Technical Rooms. The
communication among them will be by 16 strands fiber cable.

These Remote Terminal Units will communicate with the Data Acquisition Stations
(D.A.S.), installed in every technical rooms, for collecting all the information and send it
to the Server. These D.A.S. will have modules of digital and analog input and output, as
well as the automatisms of all the equipment existing in the tunnel, in order to gather
all the information provided by the equipment of the tunnel and to transmit it to the

167
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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

R.T.U.

The R.T.U. will be in charge of managing the tunnel in real time. These Remote Terminal
Units will communicate between them and with the Control Center by a communication
network of 1 Gigabit Ethernet of fiber optic.

Furthermore, in order to integrate all the signals coming from the equipment of the
tunnel, there will be switches fixed in the technical rooms connected to the D.A.S.,
which will gather all the information by audio, video and data network connected to the
different switches and Programmable Logic Controller (PLC) installed along the tunnel.

The different installations that will exist in the tunnel, such as, emergency stations,
ventilation, PA, CCTV, etc., will be connected to the switches installed at the position of
the emergency stations (every 166,67 meters), which at the same time, will connect by
the network to the PLC fixed at every cross – passage.

9.8.1 Control Centre

The Main Control Centre of the tunnel systems will presumably be located at the
western portal of Sudhmahadev tunnel 1, although the final location may vary due to
geotechnical limitations of the terrain, difficulty of earth movements, etc. The main
requirement for the final location is to have a reliable fiber optic network to connect
the Control Centre to the communications equipment of the tunnel.

A location near the access to the tunnel would only facilitate the unification of the tasks
of maintenance of the tunnels and rapid attention of incidents with the control tasks in
the same complex of buildings.

The Main Control Center will house the operator stations for 24h surveillance of the
tunnels, the main control servers, the image viewing and recording equipment and the
control equipment of all the rest of subsystems. It will also have a rest area,
administration office, toilets, and a crisis room in which the tunnel control officers
would meet with the emergency services in case of major incident in the tunnel, for
decision making. The proposed distribution is shown in the corresponding drawing
(Outdoor Technical Rooms Distribution, sheet 2).

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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

ANNEXURES

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length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

ANNEXURE 7.1

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length 10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Annexure 7.1

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length 10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Annexure 7.1

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

ANNEXURE 7.2

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

SUDHMAHADEV TUNNEL CALCULATION REPORT

Technical Note 1(FLAC2D) – Primary support for E&S Class 1 Overburden 1070 m in Tunnel-1
– Ramban Fm.

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

TABLE OF CONTENTS

1 PREFACE .......................................................................................................................................176

2 GRID GENERATION ....................................................................................................................176

3 INITIAL AND BOUNDARY CONDITIONS ...............................................................................178

4 GROUND (CONSTITUTIVE MODEL) AND SUPPORT INPUT PARAMETERS ...................179

4.1 Ground type and constitutive model ..........................................................................................179

4.2 Structural elements (support) .....................................................................................................179

5 NUMERICAL ANALYSIS STAGES ............................................................................................182

6 CALCULATION RESULTS ..........................................................................................................182

6.1 Top Heading stage ......................................................................................................................183

6.2 Benching stage ...........................................................................................................................189

7 CONCLUSIONS.............................................................................................................................195

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

1 PREFACE

In this Technical Note it has been verified the primary lining for Excavation and Support Class 1
in Sudhmahadev Tunnel, corresponding to the following cases:

Overburden 1070m in Tunnel-1 – Ramban formation (applicable to tunnel 1 in all RMT)

As per DPR Design Report, section type for E&S Class 1 of support has been defined as fol-
lowing:

• Sprayed concrete.- 15 cm (5 cm security shotcrete, sealing + 10 cm structural layer)

• SN bolts.-  = 25 mm corrugated bar in Steel min. quality 500/550 MPa, 5.00 m long

Pattern spacing: 3.50 m (longit., along tunnel axis) x 3.00 (transverse, in the cross section)

For this verification it has been checked structurally all constituents’ elements of support, once
finalized the calculation of numerical model including ground parameters, overburden, excava-
tion phase’s geometry, and construction stages for the forecasted support. Along the process of
numerical analysis by FDM it has been obtained stress and deformation status for different stag-
es (temporary and permanent, or final).

For this purpose, it has been used as design tool the software FLAC2D from Itasca Consulting
Group Inc.

Finally, it is pertinent to highlight that the conclusions and results of this calculation report
remain valid if there is a variation in the tunnel dimensions (equivalent diameter D) less
than 5% of same. In addition to this, in case of tunnel dimension decrease, analysis could be
considered very slightly conservative, while in case of diameter increase, the inconvenient varia-
tion of results is almost negligible, and absorbed by other conservative assumptions.

2 GRID GENERATION

The grid modelling has an horizontal development of 100 m, and a vertical dimension of 100 m
also. For the analysis of case with cover 1070 m and it has been applied a boundary stress con-
dition in the top grid limit, which value is following:

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Syy = mass density (Depth – y_d)

where: Depth= terrain elevation with reference to the tunnel center

1070 m + 5 m (approx.. height of crown with reference to center) = 1075 m

y_d = Elevation in the upper side of grid in this way it is reduced the number of elements in the
grid, the boundaries are located at enough distance from tunnel center, and there is no erroneous
geometries generation in the grid.

Grid generation with application of stress at upper side of the model (boundary)

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Grid detail

3 INITIAL AND BOUNDARY CONDITIONS

As the model limits (boundaries) are located far enough from the tunnel excavation, the defor-
mations which can be developed are practically insignificant. Hence, it has been assumed that
normal displacement in the left and side are constrained, as well as in the bottom limit of model.

The tunnel section analyzed is found at more depth than the distance from the upper boundary,
therefore it is subjected to a vertical pressure of model elements situated above it, plus to a sur-
charge consisting on the vertical pressure given by the height difference between real overbur-
den and distance to the upper grid side.

Prior to introduce any construction step in the model, stresses have to be initialized the stresses:

Vertical stress V = · g · h

Horizontal stress H = K0·V

It is assumed as acceptable the use of a ratio of in situ stress horizontal to vertical with value of
K0 = 1,00.

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

4 GROUND (CONSTITUTIVE MODEL) AND SUPPORT INPUT PARAMETERS

The input values for parameters which have been included in the model setup are as below:

4.1 Ground type and constitutive model

• Constitutive model considered is the classical elastoplastic Mohr-Coulomb.

• Ground Type: RMT-1, metamorphic rocks formed by: phyllite, slate, carbonaceous shale
and limestone (Ramban fm., 2.1, for maximum overburden); dolomite, dolomitic limestone
and shale (Gamir & Baila fm., 1.1); Q-phyllite, quartzite, schist and metavolcanics (Salkhala
fm. 4.1).

• Overburden: 1070 m.

HOEK-BROWN
ELASTIC ROCK MASS
CLASSIFICA- PLASTIC UNIT
PARAMETERS
GROUN DEPT TION WEIGH
D TYPE H E K G C  T
ci
(MPa  (MPa (MPa GSI mi (MPa (º (kN/m3 )
(MPa)
) ) ) ) )
RMT-1
0.2 3
Ramban 1070 m 15700 9345 6435 55.6 63 11 3.32 26.00
2 6
formation
4.2 Structural elements (support)

In the calculation model it has been considered the following support elements:

• Rock bolts  = 25 mm, for tunnel support.

• Sprayed concrete of strength 35 N/mm2 (C35/45 quality), for tunnel support

Calculation properties and assumptions which have been established for the support elements
are following.

Rock Bolts

Simulated through unidimensional structural elements of type “cable”

The SN bolt foreseen is Steel corrugated bar  = 25 mm with 4.00 m of length

Material properties are defined by following parameters:

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• Young modulus E = 210 GPa

• Cross section area A = 4.91 e-4 m2

• Breaking force limit 25 e4 N

• Bolt rigidity(ground-bolt) Kb = 28 e6 N/m/m

• Ultimate bond (ground-bolt) Sb = 32 e4 N/m

• Spacing 3.00 m (transverse) x 3.50 m (longitudinal)

Sprayed concrete

Shotcrete thickness is 15 cm (assumed 5 cm of safety sealing + 10 cm of structural layer).

The sprayed concrete for tunnel support is simulated by unidimensional structural elements type
beam.

The properties of shotcrete are:

• Young Modulus E = 15 GPa

• Poisson ratio  = 0.2

• Unit weight  = 2.50 t/m3

For the numerical modelling of sprayed concrete in temporary support situations, it has been ad-
justed the following curing law:

120%

100%

80%
fcj/f c28

60%

40%

20%

0%
0 5 10 15 20 25 30
Edad (días)

Ensayos Geocontrol (2000) EHE Endurecimiento normal EHE Endurecimiento rápido

Ensayos Estefanía (2000) Ensayos Dramix (1998)

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4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Días 0 1 3 7 28 90
Curing factor 0.00 0.18 0.55 0.75 1.00 1.15
Based on lab tests, it is derived a direct relationship between the concrete strength for a deter-
mined age (fcj) and the modulus of elasticity at this same time (Ej), like it can be observed in the
following chart developed empirically:

40000

35000

30000

25000
Ej(MPa)

20000

15000

10000 y = 491.65x
R2 = 0.7535
5000

0
0 5 10 15 20 25 30 35 40 45
fcj(MPa)

Ensayos Geocontrol (2000) EHE EH-91

For a sprayed concrete of 35 MPa of characteristic compressive strength it is obtained a elastici-

ty modulus at an age of 28 days as following:

Ej = 491.65·f cj → Ec (28) = 491.65·f ck (28) = 491.65·35 = 17207 MPa ≈ 15000 MPa

Based on the value of Ec (28) and curing factors described above it can be determined some
stiffness of shotcrete in primary lining temporary situations.

It has been considered for the safety layer of thickness 5 cm that, in temporary conditions, the
curing up to 2-3 days (time period between spraying and when all the load is coming to the lay-
er) reaches the value Ec (3 days) = 8112 MPa, and the strength of the shotcrete for this period is
around 16.5 MPa.

When the second layer is installed, it is considered that sprayed concrete is totally cured/settled
and their properties can be replaced by the final ones.

The same assumption can be considered when the support is installed in the benching excava-

181
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4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

tion.

For the stress verification stage, it can be established a characteristic value of sprayed concrete
strength of 35, and it is estimated a tension strength value of 2.25 MPa.

5 NUMERICAL ANALYSIS STAGES

OVERBURDEN 1070 M IN TUNNEL-1- RAMBAN FORMATION.

Calculation steps developed for the model are following:

1. Initial status. Balance of stresses due to overburden

2. Top Heading excavation. Tension release status for expected round length Pi = 10%·P 0.

3. Top Heading Support. Bolts, Steel arches are installed along with spraying of 15 cm thick
concrete. This is implemented in two phases:

• Safety shotcrete (sealing) 5 cm thick + rock bolts installation. Tension release ratio 3%
(Pi = 3%·P 0)

• Remaining thickness of sprayed concrete, thickness 10 cm, as structural layer. Tension

release ratio 0%

4. Benching excavation. All benching area is excavated

• Tension release ratio 8% (Pi = 8%·P 0)

5. Benching support. This is executed in only one stage:

• Installation of 15 cm of sprayed concrete along with the bolts in the benching portion.
The ratio of stress release is nil.

6 CALCULATION RESULTS

OVERBURDEN 1070 M IN TUNNEL-1 – RAMBAN FORMATION

In the following tables, it is included a summary of calculation results, for behavior and struc-
tural verification:

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4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

6.1 Top Heading stage

TOP HEADING STAGE

Analysed variables Values Fig. Observations
Vertical displacement
(mm) -13.64 (Crown) 6.1-1av
(Excavation phase) Max. radial deformation (1) =
Horizontal displace- 0.26%
ment(mm) 6.41 (sidewall) 6.1-2av
(Excavation phase)
Ground

Plasticization
low 6.1-3av Very small extension
(Excavation phase)
Vertical displacement
(mm) -18.21 (crown) 6.1-4av
(Support final stage) Max. radial deformation (1) =
Horizontal displacement 0.34%
11.52 (sidewall, 2 m
(mm) 6.1-5av
above spring line)
(Support final stage)
Max. Horizontal convergence
Support deformation tra- 5.42 (2):
6.1-6av
ce (mm) 5.17 (sidewall) 10.34 mm after top heading
Support

support (0.10%)
Moments in concrete
1.40e3 6.1-7av
(m·N) Valid FS
Axial force in concrete (N) 7.51e5 6.1-8av
Axial tensión forcé in
3.44e4 6.1-9av Ok
bolts (N)
Note (1): For excavation radius of 5.30 m, this can be modified up to 5% of tunnel diameter

Note (2): Measured in horizontal chord. 1.50-2.00 m above spring line

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4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.1-1av.- Overburden 1070 m. Top Heading phase. Ground Vert. displacements during
excavation stage

Figure 6.1-2av.- Overburden 1070 m. Top Heading phase. Ground Horiz. Displacements for ex-
cavation stage

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4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.1-3av.- Overburden 1070 m. Top Heading phase. Plasticization during excavation stage

Figure 6.1-4av.- .- Overburden 1070 m. Top Heading phase. Vertical displacements during final
support stage

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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.1-5av.- Overburden 1070 m. Top Heading phase. Horiz. displacements during final sup-
port stage

Below are analyzed the actions on the support elements:

Figure 6.1-6av.- Overburden 1070 m. Top Heading phase. Deformations in shotcrete support

186
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following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.1-7av.- Overburden 1070 m. Top heading phase. Moments in shotcrete support

Figure 6.1-8av.- Overburden 1070 m. Top heading phase. Axial forces in shotcrete support

• Actions on shotcrete support structural beam (thickness = 10 cm)

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4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

b= 0,1 I= 8,333E-05 COMP. TENSION SHEAR

35 2,25 2,25
Mma x Mmi n Comp. Tens i on Shea r Reduction Factor
El em ID Nod1 Nod2 Prop F-s hea r F-a xi a l Mom-1 Mom-2 s tra i n M (m·N) N (N) (MPa ) (MPa ) (MPa ) (MPa ) (MPa ) 0,67 0,67 0,67
3,17E+02 2,79E+04 0,5 0,09 0,5 0,00 OK OK OK
138 7 45 44 11 bea m 6,48E+02 2,79E+04 2,17E-01 3,17E+02 -1,86E-05 2,17E-01 2,67E+05 2,7 2,67 2,7 0,00 0,01 OK OK OK
137 7 44 43 11 bea m -2,34E+03 5,05E+05 -3,17E+02 -7,96E+02 -3,37E-04 3,17E+02 6,28E+05 6,5 6,09 6,5 0,00 0,04 OK OK OK
136 7 43 42 11 bea m 1,65E+03 7,50E+05 7,96E+02 -2,77E+02 -5,00E-04 7,96E+02 7,41E+05 7,9 6,94 7,9 0,00 0,02 OK OK OK
135 7 42 41 11 bea m -8,03E+02 7,33E+05 2,77E+02 -5,29E+02 -4,89E-04 2,77E+02 7,32E+05 7,5 7,15 7,5 0,00 0,01 OK OK OK
134 7 41 40 11 bea m -1,28E+02 7,31E+05 5,28E+02 -5,87E+02 -4,87E-04 5,28E+02 7,30E+05 7,6 6,98 7,6 0,00 0,00 OK OK OK
133 7 40 39 11 bea m 1,07E+02 7,29E+05 5,88E+02 -5,52E+02 -4,86E-04 5,88E+02 6,79E+05 7,1 6,44 7,1 0,00 0,00 OK OK OK
132 7 39 38 11 bea m 6,31E+02 6,30E+05 5,53E+02 -3,41E+02 -4,20E-04 5,53E+02 6,20E+05 6,5 5,87 6,5 0,00 0,01 OK OK OK
131 7 38 37 11 bea m 2,13E+03 6,10E+05 3,40E+02 5,71E+02 -4,07E-04 3,40E+02 6,25E+05 6,5 6,05 6,5 0,00 0,03 OK OK OK
130 7 37 36 11 bea m -2,95E+03 6,40E+05 -5,71E+02 -4,51E+02 -4,27E-04 5,71E+02 6,39E+05 6,7 6,05 6,7 0,00 0,04 OK OK OK
129 7 36 35 11 bea m 2,66E+03 6,38E+05 4,51E+02 4,71E+02 -4,25E-04 4,51E+02 6,26E+05 6,5 5,99 6,5 0,00 0,04 OK OK OK
128 7 35 34 11 bea m -2,49E+03 6,15E+05 -4,72E+02 -4,07E+02 -4,10E-04 4,72E+02 6,13E+05 6,4 5,84 6,4 0,00 0,04 OK OK OK
127 7 34 33 11 bea m 3,22E+03 6,11E+05 4,07E+02 7,29E+02 -4,07E-04 4,07E+02 6,09E+05 6,3 5,84 6,3 0,00 0,05 OK OK OK
126 7 33 32 11 bea m -3,19E+03 6,07E+05 -7,29E+02 -3,78E+02 -4,04E-04 7,29E+02 6,15E+05 6,6 5,72 6,6 0,00 0,05 OK OK OK
125 7 32 31 11 bea m -6,42E+02 6,24E+05 3,79E+02 -6,01E+02 -4,16E-04 3,79E+02 6,49E+05 6,7 6,27 6,7 0,00 0,01 OK OK OK
124 7 31 30 11 bea m 1,32E+03 6,74E+05 6,02E+02 -3,68E+01 -4,50E-04 6,02E+02 6,51E+05 6,9 6,15 6,9 0,00 0,02 OK OK OK
123 7 30 29 11 bea m 4,21E+03 6,28E+05 3,61E+01 1,38E+03 -4,19E-04 3,61E+01 5,09E+05 5,1 5,07 5,1 0,00 0,06 OK OK OK
122 7 29 28 11 bea m -5,32E+03 3,90E+05 -1,38E+03 -4,09E+02 -2,60E-04 1,38E+03 4,35E+05 5,2 3,52 5,2 0,00 0,08 OK OK OK
121 7 28 27 11 bea m 7,29E+02 4,80E+05 4,09E+02 -6,50E+01 -3,20E-04 4,09E+02 5,14E+05 5,4 4,89 5,4 0,00 0,01 OK OK OK
120 7 27 26 11 bea m 6,78E+01 5,48E+05 6,52E+01 -3,14E+01 -3,66E-04 6,52E+01 5,42E+05 5,5 5,38 5,5 0,00 0,00 OK OK OK
119 7 26 25 11 bea m 4,29E+02 5,37E+05 3,25E+01 8,88E+01 -3,58E-04 3,25E+01 5,19E+05 5,2 5,17 5,2 0,00 0,01 OK OK OK
118 7 25 24 11 bea m 8,40E+02 5,01E+05 -8,85E+01 3,26E+02 -3,34E-04 8,85E+01 4,58E+05 4,6 4,52 4,6 0,00 0,01 OK OK OK
117 7 24 23 11 bea m -1,53E+03 4,14E+05 -3,26E+02 -4,11E+02 -2,76E-04 3,26E+02 4,14E+05 4,3 3,95 4,3 0,00 0,02 OK OK OK
116 7 23 22 11 bea m 1,52E+03 4,14E+05 4,10E+02 3,17E+02 -2,76E-04 4,10E+02 4,57E+05 4,8 4,33 4,8 0,00 0,02 OK OK OK
115 7 22 21 11 bea m -7,98E+02 5,01E+05 -3,18E+02 9,22E+01 -3,34E-04 3,18E+02 5,17E+05 5,4 4,98 5,4 0,00 0,01 OK OK OK
114 7 21 20 11 bea m -4,73E+02 5,34E+05 -9,11E+01 -4,26E+01 -3,56E-04 9,11E+01 5,40E+05 5,5 5,34 5,5 0,00 0,01 OK OK OK
113 7 20 19 11 bea m -3,41E+01 5,45E+05 4,28E+01 -5,98E+01 -3,63E-04 4,28E+01 5,10E+05 5,1 5,08 5,1 0,00 0,00 OK OK OK
112 7 19 18 11 bea m -7,53E+02 4,76E+05 5,93E+01 -4,15E+02 -3,17E-04 5,93E+01 4,31E+05 4,3 4,27 4,3 0,00 0,01 OK OK OK
111 7 18 17 11 bea m 5,43E+03 3,86E+05 4,15E+02 1,41E+03 -2,57E-04 4,15E+02 5,08E+05 5,3 4,83 5,3 0,00 0,08 OK OK OK
110 7 17 16 11 bea m -4,30E+03 6,30E+05 -1,41E+03 -3,47E+01 -4,20E-04 1,41E+03 6,53E+05 7,4 5,68 7,4 0,00 0,06 OK OK OK
109 7 16 15 11 bea m -1,42E+03 6,76E+05 3,46E+01 -6,41E+02 -4,51E-04 3,46E+01 6,51E+05 6,5 6,49 6,5 0,00 0,02 OK OK OK
108 7 15 14 11 bea m 8,25E+02 6,27E+05 6,41E+02 -3,56E+02 -4,18E-04 6,41E+02 6,18E+05 6,6 5,80 6,6 0,00 0,01 OK OK OK
107 7 14 13 11 bea m 3,12E+03 6,09E+05 3,55E+02 7,27E+02 -4,06E-04 3,55E+02 6,09E+05 6,3 5,88 6,3 0,00 0,05 OK OK OK
106 7 13 12 11 bea m -3,24E+03 6,08E+05 -7,28E+02 -4,15E+02 -4,06E-04 7,28E+02 6,10E+05 6,5 5,66 6,5 0,00 0,05 OK OK OK
105 7 12 11 11 bea m 2,59E+03 6,11E+05 4,15E+02 5,00E+02 -4,08E-04 4,15E+02 6,22E+05 6,5 5,97 6,5 0,00 0,04 OK OK OK
104 7 11 10 11 bea m -2,79E+03 6,33E+05 -5,00E+02 -4,66E+02 -4,22E-04 5,00E+02 6,34E+05 6,6 6,04 6,6 0,00 0,04 OK OK OK
103 7 10 9 11 bea m 2,97E+03 6,36E+05 4,67E+02 5,61E+02 -4,24E-04 4,67E+02 6,23E+05 6,5 5,95 6,5 0,00 0,04 OK OK OK
102 7 9 8 11 bea m -2,10E+03 6,10E+05 -5,61E+02 -3,39E+02 -4,07E-04 5,61E+02 6,20E+05 6,5 5,87 6,5 0,00 0,03 OK OK OK
101 7 8 7 11 bea m -5,84E+02 6,31E+05 3,39E+02 -5,35E+02 -4,21E-04 3,39E+02 6,79E+05 7,0 6,59 7,0 0,00 0,01 OK OK OK
100 7 7 6 11 bea m -1,96E+02 7,28E+05 5,36E+02 -6,01E+02 -4,85E-04 5,36E+02 7,31E+05 7,6 6,99 7,6 0,00 0,00 OK OK OK
99 7 6 5 11 bea m 1,79E+02 7,34E+05 6,01E+02 -5,17E+02 -4,90E-04 6,01E+02 7,36E+05 7,7 6,99 7,7 0,00 0,00 OK OK OK
98 7 5 4 11 bea m 7,82E+02 7,37E+05 5,17E+02 -2,72E+02 -4,91E-04 5,17E+02 7,44E+05 7,7 7,13 7,7 0,00 0,01 OK OK OK
97 7 4 3 11 bea m -1,69E+03 7,51E+05 2,73E+02 -8,02E+02 -5,01E-04 2,73E+02 6,28E+05 6,4 6,12 6,4 0,00 0,03 OK OK OK
96 7 3 2 11 bea m 2,35E+03 5,06E+05 8,03E+02 3,16E+02 -3,37E-04 8,03E+02 2,67E+05 3,1 2,18 3,1 0,00 0,04 OK OK OK
95 7 2 1 11 bea m -6,44E+02 2,73E+04 -3,16E+02 3,32E-01 -1,82E-05 3,16E+02 2,73E+04 0,5 0,08 0,5 0,00 0,01 OK OK OK
Worst 7,9 0,00 0,08

As it can be noticed, the worst axial compression value is 7,9 MPa, lower than the acceptable
limit considered, also it conforms to the reduction factors established in structural verification.
In addition to this, for tension and shear stresses conforms to the maximum acceptable values
including reduction factors. Hence, for permanent conditions it can be considered as acceptable
and valid.

Regarding bolts, it has been got following actions:

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4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.1-9av.- Overburden 1070 m. Top heading phase. Axial forces in support bolts.

6.2 Benching stage

BENCHING STAGE
Analysis variables Values Fig. Observations
Vertical Displacement
(mm) -20.17 (crown) 6.2-1des
(final support stage) Max radial deformation (1) =
Terreno

Horizontal Displacement 0.39%

(mm) 20.96 (sidewall) 6.2-2des
(final support stage)
Plasticization Around 2.00-3.00 Significant plasticization in tunnel
6.2-3des
(final support stage) m periphery
Max. horizontal convergence (2):
Deformation in support -17.81
6.2-4des 34.90 mm after benching support
(mm) 17.45 (sidewall)
Sostenimiento

(0.33%)
Moments in shot-
1.11e4 6.2-5des
crete(m·N)
Valid FS
Axial forces in shotcrete
2.24e6 6.2-6des
(N)
Axial tension forces in
3.99e4 6.2-7des Ok
bolts (N)
Note (1): For excavation radius of 5.30 m, this can be modified up to 5% of tunnel diameter

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following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Note (2): Measured in a horizontal chord located above spring line

Figure 6.2-1des.- Overburden 1070 m. Benching phase. Vertical displacements in the ground. Fi-
nal stage

Figure 6.2-2des Overburden 1070 m. Benching phase. Horizontal displacements in the ground.
Final stage

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4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.2-3des.- Overburden 1070 m. Benching phase. Plasticization. Final stage

Figure 6.2-4des.- Overburden 1070 m. Benching phase. Support. Shotcrete deformation. Final
stage

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4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.2-5des.- Overburden 1070 m. Benching phase. Support. Moments in shotcrete. Final
stage

Figure 6.2-6des.- Overburden 1070 m. Benching phase. Support. Axial forces in shotcrete. Final
Stage

Actions on sprayed concrete in the final support stage are following:

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4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

• Shotcrete structural layer (10 cm) in the top heading section

b= 0,1 I= 8,333E-05 COMP. TENSION SHEAR
35 2,25 2,25
Mma x Mmi n Comp. Tens i on Shea r Reduction Factor
El em ID Nod1 Nod2 Prop F-s hea r F-a xi a l Mom-1 Mom-2 s tra i n M (m·N) N (N) (MPa ) (MPa ) (MPa ) (MPa ) (MPa ) 0,67 0,67 0,67
8,40E+03 -8,44E+05 -3,4 -13,47 0,0 -13,47 OK NOT OK OK
138 7 45 44 11 bea m 1,69E+04 -8,44E+05 -1,26E+02 8,40E+03 5,62E-04 1,26E+02 -3,43E+05 -3,4 -3,50 0,0 -3,50 0,25 OK NOT OK OK
137 7 44 43 11 bea m -1,50E+04 1,58E+05 -8,40E+03 1,27E+03 -1,05E-04 8,40E+03 2,72E+05 7,8 -2,32 7,8 -2,32 0,22 OK NOT OK OK
136 7 43 42 11 bea m -5,11E+03 3,85E+05 -1,27E+03 -3,32E+02 -2,57E-04 1,27E+03 5,95E+05 6,7 5,19 6,7 0,00 0,08 OK OK OK
135 7 42 41 11 bea m 6,31E+03 8,05E+05 3,34E+02 1,65E+03 -5,37E-04 3,34E+02 8,89E+05 9,1 8,69 9,1 0,00 0,09 OK OK OK
134 7 41 40 11 bea m -3,89E+03 9,73E+05 -1,64E+03 -1,78E+02 -6,49E-04 1,64E+03 1,20E+06 13,0 11,01 13,0 0,00 0,06 OK OK OK
133 7 40 39 11 bea m -3,42E+02 1,43E+06 1,76E+02 -2,91E+02 -9,51E-04 1,76E+02 1,28E+06 12,9 12,69 12,9 0,00 0,01 OK OK OK
132 7 39 38 11 bea m -1,32E+03 1,13E+06 2,89E+02 -7,31E+02 -7,55E-04 2,89E+02 1,22E+06 12,4 12,01 12,4 0,00 0,02 OK OK OK
131 7 38 37 11 bea m 6,28E+03 1,30E+06 7,32E+02 1,96E+03 -8,69E-04 7,32E+02 1,39E+06 14,3 13,42 14,3 0,00 0,09 OK OK OK
130 7 37 36 11 bea m -1,02E+04 1,47E+06 -1,96E+03 -1,57E+03 -9,79E-04 1,96E+03 1,53E+06 16,5 14,13 16,5 0,00 0,15 OK OK OK
129 7 36 35 11 bea m 1,24E+04 1,59E+06 1,57E+03 2,74E+03 -1,06E-03 1,57E+03 1,67E+06 17,6 15,73 17,6 0,00 0,19 OK OK OK
128 7 35 34 11 bea m -1,31E+04 1,74E+06 -2,74E+03 -1,89E+03 -1,16E-03 2,74E+03 1,80E+06 19,6 16,31 19,6 0,00 0,20 OK OK OK
127 7 34 33 11 bea m 1,77E+04 1,85E+06 1,89E+03 4,34E+03 -1,23E-03 1,89E+03 1,88E+06 19,9 17,65 19,9 0,00 0,26 OK OK OK
126 7 33 32 11 bea m -1,88E+04 1,91E+06 -4,34E+03 -2,17E+03 -1,27E-03 4,34E+03 1,97E+06 22,3 17,14 22,3 0,00 0,28 OK OK OK
125 7 32 31 11 bea m 4,96E+03 2,04E+06 2,17E+03 -4,48E+02 -1,36E-03 2,17E+03 2,14E+06 22,7 20,08 22,7 0,00 0,07 OK OK OK
124 7 31 30 11 bea m -6,16E+01 2,23E+06 4,49E+02 -4,75E+02 -1,49E-03 4,49E+02 2,22E+06 22,5 21,95 22,5 0,00 0,00 OK OK OK
123 7 30 29 11 bea m 1,22E+04 2,21E+06 4,75E+02 3,60E+03 -1,47E-03 4,75E+02 2,02E+06 20,5 19,89 20,5 0,00 0,18 OK OK OK
122 7 29 28 11 bea m -1,28E+04 1,83E+06 -3,60E+03 -6,99E+02 -1,22E-03 3,60E+03 1,95E+06 21,6 17,31 21,6 0,00 0,19 OK OK OK
121 7 28 27 11 bea m 1,67E+03 2,07E+06 6,99E+02 8,69E+01 -1,38E-03 6,99E+02 2,15E+06 21,9 21,03 21,9 0,00 0,02 OK OK OK
120 7 27 26 11 bea m 8,39E+02 2,22E+06 -8,71E+01 5,05E+02 -1,48E-03 8,71E+01 2,21E+06 22,1 22,00 22,1 0,00 0,01 OK OK OK
119 7 26 25 11 bea m -3,85E+03 2,19E+06 -5,04E+02 -5,84E+02 -1,46E-03 5,04E+02 2,16E+06 21,9 21,33 21,9 0,00 0,06 OK OK OK
118 7 25 24 11 bea m 8,07E+03 2,14E+06 5,84E+02 1,70E+03 -1,43E-03 5,84E+02 2,03E+06 20,6 19,93 20,6 0,00 0,12 OK OK OK
117 7 24 23 11 bea m -5,64E+03 1,92E+06 -1,70E+03 -1,01E+03 -1,28E-03 1,70E+03 1,92E+06 20,2 18,17 20,2 0,00 0,08 OK OK OK
116 7 23 22 11 bea m 5,62E+03 1,92E+06 1,01E+03 1,69E+03 -1,28E-03 1,01E+03 2,03E+06 20,9 19,67 20,9 0,00 0,08 OK OK OK
115 7 22 21 11 bea m -8,03E+03 2,14E+06 -1,69E+03 -5,82E+02 -1,43E-03 1,69E+03 2,16E+06 22,6 20,61 22,6 0,00 0,12 OK OK OK
114 7 21 20 11 bea m 3,76E+03 2,19E+06 5,82E+02 4,83E+02 -1,46E-03 5,82E+02 2,20E+06 22,4 21,67 22,4 0,00 0,06 OK OK OK
113 7 20 19 11 bea m -7,80E+02 2,22E+06 -4,84E+02 9,59E+01 -1,48E-03 4,84E+02 2,14E+06 21,7 21,11 21,7 0,00 0,01 OK OK OK
112 7 19 18 11 bea m -1,69E+03 2,06E+06 -9,54E+01 -7,03E+02 -1,38E-03 9,54E+01 1,94E+06 19,5 19,37 19,5 0,00 0,03 OK OK OK
111 7 18 17 11 bea m 1,31E+04 1,82E+06 7,04E+02 3,68E+03 -1,21E-03 7,04E+02 2,02E+06 20,6 19,77 20,6 0,00 0,20 OK OK OK
110 7 17 16 11 bea m -1,24E+04 2,22E+06 -3,68E+03 -4,67E+02 -1,48E-03 3,68E+03 2,23E+06 24,5 20,09 24,5 0,00 0,19 NOT OK OK OK
109 7 16 15 11 bea m -9,33E+01 2,24E+06 4,70E+02 -5,10E+02 -1,50E-03 4,70E+02 2,15E+06 21,8 21,20 21,8 0,00 0,00 OK OK OK
108 7 15 14 11 bea m -4,70E+03 2,05E+06 5,09E+02 -2,14E+03 -1,37E-03 5,09E+02 1,99E+06 20,2 19,54 20,2 0,00 0,07 OK OK OK
107 7 14 13 11 bea m 1,86E+04 1,92E+06 2,14E+03 4,32E+03 -1,28E-03 2,14E+03 1,88E+06 20,1 17,56 20,1 0,00 0,28 OK OK OK
106 7 13 12 11 bea m -1,76E+04 1,85E+06 -4,32E+03 -1,88E+03 -1,24E-03 4,32E+03 1,80E+06 20,5 15,37 20,5 0,00 0,26 OK OK OK
105 7 12 11 11 bea m 1,31E+04 1,74E+06 1,88E+03 2,72E+03 -1,16E-03 1,88E+03 1,66E+06 17,8 15,51 17,8 0,00 0,20 OK OK OK
104 7 11 10 11 bea m -1,24E+04 1,59E+06 -2,72E+03 -1,56E+03 -1,06E-03 2,72E+03 1,52E+06 16,9 13,60 16,9 0,00 0,19 OK OK OK
103 7 10 9 11 bea m 1,01E+04 1,46E+06 1,56E+03 1,94E+03 -9,74E-04 1,56E+03 1,38E+06 14,7 12,83 14,7 0,00 0,15 OK OK OK
102 7 9 8 11 bea m -6,25E+03 1,29E+06 -1,94E+03 -7,33E+02 -8,63E-04 1,94E+03 1,21E+06 13,3 10,93 13,3 0,00 0,09 OK OK OK
101 7 8 7 11 bea m 1,28E+03 1,13E+06 7,32E+02 -3,01E+02 -7,50E-04 7,32E+02 1,27E+06 13,2 12,29 13,2 0,00 0,02 OK OK OK
100 7 7 6 11 bea m 7,66E+02 1,42E+06 3,05E+02 -4,77E+01 -9,47E-04 3,05E+02 1,20E+06 12,2 11,82 12,2 0,00 0,01 OK OK OK
99 7 6 5 11 bea m 3,43E+03 9,79E+05 5,11E+01 1,55E+03 -6,53E-04 5,11E+01 8,95E+05 9,0 8,92 9,0 0,00 0,05 OK OK OK
98 7 5 4 11 bea m -6,12E+03 8,12E+05 -1,55E+03 -3,66E+02 -5,41E-04 1,55E+03 5,97E+05 6,9 5,04 6,9 0,00 0,09 OK OK OK
97 7 4 3 11 bea m 6,10E+03 3,83E+05 3,64E+02 1,55E+03 -2,55E-04 3,64E+02 2,78E+05 3,0 2,56 3,0 0,00 0,09 OK OK OK
96 7 3 2 11 bea m 1,34E+04 1,74E+05 -1,55E+03 7,93E+03 -1,16E-04 1,55E+03 -3,24E+05 -2,3 -4,17 0,0 -4,17 0,20 OK NOT OK OK
95 7 2 1 11 bea m -1,56E+04 -8,22E+05 -7,93E+03 2,72E+02 5,48E-04 7,93E+03 -8,22E+05 -3,5 -12,98 0,0 -12,98 0,23 OK NOT OK OK
Worsy 24,5 -13,47 0,28

• Final shotcrete layer (15 cm) in the benching section

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

b= 0,15 I= 0,0002813 COMPRESION TENSION SHEAR

35 2,25 2,25
Mma x Mmi n Comp. Tens i on Shea r Reduction Factor
El em ID Nod1 Nod2 Prop F-s hea r F-a xi a l Mom-1 Mom-2 s tra i n M (m·N) N (N) (MPa ) (MPa ) (MPa ) (MPa ) (MPa ) 0,67 0,67 0,67

156 9 118 45 13 bea m 3,90E+03 2,73E+05 1,78E+03 1,49E+02 -1,21E-04 1,78E+03 5,37E+05 4,1 3,11 4,1 0,00 0,04 OK OK OK
155 9 117 118 13 bea m 1,72E+04 8,02E+05 1,05E+04 -1,78E+03 -3,56E-04 1,05E+04 1,19E+06 10,7 5,13 10,7 0,00 0,17 OK OK OK
154 9 116 117 13 bea m -9,10E+03 1,57E+06 5,84E+03 -1,05E+04 -6,99E-04 5,84E+03 1,79E+06 13,5 10,38 13,5 0,00 0,09 OK OK OK
153 9 115 116 13 bea m -1,01E+04 2,01E+06 7,01E+02 -5,84E+03 -8,91E-04 7,01E+02 2,06E+06 13,9 13,53 13,9 0,00 0,10 OK OK OK
152 9 114 115 13 bea m -1,21E+03 2,11E+06 8,92E+01 -7,01E+02 -9,37E-04 8,92E+01 2,02E+06 13,5 13,41 13,5 0,00 0,01 OK OK OK
151 9 113 114 13 bea m 3,02E+03 1,92E+06 1,61E+03 -9,31E+01 -8,55E-04 1,61E+03 1,82E+06 12,6 11,72 12,6 0,00 0,03 OK OK OK
150 9 112 113 13 bea m 4,47E+03 1,72E+06 3,80E+03 -1,60E+03 -7,65E-04 3,80E+03 1,62E+06 11,8 9,81 11,8 0,00 0,04 OK OK OK
149 9 111 112 13 bea m -1,11E+04 1,53E+06 -1,52E+03 -3,80E+03 -6,79E-04 1,52E+03 1,09E+06 7,7 6,86 7,7 0,00 0,11 OK OK OK
148 9 110 111 13 bea m 3,74E+03 6,53E+05 4,93E+00 1,52E+03 -2,90E-04 4,93E+00 6,53E+05 4,4 4,35 4,4 0,00 0,04 OK OK OK
147 8 109 1 12 bea m -3,92E+03 2,83E+05 -1,63E+03 -3,08E+02 -1,26E-04 1,63E+03 5,48E+05 4,1 3,21 4,1 0,00 0,04 OK OK OK
146 8 108 109 12 bea m -1,89E+04 8,12E+05 -1,11E+04 1,63E+03 -3,61E-04 1,11E+04 1,19E+06 10,9 4,99 10,9 0,00 0,19 OK OK OK
145 8 107 108 12 bea m 1,07E+04 1,58E+06 -5,73E+03 1,11E+04 -7,00E-04 5,73E+03 1,80E+06 13,5 10,44 13,5 0,00 0,11 OK OK OK
144 8 106 107 12 bea m 1,02E+04 2,02E+06 -5,42E+02 5,74E+03 -8,96E-04 5,42E+02 2,05E+06 13,8 13,55 13,8 0,00 0,10 OK OK OK
143 8 105 106 12 bea m 9,02E+02 2,09E+06 -9,15E+01 5,48E+02 -9,30E-04 9,15E+01 2,01E+06 13,4 13,37 13,4 0,00 0,01 OK OK OK
142 8 104 105 12 bea m -2,87E+03 1,93E+06 -1,52E+03 8,63E+01 -8,56E-04 1,52E+03 1,82E+06 12,6 11,76 12,6 0,00 0,03 OK OK OK
141 8 103 104 12 bea m -4,80E+03 1,72E+06 -3,89E+03 1,52E+03 -7,66E-04 3,89E+03 1,64E+06 11,9 9,88 11,9 0,00 0,05 OK OK OK
140 8 102 103 12 bea m 1,04E+04 1,55E+06 1,13E+03 3,89E+03 -6,89E-04 1,13E+03 1,11E+06 7,7 7,11 7,7 0,00 0,10 OK OK OK
139 8 101 102 12 bea m -2,80E+03 6,73E+05 -4,20E+00 -1,13E+03 -2,99E-04 4,20E+00 6,73E+05 4,5 4,48 4,5 0,00 0,03 OK OK OK
Worst 13,9 0,00 0,19

It can be deducted from top heading final stage, that there are some localized points in the spring
line, where it has been obtained tension and shear stresses. This conclusion is logical, and it is
justified by the heaving in the benching excavation stage, and generation of flexural actions in
the bottom of top heading, the tension stresses, in case of appearance, could be absorbed by the
shotcrete tension strength, wire-mesh or fibres in the shotcrete.

Theoretical simulations of swelling in the tunnel invert are not produced practically up to this
magnitude. Hence, the few points are not required to be taken into consideration in the analysis,
and can be neglected.

Values of axial compression are Ok except in one crown node, which has resulted to be 24,50
MPa (i.e., with SF= 1,43). Being an isolated and singular point with SF close to 1,50 it can be
considered acceptable.

With reference to the tension stresses there are a couple of nodes at each sidewall, spring line
level, where tension is appearing. They form isolated points where it is common in theoretical
analysis to obtain these results due to “heaving” in the heading stage, which further is excavated
in benching phase. This phenomenon is not usual in the practice of tunnelling, at least for good
quality rock mass.

In this case it is advisable to monitor specifically the support behaviour in such points, in order
to verify if tensions are real.

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

In case of the bolts, the resulting loads are as follows:

Figure 6.2-7des.- Overburden 1070 m. Final stage. Support. Axial forces (tension) in bolts

7 CONCLUSIONS

The actions obtained in the calculations are inside the acceptable strength fixed limits; therefore
they comply with the structural verification.

The stresses appearing in the final stage of support are close to the limiting established values,
with safety factor near SF= 1.50 for shotcrete support elements.

In the final state it has been obtained the following results:

• For top heading phase, the results for worst values of shotcrete structural layer (thickness 10
cm) are as under:

COMPRESSION TENSION SHEAR

MPa MPa MPa
24.5 13.27
0.28
NOT COMPLY NOT COMPLY
It can be derived that there are values of shear and tension stresses which do not comply with
the required Safety factor, but they are singular and isolated few points only. The tensions are

195
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4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

generated in the bottom nodes located in both the sidewalls, and the shear also in two nodes for
each sidewall, also in the bottom of top heading section.

These values, although they are high, appear normally in this type of theoretical analysis, due to
the generation of efforts during the benching heaving.

In the benching it has been simulated the complete layer (5 cm safety+ structural layer). All the
model elements comply with the structural conditions.

Therefore, these "lousy" results of tension and shear that does not comply with the reduction
factors should not condition the support design, since as it has been explained are local points.
After the sequential simulation (top heading and benching) there is a “Theoretical heaving” of
the ground in the shattering that conditions the stresses on the support in the points of union
when it is excavated.

It is concluded that the E&S Class is valid. It is recommended that a monitoring control and
recognition of the status of the support on site would be carried out, especially for points located
at spring line level.

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

ANNEXURE 7.2

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

SUDHMAHADEV TUNNEL CALCULATION REPORT

Technical Note 2 – Primary support for E&S Class 2 Overburden 260 m in Tunnel-2 – Salkhala
formation

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

TABLE OF CONTENTS

1 PREFACE ..................................................................................................................................200

2 GRID GENERATION ...............................................................................................................200

3 INITIAL AND BOUNDARY CONDITIONS ..........................................................................202

4 GROUND (CONSTITUTIVE MODEL) AND SUPPORT INPUT PARAMETERS...............203

4.1 Ground type and constitutive model ..........................................................................................203

4.2 Structural elements (support) .....................................................................................................203

5 NUMERICAL ANALYSIS STAGES .......................................................................................206

6 CALCULATION RESULTS .....................................................................................................206

6.1 Top Heading stage ......................................................................................................................206

6.2 Benching stage ...........................................................................................................................213

7 CONCLUSIONS ........................................................................................................................219

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

1 PREFACE

In this Technical Note it has been verified the primary lining for Excavation and Support Class 2
in Sudhmahadev Tunnel, corresponding to the following cases:

Overburden 260m in Tunnel-2 – Salkhala formation

As per DPR Design Report, section type for E&S Class 2 of support has been defined as fol-
lowing:

• Sprayed concrete.- 15 cm (5 cm security shotcrete, sealing + 10 cm structural layer)

• SN bolts.-  = 25 mm corrugated bar in Steel min. quality 500/550 MPa, 5.00 m long

Pattern spacing: 3.00 m (longit., along tunnel axis) x 2.50 (transverse, in the cross section)

For this verification it has been checked structurally all constituents’ elements of support, once
finalized the calculation of numerical model including ground parameters, overburden, excava-
tion phase’s geometry, and construction stages for the forecasted support. Along the process of
numerical analysis by FDM it has been obtained stress and deformation status for different stag-
es (temporary and permanent, or final).

For this purpose, it has been used as design tool the software FLAC2D from Itasca Consulting
Group Inc.

Finally, it is pertinent to highlight that the conclusions and results of this calculation report
remain valid if there is a variation in the tunnel dimensions (equivalent diameter D) less
than 5% of same. In addition to this, in case of tunnel dimension decrease, analysis could be
considered very slightly conservative, while in case of diameter increase, the inconvenient varia-
tion of results is almost negligible, and absorbed by other conservative assumptions.

2 GRID GENERATION

The grid modelling has a horizontal development of 100 m, and a vertical dimension of 100 m
also. For the analysis of case with cover 260 m and it has been applied a boundary stress condi-
tion in the top grid limit, which value is following:

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Syy = mass density (Depth – y_d),

Where: Depth= terrain elevation with reference to the tunnel center

255 m + 5 m (approx. height of crown with reference to center) = 260 m

y_d = Elevation in the upper side of grid;

In this way it is reduced the number of elements in the grid, the boundaries are located at enough
distance from tunnel center, and there is no erroneous geometries generation in the grid.

Grid generation with application of stress at upper side of the model (boundary)

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Grid detail

3 INITIAL AND BOUNDARY CONDITIONS

As the model limits (boundaries) are located far enough from the tunnel excavation, the defor-
mations which can be developed are practically insignificant. Hence, it has been assumed that
normal displacement in the left and side are constrained, as well as in the bottom limit of model.

The tunnel section analyzed is found at more depth than the distance from the upper boundary,
therefore it is subjected to a vertical pressure of model elements situated above it, plus to a sur-
charge consisting on the vertical pressure given by the height difference between real overbur-
den and distance to the upper grid side.

Prior to introduce any construction step in the model, stresses have to be initialized the stresses:

Vertical stress V =  · g · h

Horizontal stress H = K0 · V

It is assumed as acceptable the use of a ratio of in situ stress horizontal to vertical with value of
K0 = 1.00.

202
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4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

4 GROUND (CONSTITUTIVE MODEL) AND SUPPORT INPUT PARAMETERS

The input values for parameters which have been included in the model setup are as below:

4.1 Ground type and constitutive model

• Constitutive model considered is the classical elastoplastic Mohr-Coulomb.

• Ground Type: RMT-2, metamorphic rocks formed by: micaschist, quartzite, phyllite and
metavocanics (Salkhala formation, 3.2).

• Overburden: 260 m.

ELASTIC ROCK MASS PA- HOEK-BROWN

PLASTIC UNIT
GROUND RAMETERS CLASSIFICATION
DEPTH WEIGHT
TYPE E K G ci C 
 GSI mi (kN/m3 )
(MPa) (MPa) (MPa) (MPa) (MPa) (º)
RMT-2
Salkhala 260 m 7900 0.26 5486 3135 34.9 55 14 1.10 43 26.00
fm.
4.2 Structural elements (support)

In the calculation model it has been considered the following support elements:

• Rock bolts  = 25 mm, for tunnel support.

• Sprayed concrete of strength 35 N/mm2 (C35/45 quality), for tunnel support

Calculation properties and assumptions which have been established for the support elements
are following.

Rock Bolts

Simulated through unidimensional structural elements of type “cable”

The SN bolt foreseen is Steel corrugated bar  = 25 mm with 5.00 m of length

Material properties are defined by following parameters:

• Young modulus E = 210 GPa

• Cross section area A = 4.91 e-4 m2

• Breaking force limit 25 e4 N

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4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

• Bolt rigidity(ground-bolt) Kb = 28 e6 N/m/m

• Ultimate bond (ground-bolt) Sb = 32 e4 N/m

• Spacing 2.50 m (transverse) x 3.00 m (longitudinal)

Sprayed concrete

Shotcrete thickness is 15 cm (assumed 5 cm of safety sealing + 10 cm of structural layer).

The sprayed concrete for tunnel support is simulated by unidimensional structural elements type
beam.

The properties of shotcrete are:

• Young Modulus E = 15 GPa

• Poisson ratio  = 0.2

• Unit weight  = 2.50 t/m3

For the numerical modelling of shotcrete in temporary support situations, it has been adjusted
the following curing law:

120%

100%

80%
fcj/fc28

60%

40%

20%

0%
0 5 10 15 20 25 30
Edad (días)

Ensayos Geocontrol (2000) EHE Endurecimiento normal EHE Endurecimiento rápido

Ensayos Estefanía (2000) Ensayos Dramix (1998)

Días 0 1 3 7 28 90
Curing factor 0.00 0.18 0.55 0.75 1.00 1.15

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4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Based on lab tests, it is derived a direct relationship between the concrete strength for a deter-
mined age (fcj) and the modulus of elasticity at this same time (Ej), like it can be observed in the
following chart developed empirically:

40000

35000

30000

25000
Ej(MPa)

20000

15000

10000 y = 491.65x
R2 = 0.7535
5000

0
0 5 10 15 20 25 30 35 40 45
fcj(MPa)

Ensayos Geocontrol (2000) EHE EH-91

For a sprayed concrete of 35 MPa of characteristic compressive strength it is obtained an elastic-

ity modulus at an age of 28 days as following:

Ej = 491.65·fcj → Ec (28) = 491.65·f ck (28) = 491.65·35 = 17207 MPa ≈ 15000 MPa

Based on the value of Ec (28) and curing factors described above it can be determined some
stiffnesses of shotcrete in primary lining temporary situations.

It has been considered for the safety layer of thickness 5 cm that, in temporary conditions, the
curing up to 2-3 days (time period between spraying and when all the load is coming to the lay-
er) reaches the value Ec (3 days) = 8112 MPa, and the strength of the shotcrete for this period is
around 16.5 MPa.

When the second layer is installed, it is considered that sprayed concrete is totally cured/settled
and their properties can be replaced by the final ones.

The same assumption can be considered when the support is installed in the benching excava-
tion.

For the stress verification stage, it can be established a characteristic value of sprayed concrete
strength of 35, and it is estimated a tension strength value of 2.25 MPa.

205
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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

5 NUMERICAL ANALYSIS STAGES

OVERBURDEN 260 M IN TUNNEL-1- SALKHALA FORMATION.

Calculation steps developed for the model are following:

1. Initial status. Balance of stresses due to overburden

2. Top Heading excavation. Tension release status for expected round length Pi = 10%·P 0.

3. Top Heading Support. Bolts, Steel arches are installed along with spraying of 15 cm thick
concrete. This is implemented in two phases:

• Safety shotcrete (sealing) 5 cm thick + rock bolts installation. Tension release ratio 3%
(Pi = 3%·P 0)

• Remaining thickness of sprayed concrete, thickness 10 cm, as structural layer. Tension

release ratio 0%

4. Benching excavation. All benching area is excavated

• Tension release ratio 8% (Pi = 8%·P 0)

5. Benching support. This is executed in only one stage:

• Installation of 15 cm of sprayed concrete along with the bolts in the benching portion.
The ratio of stress release is nil.

6 CALCULATION RESULTS

OVERBURDEN 1070 M IN TUNNEL-1 – RAMBAN FORMATION

In the following tables, it is included a summary of calculation results, for behavior and structur-
al verification:

6.1 Top Heading stage

TOP HEADING STAGE

Analysed variables Values Fig. Observations
Vertical displacement (mm)
Ground

-5.82 (crown) 6.1-1av

(Excavation phase) Max. radial deformation (1)
Horizontal displace- = 0.11%
2.63 (sidewalll) 6.1-2av
ment(mm)

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

TOP HEADING STAGE

Analysed variables Values Fig. Observations
(Excavation phase)
Plasticization
low 6.1-3av Very small extension
(Excavation phase)
Vertical displacement (mm)
-6.92 (crown) 6.1-4av
(Support final stage)
Max. radial deformation (1)
Horizontal displacement
3.36 (sidewall, 2.25 m = 0.13%
(mm) 6.1-5av
above spring line)
(Support final stage)
Max. Horizontal conver-
Support deformation trace 1.11 gence (2):
6.1-6av
(mm) 0.82 (sidewall) 1.64 mm after top heading
Support

support (0.01%)
Moments in concrete (m·N) 2.90e2 6.1-7av
Valid FS
Axial force in concrete (N) 1.92e5 6.1-8av
Axial tensión forcé in bolts
4.19e3 6.1-9av Ok
(N)
Note (1): For excavation radius of 5.30 m, this can be modified up to 5% of tunnel diameter

Note (2): Measured in horizontal chord. 1.50-2.00 m above spring line

Figure 6.1-1av.- Overburden 260 m. Top Heading phase. Ground Vert.displacements during ex-
cavation stage

207
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4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.1-2av.- Overburden 260 m. Top Heading phase. Ground Hor. displacements during ex-
cavation stage

Figure 6.1-3av.- Overburden 260 m. Top Heading phase. Plasticization during excavation stage

208
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following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.1-4av.- .- Overburden 260 m. Top Heading phase. Vertical displacements during final
support stage

Figure 6.1-5av.- Overburden 260 m. Top Heading phase. Horiz. displacements during final sup-
port stage

Below are analyzed the actions on the support elements:

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4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.1-6av.- Overburden 260 m. Top Heading phase. Deformations in shotcrete support

Figure 6.1-7av.- Overburden 260 m. Top heading phase. Moments in shotcrete support

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.1-8av.- Overburden 260 m. Top heading phase. Axial forces in shotcrete support

• Actions on shotcrete support structural beam (thickness = 10 cm)

211
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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.
b= 0,1 I= 8,333E-05 COMP. TENSION SHEAR
35 2,25 2,25
Mma x Mmi n Comp. Tens i on Shea r Reduction Factor
El em ID Nod1 Nod2 Prop F-s hea r F-a xi a l Mom-1 Mom-2 s tra i n M (m·N) N (N) (MPa ) (MPa ) (MPa ) (MPa ) (MPa ) 0,67 0,67 0,67
2,83E+01 2,36E+04 0,3 0,22 0,3 0,00 OK OK OK
158 9 45 44 11 bea m 5,76E+01 2,36E+04 -1,08E-01 2,83E+01 -1,57E-05 1,08E-01 6,67E+04 0,7 0,67 0,7 0,00 0,00 OK OK OK
157 9 44 43 11 bea m -6,69E+02 1,10E+05 -2,86E+01 -2,90E+02 -7,31E-05 2,86E+01 1,51E+05 1,5 1,49 1,5 0,00 0,01 OK OK OK
156 9 43 42 11 bea m 6,11E+02 1,92E+05 2,90E+02 -9,78E+01 -1,28E-04 2,90E+02 1,81E+05 2,0 1,64 2,0 0,00 0,01 OK OK OK
155 9 42 41 11 bea m -7,94E+01 1,70E+05 9,73E+01 -1,22E+02 -1,14E-04 9,73E+01 1,73E+05 1,8 1,68 1,8 0,00 0,00 OK OK OK
154 9 41 40 11 bea m 1,15E+02 1,77E+05 1,22E+02 -6,89E+01 -1,18E-04 1,22E+02 1,78E+05 1,9 1,71 1,9 0,00 0,00 OK OK OK
153 9 40 39 11 bea m 1,97E+02 1,79E+05 6,86E+01 -2,53E+00 -1,19E-04 6,86E+01 1,60E+05 1,6 1,56 1,6 0,00 0,00 OK OK OK
152 9 39 38 11 bea m -4,65E+01 1,41E+05 1,92E+00 -1,75E+01 -9,39E-05 1,92E+00 1,34E+05 1,3 1,34 1,3 0,00 0,00 OK OK OK
151 9 38 37 11 bea m -2,18E+02 1,28E+05 1,76E+01 -1,11E+02 -8,51E-05 1,76E+01 1,27E+05 1,3 1,26 1,3 0,00 0,00 OK OK OK
150 9 37 36 11 bea m 6,14E+01 1,27E+05 1,11E+02 -8,96E+01 -8,47E-05 1,11E+02 1,24E+05 1,3 1,17 1,3 0,00 0,00 OK OK OK
149 9 36 35 11 bea m 9,27E+02 1,21E+05 8,87E+01 2,33E+02 -8,07E-05 8,87E+01 1,18E+05 1,2 1,13 1,2 0,00 0,01 OK OK OK
148 9 35 34 11 bea m -1,01E+03 1,15E+05 -2,32E+02 -1,22E+02 -7,65E-05 2,32E+02 1,10E+05 1,2 0,96 1,2 0,00 0,02 OK OK OK
147 9 34 33 11 bea m 1,16E+03 1,05E+05 1,23E+02 2,88E+02 -6,99E-05 1,23E+02 1,02E+05 1,1 0,94 1,1 0,00 0,02 OK OK OK
146 9 33 32 11 bea m -1,06E+03 9,89E+04 -2,89E+02 -7,80E+01 -6,59E-05 2,89E+02 9,26E+04 1,1 0,75 1,1 0,00 0,02 OK OK OK
145 9 32 31 11 bea m -7,50E+01 8,62E+04 7,88E+01 -1,05E+02 -5,75E-05 7,88E+01 9,30E+04 1,0 0,88 1,0 0,00 0,00 OK OK OK
144 9 31 30 11 bea m 3,25E+02 9,97E+04 1,05E+02 3,45E+01 -6,65E-05 1,05E+02 9,22E+04 1,0 0,86 1,0 0,00 0,00 OK OK OK
143 9 30 29 11 bea m -6,70E+02 8,46E+04 -3,56E+01 -1,89E+02 -5,64E-05 3,56E+01 8,00E+04 0,8 0,78 0,8 0,00 0,01 OK OK OK
142 9 29 28 11 bea m 5,20E+02 7,54E+04 1,89E+02 -1,50E+01 -5,03E-05 1,89E+02 8,50E+04 1,0 0,74 1,0 0,00 0,01 OK OK OK
141 9 28 27 11 bea m 2,64E+02 9,46E+04 1,45E+01 1,10E+02 -6,31E-05 1,45E+01 8,96E+04 0,9 0,89 0,9 0,00 0,00 OK OK OK
140 9 27 26 11 bea m -1,31E+02 8,45E+04 -1,10E+02 4,48E+01 -5,64E-05 1,10E+02 7,52E+04 0,8 0,69 0,8 0,00 0,00 OK OK OK
139 9 26 25 11 bea m 8,15E+02 6,58E+04 -4,57E+01 2,76E+02 -4,39E-05 4,57E+01 5,37E+04 0,6 0,51 0,6 0,00 0,01 OK OK OK
138 9 25 24 11 bea m -1,92E+03 4,17E+04 -2,79E+02 -2,64E+02 -2,78E-05 2,79E+02 6,27E+04 0,8 0,46 0,8 0,00 0,03 OK OK OK
137 9 24 23 11 bea m 5,96E+02 8,36E+04 2,65E+02 2,12E+01 -5,58E-05 2,65E+02 8,37E+04 1,0 0,68 1,0 0,00 0,01 OK OK OK
136 9 23 22 11 bea m -6,00E+02 8,37E+04 -2,06E+01 -2,68E+02 -5,58E-05 2,06E+01 6,26E+04 0,6 0,61 0,6 0,00 0,01 OK OK OK
135 9 22 21 11 bea m 1,93E+03 4,16E+04 2,66E+02 2,78E+02 -2,77E-05 2,66E+02 5,36E+04 0,7 0,38 0,7 0,00 0,03 OK OK OK
134 9 21 20 11 bea m -8,28E+02 6,57E+04 -2,79E+02 4,44E+01 -4,38E-05 2,79E+02 7,50E+04 0,9 0,58 0,9 0,00 0,01 OK OK OK
133 9 20 19 11 bea m 1,35E+02 8,43E+04 -4,39E+01 1,11E+02 -5,62E-05 4,39E+01 8,94E+04 0,9 0,87 0,9 0,00 0,00 OK OK OK
132 9 19 18 11 bea m -2,72E+02 9,44E+04 -1,12E+02 -1,65E+01 -6,30E-05 1,12E+02 8,49E+04 0,9 0,78 0,9 0,00 0,00 OK OK OK
131 9 18 17 11 bea m -5,10E+02 7,53E+04 1,65E+01 -1,88E+02 -5,02E-05 1,65E+01 8,00E+04 0,8 0,79 0,8 0,00 0,01 OK OK OK
130 9 17 16 11 bea m 6,65E+02 8,46E+04 1,88E+02 3,51E+01 -5,64E-05 1,88E+02 9,22E+04 1,0 0,81 1,0 0,00 0,01 OK OK OK
129 9 16 15 11 bea m -3,28E+02 9,97E+04 -3,48E+01 -1,06E+02 -6,65E-05 3,48E+01 9,30E+04 1,0 0,91 1,0 0,00 0,00 OK OK OK
128 9 15 14 11 bea m 8,13E+01 8,63E+04 1,06E+02 -7,73E+01 -5,75E-05 1,06E+02 9,26E+04 1,0 0,86 1,0 0,00 0,00 OK OK OK
127 9 14 13 11 bea m 1,05E+03 9,90E+04 7,78E+01 2,88E+02 -6,60E-05 7,78E+01 1,02E+05 1,1 0,97 1,1 0,00 0,02 OK OK OK
126 9 13 12 11 bea m -1,18E+03 1,05E+05 -2,86E+02 -1,29E+02 -7,00E-05 2,86E+02 1,10E+05 1,3 0,93 1,3 0,00 0,02 OK OK OK
125 9 12 11 11 bea m 1,06E+03 1,15E+05 1,29E+02 2,46E+02 -7,65E-05 1,29E+02 1,18E+05 1,3 1,10 1,3 0,00 0,02 OK OK OK
124 9 11 10 11 bea m -9,84E+02 1,21E+05 -2,46E+02 -9,53E+01 -8,06E-05 2,46E+02 1,24E+05 1,4 1,09 1,4 0,00 0,01 OK OK OK
123 9 10 9 11 bea m -5,14E+01 1,27E+05 9,47E+01 -1,13E+02 -8,47E-05 9,47E+01 1,27E+05 1,3 1,22 1,3 0,00 0,00 OK OK OK
122 9 9 8 11 bea m 2,27E+02 1,28E+05 1,13E+02 -1,57E+01 -8,52E-05 1,13E+02 1,35E+05 1,4 1,28 1,4 0,00 0,00 OK OK OK
121 9 8 7 11 bea m 3,97E+01 1,41E+05 1,66E+01 -3,24E+00 -9,41E-05 1,66E+01 1,60E+05 1,6 1,59 1,6 0,00 0,00 OK OK OK
120 9 7 6 11 bea m -1,95E+02 1,79E+05 3,93E+00 -6,95E+01 -1,19E-04 3,93E+00 1,78E+05 1,8 1,78 1,8 0,00 0,00 OK OK OK
119 9 6 5 11 bea m -1,14E+02 1,77E+05 6,91E+01 -1,22E+02 -1,18E-04 6,91E+01 1,74E+05 1,8 1,69 1,8 0,00 0,00 OK OK OK
118 9 5 4 11 bea m 8,26E+01 1,70E+05 1,23E+02 -9,70E+01 -1,14E-04 1,23E+02 1,81E+05 1,9 1,74 1,9 0,00 0,00 OK OK OK
117 9 4 3 11 bea m -6,06E+02 1,92E+05 9,77E+01 -2,88E+02 -1,28E-04 9,77E+01 1,51E+05 1,6 1,45 1,6 0,00 0,01 OK OK OK
116 9 3 2 11 bea m 6,58E+02 1,10E+05 2,88E+02 2,48E+01 -7,31E-05 2,88E+02 6,67E+04 0,8 0,49 0,8 0,00 0,01 OK OK OK
115 9 2 1 11 bea m -4,84E+01 2,37E+04 -2,42E+01 5,47E-01 -1,58E-05 2,42E+01 2,37E+04 0,3 0,22 0,3 0,00 0,00 OK OK OK
Worst 2,0 0,00 0,03

As it can be noticed, the worst axial compression value is 2.0 MPa, lower than the acceptable
limit considered, also it conforms to the reduction factors established in structural verification.
In addition to this, for tension and shear stresses conforms to the maximum acceptable values
including reduction factors. Hence, for permanent conditions it can be considered as acceptable
and valid.

Regarding bolts, it has been got following actions:

212
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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.1-9av.- Overburden 260 m. Top heading phase. Axial forces in support bolts.

6.2 Benching stage

BENCHING STAGE
Analysis variables Values Fig. Observations
Vertical Displacement (mm)
-7.16 (crown) 6.2-1des
(final support stage)
Max radial deformation (1) =
Terreno

Despl. Horizontal Displace-

0.13%
ment (mm) 7.13 (sidewall) 6.2-2des
(final support stage)
Plasticisation Around 1.00-
6.2-3des Low plasticization extension
(final support stage) 2.00m
Max. horizontal convergence
-6.97 (2):
Sostenimiento

Deformation in support (mm) 6.2-4des

6.64 (sidewall) 13.14 mm after benching sup-
port (0.12%)
Moments in shotcrete (m·N) 7.17e3 6.2-5des
Valid FS
Axial forces in shotcrete (N) 8.19e5 6.2-6des
Axial tensión forces in bolts
1.37e4 6.2-7des Ok
(N)
Note (1): For excavation radius of 5.30 m, this can be modified up to 5% of tunnel diameter

Note (2): Measured in a horizontal chord located above spring line

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following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.2-1des.- Overburden 260 m. Benching phase. Vertical displacements in the ground. Final
stage

Figure 6.2-2des Overburden 260 m. Benching phase. Horizontal displacements in the ground.
Final stage

214
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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.2-3des.- Overburden 260 m. Benching phase. Plasticization. Final stage

Figure 6.2-4des.- Overburden 260 m. Benching phase. Support. Shotcrete deformation. Final
stage

215
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.2-5des.- Overburden 260 m. Benching phase. Support. Moments in shotcrete. Final stage

Figure 6.2-6des.- Overburden 260 m. Benching phase. Support. Axial forces in shotcrete. Final
Stage

Actions on sprayed concrete in the final support stage are following:

216
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

• Shotcrete structural layer (10 cm) in the top heading section

b= 0,1 I= 8,333E-05 COMP. TENSION SHEAR
35 2,25 2,25
Mma x Mmi n Comp. Tens i on Shea r Reduction Factor
El em ID Nod1 Nod2 Prop F-s hea r F-a xi a l Mom-1 Mom-2 s tra i n M (m·N) N (N) (MPa ) (MPa ) (MPa ) (MPa ) (MPa ) 0,67 0,67 0,67
5,95E+03 -8,19E+05 -4,6 -11,76 0,0 -11,76 OK NOT OK OK
158 9 45 44 11 bea m 1,28E+04 -8,19E+05 2,97E+02 5,95E+03 5,46E-04 2,97E+02 -5,88E+05 -5,7 -6,06 0,0 -6,06 0,19 OK NOT OK OK
157 9 44 43 11 bea m -1,11E+04 -3,56E+05 -5,95E+03 6,53E+02 2,38E-04 5,95E+03 -3,11E+05 0,5 -6,67 0,5 -6,67 0,17 OK NOT OK OK
156 9 43 42 11 bea m -2,76E+03 -2,65E+05 -6,53E+02 -2,13E+02 1,77E-04 6,53E+02 -1,81E+05 -1,4 -2,20 0,0 -2,20 0,04 OK NOT OK OK
155 9 42 41 11 bea m 2,11E+03 -9,77E+04 2,14E+02 4,47E+02 6,51E-05 2,14E+02 -2,64E+04 -0,1 -0,39 0,0 -0,39 0,03 OK OK OK
154 9 41 40 11 bea m -1,18E+03 4,50E+04 -4,47E+02 -1,05E+02 -3,00E-05 4,47E+02 1,74E+05 2,0 1,48 2,0 0,00 0,02 OK OK OK
153 9 40 39 11 bea m 1,07E+03 3,04E+05 1,04E+02 2,54E+02 -2,03E-04 1,04E+02 2,47E+05 2,5 2,41 2,5 0,00 0,02 OK OK OK
152 9 39 38 11 bea m -7,17E+02 1,91E+05 -2,56E+02 1,55E+01 -1,27E-04 2,56E+02 2,55E+05 2,7 2,40 2,7 0,00 0,01 OK OK OK
151 9 38 37 11 bea m 9,20E+02 3,20E+05 -1,60E+01 4,10E+02 -2,13E-04 1,60E+01 3,31E+05 3,3 3,30 3,3 0,00 0,01 OK OK OK
150 9 37 36 11 bea m -2,29E+03 3,42E+05 -4,10E+02 -3,82E+02 -2,28E-04 4,10E+02 3,78E+05 4,0 3,53 4,0 0,00 0,03 OK OK OK
149 9 36 35 11 bea m 4,56E+03 4,14E+05 3,82E+02 1,20E+03 -2,76E-04 3,82E+02 4,32E+05 4,6 4,10 4,6 0,00 0,07 OK OK OK
148 9 35 34 11 bea m -5,08E+03 4,51E+05 -1,20E+03 -5,92E+02 -3,01E-04 1,20E+03 4,69E+05 5,4 3,97 5,4 0,00 0,08 OK OK OK
147 9 34 33 11 bea m 5,84E+03 4,86E+05 5,93E+02 1,47E+03 -3,24E-04 5,93E+02 4,91E+05 5,3 4,56 5,3 0,00 0,09 OK OK OK
146 9 33 32 11 bea m -5,99E+03 4,97E+05 -1,47E+03 -6,08E+02 -3,31E-04 1,47E+03 5,05E+05 5,9 4,17 5,9 0,00 0,09 OK OK OK
145 9 32 31 11 bea m 3,00E+03 5,13E+05 6,08E+02 4,32E+02 -3,42E-04 6,08E+02 5,29E+05 5,7 4,92 5,7 0,00 0,05 OK OK OK
144 9 31 30 11 bea m -1,98E+03 5,44E+05 -4,32E+02 -4,16E+02 -3,63E-04 4,32E+02 5,52E+05 5,8 5,26 5,8 0,00 0,03 OK OK OK
143 9 30 29 11 bea m 2,39E+03 5,60E+05 4,15E+02 3,86E+02 -3,73E-04 4,15E+02 5,65E+05 5,9 5,40 5,9 0,00 0,04 OK OK OK
142 9 29 28 11 bea m -9,87E+02 5,71E+05 -3,87E+02 5,53E+01 -3,80E-04 3,87E+02 5,99E+05 6,2 5,75 6,2 0,00 0,01 OK OK OK
141 9 28 27 11 bea m 4,72E+02 6,27E+05 -5,48E+01 2,77E+02 -4,18E-04 5,48E+01 6,35E+05 6,4 6,31 6,4 0,00 0,01 OK OK OK
140 9 27 26 11 bea m -2,21E+02 6,42E+05 -2,77E+02 1,67E+02 -4,28E-04 2,77E+02 6,37E+05 6,5 6,21 6,5 0,00 0,00 OK OK OK
139 9 26 25 11 bea m -6,77E+02 6,32E+05 -1,68E+02 -2,40E+01 -4,21E-04 1,68E+02 6,22E+05 6,3 6,12 6,3 0,00 0,01 OK OK OK
138 9 25 24 11 bea m 1,04E+03 6,11E+05 2,34E+01 2,71E+02 -4,08E-04 2,34E+01 6,19E+05 6,2 6,18 6,2 0,00 0,02 OK OK OK
137 9 24 23 11 bea m -8,16E+02 6,27E+05 -2,72E+02 -1,20E+02 -4,18E-04 2,72E+02 6,27E+05 6,4 6,10 6,4 0,00 0,01 OK OK OK
136 9 23 22 11 bea m 8,13E+02 6,27E+05 1,20E+02 2,71E+02 -4,18E-04 1,20E+02 6,19E+05 6,3 6,11 6,3 0,00 0,01 OK OK OK
135 9 22 21 11 bea m -1,03E+03 6,11E+05 -2,70E+02 -2,14E+01 -4,07E-04 2,70E+02 6,21E+05 6,4 6,05 6,4 0,00 0,02 OK OK OK
134 9 21 20 11 bea m 6,71E+02 6,31E+05 2,22E+01 1,68E+02 -4,21E-04 2,22E+01 6,36E+05 6,4 6,35 6,4 0,00 0,01 OK OK OK
133 9 20 19 11 bea m 2,21E+02 6,41E+05 -1,67E+02 2,77E+02 -4,27E-04 1,67E+02 6,33E+05 6,4 6,23 6,4 0,00 0,00 OK OK OK
132 9 19 18 11 bea m -4,72E+02 6,25E+05 -2,77E+02 5,48E+01 -4,17E-04 2,77E+02 5,97E+05 6,1 5,80 6,1 0,00 0,01 OK OK OK
131 9 18 17 11 bea m 9,79E+02 5,69E+05 -5,50E+01 3,83E+02 -3,79E-04 5,50E+01 5,63E+05 5,7 5,60 5,7 0,00 0,01 OK OK OK
130 9 17 16 11 bea m -2,38E+03 5,58E+05 -3,84E+02 -4,13E+02 -3,72E-04 3,84E+02 5,50E+05 5,7 5,26 5,7 0,00 0,04 OK OK OK
129 9 16 15 11 bea m 1,96E+03 5,41E+05 4,13E+02 4,29E+02 -3,61E-04 4,13E+02 5,25E+05 5,5 5,01 5,5 0,00 0,03 OK OK OK
128 9 15 14 11 bea m -3,00E+03 5,10E+05 -4,29E+02 -6,10E+02 -3,40E-04 4,29E+02 5,01E+05 5,3 4,75 5,3 0,00 0,04 OK OK OK
127 9 14 13 11 bea m 6,02E+03 4,92E+05 6,11E+02 1,48E+03 -3,28E-04 6,11E+02 4,87E+05 5,2 4,50 5,2 0,00 0,09 OK OK OK
126 9 13 12 11 bea m -5,88E+03 4,82E+05 -1,48E+03 -6,00E+02 -3,21E-04 1,48E+03 4,64E+05 5,5 3,76 5,5 0,00 0,09 OK OK OK
125 9 12 11 11 bea m 5,17E+03 4,47E+05 6,00E+02 1,22E+03 -2,98E-04 6,00E+02 4,28E+05 4,6 3,92 4,6 0,00 0,08 OK OK OK
124 9 11 10 11 bea m -4,67E+03 4,09E+05 -1,23E+03 -3,94E+02 -2,73E-04 1,23E+03 3,73E+05 4,5 3,00 4,5 0,00 0,07 OK OK OK
123 9 10 9 11 bea m 2,41E+03 3,38E+05 3,95E+02 4,41E+02 -2,25E-04 3,95E+02 3,28E+05 3,5 3,05 3,5 0,00 0,04 OK OK OK
122 9 9 8 11 bea m -9,77E+02 3,19E+05 -4,39E+02 2,04E+01 -2,13E-04 4,39E+02 2,54E+05 2,8 2,27 2,8 0,00 0,01 OK OK OK
121 9 8 7 11 bea m 6,31E+02 1,88E+05 -2,15E+01 2,33E+02 -1,26E-04 2,15E+01 2,47E+05 2,5 2,46 2,5 0,00 0,01 OK OK OK
120 9 7 6 11 bea m -9,55E+02 3,07E+05 -2,33E+02 -8,73E+01 -2,04E-04 2,33E+02 1,71E+05 1,8 1,57 1,8 0,00 0,01 OK OK OK
119 9 6 5 11 bea m 9,71E+02 3,46E+04 8,83E+01 3,65E+02 -2,30E-05 8,83E+01 -3,52E+04 -0,3 -0,40 0,0 -0,40 0,01 OK OK OK
118 9 5 4 11 bea m -1,59E+03 -1,05E+05 -3,65E+02 -1,35E+02 6,99E-05 3,65E+02 -1,88E+05 -1,7 -2,10 0,0 -2,10 0,02 OK NOT OK OK
117 9 4 3 11 bea m 1,25E+03 -2,72E+05 1,36E+02 2,57E+02 1,81E-04 1,36E+02 -3,19E+05 -3,1 -3,27 0,0 -3,27 0,02 OK NOT OK OK
116 9 3 2 11 bea m 1,45E+04 -3,67E+05 -2,58E+02 7,17E+03 2,44E-04 2,58E+02 -5,41E+05 -5,3 -5,56 0,0 -5,56 0,22 OK NOT OK OK
115 9 2 1 11 bea m -1,57E+04 -7,15E+05 -7,17E+03 -5,32E+02 4,77E-04 7,17E+03 -7,15E+05 -2,8 -11,45 0,0 -11,45 0,24 OK NOT OK OK
Worsy 6,5 -11,76 0,24

• Final shotcrete layer (15 cm) in the benching section

b= 0,15 I= 0,0002813 COMPRESION TENSION SHEAR
35 2,25 2,25
Mma x Mmi n Comp. Tens i on Shea r Reduction Factor
El em ID Nod1 Nod2 Prop F-s hea r F-a xi a l Mom-1 Mom-2 s tra i n M (m·N) N (N) (MPa ) (MPa ) (MPa ) (MPa ) (MPa ) 0,67 0,67 0,67

176 11 140 45 13 bea m 5,34E+03 2,56E+04 2,98E+03 -3,36E+02 -1,14E-05 2,98E+03 8,14E+04 1,3 -0,25 1,3 -0,25 0,05 OK OK OK
175 11 139 140 13 bea m -3,86E+03 1,37E+05 1,04E+03 -2,98E+03 -6,10E-05 1,04E+03 2,42E+05 1,9 1,33 1,9 0,00 0,04 OK OK OK
174 11 138 139 13 bea m -8,33E+02 3,46E+05 6,12E+02 -1,04E+03 -1,54E-04 6,12E+02 4,45E+05 3,1 2,81 3,1 0,00 0,01 OK OK OK
173 11 137 138 13 bea m -1,45E+02 5,45E+05 5,39E+02 -6,13E+02 -2,42E-04 5,39E+02 5,83E+05 4,0 3,75 4,0 0,00 0,00 OK OK OK
172 11 136 137 13 bea m 5,99E+02 6,22E+05 8,42E+02 -5,39E+02 -2,76E-04 8,42E+02 6,08E+05 4,3 3,83 4,3 0,00 0,01 OK OK OK
171 11 135 136 13 bea m -1,07E+03 5,93E+05 3,06E+02 -8,41E+02 -2,64E-04 3,06E+02 5,58E+05 3,8 3,64 3,8 0,00 0,01 OK OK OK
170 11 134 135 13 bea m 1,12E+03 5,24E+05 8,62E+02 -3,09E+02 -2,33E-04 8,62E+02 4,43E+05 3,2 2,73 3,2 0,00 0,01 OK OK OK
169 11 133 134 13 bea m -6,71E+03 3,63E+05 -2,37E+03 -8,61E+02 -1,61E-04 2,37E+03 2,24E+05 2,1 0,86 2,1 0,00 0,07 OK OK OK
168 11 132 133 13 bea m 5,83E+03 8,49E+04 -2,55E+00 2,37E+03 -3,77E-05 2,55E+00 8,49E+04 0,6 0,57 0,6 0,00 0,06 OK OK OK
167 10 131 1 12 bea m 9,63E+02 5,80E+04 -1,21E+02 5,97E+02 -2,58E-05 1,21E+02 9,66E+04 0,7 0,61 0,7 0,00 0,01 OK OK OK
166 10 130 131 12 bea m -5,63E+03 1,35E+05 -2,96E+03 1,22E+02 -6,01E-05 2,96E+03 2,45E+05 2,4 0,84 2,4 0,00 0,06 OK OK OK
165 10 129 130 12 bea m 4,90E+03 3,54E+05 -4,68E+02 2,96E+03 -1,57E-04 4,68E+02 4,53E+05 3,1 2,89 3,1 0,00 0,05 OK OK OK
164 10 128 129 12 bea m -3,64E+02 5,51E+05 -6,53E+02 4,68E+02 -2,45E-04 6,53E+02 5,86E+05 4,1 3,73 4,1 0,00 0,00 OK OK OK
163 10 127 128 12 bea m -5,29E+02 6,21E+05 -9,21E+02 6,53E+02 -2,76E-04 9,21E+02 6,12E+05 4,3 3,83 4,3 0,00 0,01 OK OK OK
162 10 126 127 12 bea m 1,24E+03 6,03E+05 -3,01E+02 9,21E+02 -2,68E-04 3,01E+02 5,70E+05 3,9 3,72 3,9 0,00 0,01 OK OK OK
161 10 125 126 12 bea m -9,71E+02 5,37E+05 -7,81E+02 3,03E+02 -2,39E-04 7,81E+02 4,54E+05 3,2 2,82 3,2 0,00 0,01 OK OK OK
160 10 124 125 12 bea m 6,70E+03 3,72E+05 2,45E+03 7,80E+02 -1,65E-04 2,45E+03 2,29E+05 2,2 0,88 2,2 0,00 0,07 OK OK OK
159 10 123 124 12 bea m -6,03E+03 8,66E+04 1,01E-01 -2,45E+03 -3,85E-05 1,01E-01 8,66E+04 0,6 0,58 0,6 0,00 0,06 OK OK OK
Worst 4,3 -0,25 0,07

217
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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

It can be deducted from top heading final stage, that there are some localized points in the spring
line, where it has been obtained tension and shear stresses. This conclusion is logical, and it is
justified by the heaving in the benching excavation stage, and generation of flexural actions in
the bottom of top heading, the tension stresses, in case of appearance, could be absorbed by the
shotcrete tension strength, wire-mesh or fibres in the shotcrete. Theoretical simulations of swell-
ing in the tunnel invert are not produced practically up to this magnitude. Hence, the few points
are not required to be taken into consideration in the analysis, and can be neglected.

All axial compression values acting are acceptable; they are very low due to ground relaxation
and relatively low overburden support by the tunnel primary lining structure (260 m).

With reference to the tension values, they have appeared in four nodes at each sidewall, level of
spring line. They are isolated points, at which normally are generated tension zones during per-
formance of model calculation, as a consequence of “theoretical heaving” in top heading phase
which is further excavated. It is recommended to monitor the support response and floor heaving
during excavation and support in top heading stage.

In case of the bolts, the resulting loads are as follows:

Figure 6.2-7des.- Overburden 260 m. Final stage. Support. Axial forces (tension) in bolts

218
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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

7 CONCLUSIONS

The actions obtained in the calculations are inside the acceptable strength limits established;
therefore they comply with the structural verification.

The stresses appearing in the final stage of support are close to the limiting established values,
with safety factor near SF= 1.50 for shotcrete support elements.

In the final state it has been obtained the following results:

• For top heading phase, the results for worst values of shotcrete structural layer (thickness 10
cm) are as under:

COMPRESSION TENSION SHEAR

MPa MPa MPa
11.76
6.50 0.24
NOT COMPLY
It can be derived that there are values of shear and tension stresses which do not comply with the
required Safety factor, but they are singular and isolated few points only. The tensions are gen-
erated in the bottom nodes located in both the sidewalls, and the shear also in two nodes for each
sidewall, also in the bottom of top heading section.

These values, although they are high, appear normally in this type of theoretical analysis, due to
the generation of efforts during the benching heaving.

In the benching it has been simulated the complete layer (5 cm safety+ structural layer). All the
model elements comply with the structural conditions.

Therefore, these "lousy" results of tension and shear that does not comply with the reduction fac-
tors should not condition the support design, since as it has been explained are local points. Af-
ter the sequential simulation (top heading and benching) there is a “Theoretical heaving” of the
ground in the shattering that conditions the stresses on the support in the points of union when it
is excavated.

It is concluded that the E&S Class is valid. It is recommended that a monitoring control and
recognition of the status of the support on site would be carried out, especially for points located
at spring line level.

219
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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

ANNEXURE 7.2

220
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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Technical Note 3 (FLAC2D) – Primary lining for E&S Class 3:

a) Overburden 875 m in Tunnel-1 – Ramban Fm.

b) Overburden < 600 m in Tunnel-1 & 2 – General case

221
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

TABLE OF CONTENTS

1 PREFACE .............................................................................................................................................. 223

2 GRID GENERATION ......................................................................................................................... 224

3 INITIAL AND BOUNDARY CONDITIONS ................................................................................. 225

4 GROUND (CONSTITUTIVE MODEL) AND SUPPORT INPUT PARAMETERS ................ 226

4.1 Ground type and constitutive model .................................................................................................. 226

4.2 Structural elements (support) .............................................................................................................. 226

5 NUMERICAL ANALYSIS STAGES ............................................................................................... 230

6 CALCULATION RESULTS .............................................................................................................. 232

6.1 Top Heading stage (CASE A) ............................................................................................................. 232

6.2 Benching stage (CASE A) ................................................................................................................... 240

6.3 Top Heading stage (CASE B) ............................................................................................................. 249

6.4 Benching stage (CASE B) ................................................................................................................... 255

7 CONCLUSIONS................................................................................................................................... 261

222
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

1 PREFACE

In this Technical Note it has been verified the primary lining for Excavation and Support Class 3
in Sudhmahadev Tunnel, corresponding to the following cases:

CASE A) Overburden 600-875 m in Tunnel-1 – Ramban formation

CASE B) Overburden < 600 m in Tunnel-1 & 2 – General case

As per DPR Design Report, section type for E&S Class 3 of support has been defined as fol-
lowing:

• Sprayed concrete. - 27 cm (5 cm security shotcrete, sealing + 22 cm structural layer)

• SN bolts. -  = 25 mm corrugated bar in Steel min. quality 500/550 MPa, 5.00 m long

Pattern spacing: 2.00 m (longit. along tunnel axis) x 2.00 (transverse, in the cross section)

• Steel arch type TH-29, spacing 1.00 m, only for the CASE A

Spacing along tunnel tube: 1.00 m (axis to axis)

For this verification it has been checked structurally all constituents’ elements of support, once
finalized the calculation of numerical model including ground parameters, overburden, excava-
tion phase’s geometry, and construction stages for the forecasted support. Along the process of
numerical analysis by FDM it has been obtained stress and deformation status for different stag-
es (temporary and permanent, or final).

For this purpose, it has been used as design tool the software FLAC2D from Itasca Consulting
Group Inc.

Finally, it is pertinent to highlight that the conclusions and results of this calculation report
remain valid if there is a variation in the tunnel dimensions (equivalent diameter D) less
than 5% of same. In addition to this, in case of tunnel dimension decrease, analysis could be
considered very slightly conservative, while in case of diameter increase, the inconvenient varia-
tion of results is almost negligible, and absorbed by other conservative assumptions.

223
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4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

2 GRID GENERATION

The grid modelling has a horizontal development of 100 m, and a vertical dimension of 100 m
also. For the analysis of case with cover 875 m (CASE A) and with cover 600 m (CASE B) it
has been applied a boundary stress condition in the top grid limit, which value is following:

Syy = mass density (Depth – y_d),

Where: Depth = terrain elevation with reference to the tunnel center

Case A: 875 m + 5 m (approx. height of crown with reference to center) = 880 m

Case B: 600 m + 5 m (approx. height of crown with reference to center) = 605 m

y_d = Elevation in the upper side of grid in this way it is reduced the number of elements in the
grid, the boundaries are located at enough distance from tunnel center, and there is no erroneous
geometries generation in the grid.

Grid generation with application of stress at upper side of the model (boundary)

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Grid detail

3 INITIAL AND BOUNDARY CONDITIONS

As the model limits (boundaries) are located far enough from the tunnel excavation, the defor-
mations which can be developed are practically insignificant. Hence, it has been assumed that
normal displacement in the left and side are constrained, as well as in the bottom limit of model.

The tunnel section analyzed is found at more depth than the distance from the upper boundary,
therefore it is subjected to a vertical pressure of model elements situated above it, plus to a sur-
charge consisting on the vertical pressure given by the height difference between real overbur-
den and distance to the upper grid side.

Prior to introduce any construction step in the model, stresses have to be initialized the stresses:

Vertical stress V =  · g · h

Horizontal stress H = K0 · V

It is assumed as acceptable the use of a ratio of in situ stress horizontal to vertical with value of
K0 = 1.00.

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

4 GROUND (CONSTITUTIVE MODEL) AND SUPPORT INPUT PARAMETERS

The input values for parameters which have been included in the model setup are as below:

4.1 Ground type and constitutive model

• Constitutive model considered is the classical elastoplastic Mohr-Coulomb.

• Ground Type: RMT-3, metamorphic rocks formed by: phyllite, slate, carbonaceous shale
and limestone (Ramban fm., 2.3); micaschist, quartzite, phyllite and metavocanics (Salkhala
fm., 3.3); Q-phyllite, quartzite, schist and metavolcanics (Salkhala fm. 4.3).

• Overburden: 875 m (maximum), and limit of 600 m.

ELASTIC ROCK MASS HOEK-BROWN

PLASTIC UNIT
PARAMETERS CLASSIFICATION
GROUND WEIGHT
DEPTH
TYPE
E K G ci C  (kN/m3 )
 GSI mi
(MPa) (MPa) (MPa) (MPa) (MPa) (º)

Ramban
875 m 10750 0.25 7167 4300 65 55 12 2.80 37 26.00
fm

RMT-3
600 m 10750 0.25 7167 4300 65 55 12 2.24 40 26.00
general

4.2 Structural Elements (Support)

In the calculation model it has been considered the following support elements:

• Rock bolts  = 25 mm, for tunnel support.

• Sprayed concrete of strength 35 N/mm2 (C35/45 quality), for tunnel support

• Steel arches Type  N  TH-29 (for only CASE A)

Calculation properties and assumptions which have been established for the support elements
are following.

Rock Bolts

Simulated through unidimensional structural elements of type “cable”

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

The SN bolt foreseen is Steel corrugated bar  = 25 mm with 5.00 m of length

Material properties are defined by following parameters:

• Young modulus E = 210 GPa

• Cross section area A = 4.91 e-4 m2

• Breaking force limit 25 e4 N

• Bolt rigidity(ground-bolt) Kb = 28 e6 N/m/m

• Ultimate bond (ground-bolt) Sb = 32 e4 N/m

• Spacing 2.00 m (transverse) x 2.00 m (longitudinal)

Sprayed concrete

Shotcrete thickness is 27 cm (assumed 5 cm of safety sealing + 22 cm of structural layer).

The sprayed concrete for tunnel support is simulated by unidimensional structural elements type
beam.

The properties of shotcrete are:

• Young Modulus E = 15 GPa

• Poisson ratio  = 0.2

• Unit weight  = 2.50 t/m3

For the numerical modelling of shotcrete in temporary support situations, it has been adjusted
the following curing law:

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

120%

100%

fcj/fc28 80%

60%

40%

20%

0%
0 5 10 15 20 25 30
Edad (días)

Ensayos Geocontrol (2000) EHE Endurecimiento normal EHE Endurecimiento rápido

Ensayos Estefanía (2000) Ensayos Dramix (1998)

Días 0 1 3 7 28 90
Curing factor 0.00 0.18 0.55 0.75 1.00 1.15
Based on lab tests, it is derived a direct relationship between the concrete strength for a deter-
mined age (fcj) and the modulus of elasticity at this same time (Ej), like it can be observed in the
following chart developed empirically:

40000

35000

30000

25000
Ej(MPa)

20000

15000

10000 y = 491.65x
R2 = 0.7535
5000

0
0 5 10 15 20 25 30 35 40 45
fcj(MPa)

Ensayos Geocontrol (2000) EHE EH-91

For a sprayed concrete of 35 MPa of characteristic compressive strength it is obtained a elastici-

ty modulus at an age of 28 days as following:

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Ej = 491.65·f cj → Ec (28) = 491.65·f ck (28) = 491.65·35 = 17207 MPa ≈ 15000 MPa

Based on the value of Ec (28) and curing factors described above it can be determined some
stiffness of shotcrete in primary lining temporary situations.

It has been considered for the safety layer of thickness 5 cm that, in temporary conditions, the
curing up to 2-3 days (time period between spraying and when all the load is coming to the lay-
er) reaches the value Ec (3 days) = 8112 MPa, and the strength of the shotcrete for this period is
around 16.5 MPa.

When the second layer is installed, it is considered that sprayed concrete is totally cured/settled
and their properties can be replaced by the final ones.

The same assumption can be considered when the support is installed in the benching excava-
tion.

For the stress verification stage, it can be established a characteristic value of sprayed concrete
strength of 35, and it is estimated a tension strength value of 2.25 MPa.

Steel arches (only for CASE A)

Simulation is performed considering them as unidimensional structural elements of type beam,

which are configured and declared between consecutive nodes located in the excavation periph-
ery. These elements can be joined between them in a rigid way or with the grid. It deals with
structural elements which show a linear behavior and they have three degrees of freedom in each
node (2 for displacement and 1 for rotation). Their behavior is elastoplastic.

The foreseen Steel set is of type TH-29 (sliding set with locks), spacing of 1.00 m.

The material properties are provided below:

• Young modulus E = 210 GPa

• Cross section area A = 37 e-4 m2

• Second moment of section I = 616 e-8 m4

• Spacing s = 1.00 m

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

The steel rib is shown below, with connecting elements:

5 NUMERICAL ANALYSIS STAGES

CASE A.- OVERBURDEN 600-875 M IN TUNNEL-1 – RAMBAN FORMATION

Calculation steps developed for the model are following:

1. Initial status. Balance of stresses due to overburden

2. Top Heading excavation. Tension release status for expected round length Pi = 20%·P 0.

3. Top Heading Support. Bolts, Steel arches are installed along with spraying of 27 cm thick
concrete. This is implemented in two phases:

• Safety shotcrete (sealing) 5 cm thick + rock bolts installation. Tension release ratio 5%
(Pi = 5%·P 0)

• Erection of Steel arches + remaining thickness of sprayed concrete, thickness 22 cm, as

structural layer. Tension release ratio 0%

4. Benching excavation. All benching area is excavated

• Tension release ratio 15% (Pi = 15%·P 0)

5. Benching support. This is executed in only one stage:

• Installation of 27 cm of sprayed concrete along with the bolts and Steel arches in the
benching portion. The ratio of stress release is nil.

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

CASE B.- OVERBURDEN: LIMITED TO 600 M (BOTH THE TUNNELS)

Calculation stages are as under:

1. Initial status. Balance of stresses due to overburden

2. Top Heading excavation. Tension release status for expected round length Pi = 20%·P 0.

3. Top Heading Support. Bolts, Steel arches are installed along with spraying of 27 cm thick
concrete. This is implemented in two phases:

• Safety shotcrete (sealing) 5 cm thick + rock bolts installation. Tension release ratio 5%
(Pi = 5%·P 0)

• Remaining thickness of sprayed concrete, thickness 22 cm, as structural layer. Tension

release ratio 0%

4. Benching excavation. All benching area is excavated

• Tension release ratio 15% (Pi = 15%·P 0)

5. Benching support. This is executed in only one stage:

• Installation of 27 cm of sprayed concrete along with the bolts in the benching portion.
The ratio of stress release is nil.

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

6 CALCULATION RESULTS

CASE A.- OVERBURDEN 600-875 M IN TUNNEL-1 – RAMBAN FORMATION

In the following tables, it is included a summary of calculation results, for behavior and structur-
al verification:

6.1 Top Heading stage (CASE A)

TOP HEADING STAGE

Analysed variables Values Fig. Observations
Vertical displacement (mm)
-13.37 (crown) 6.1-1av
(Excavation phase)
Max. radial deformation (1) =
Horizontal displace-
0.25%
ment(mm) 5.90 (sidewalll) 6.1-2av
(Excavation phase)
Ground

Plasticization
low 6.1-3av Very small extension
(Excavation phase)
Vertical displacement (mm)
-20.64 (crown) 6.1-4av
(Support final stage)
Max. radial deformation (1) =
Horizontal displacement
12.53 (sidewall, 2 m 0.23%
(mm) 6.1-5av
above spring line)
(Support final stage)
Max. Horizontal convergence
Support deformation trace 7.45 (2):
6.1-6av
(mm) 7.04 (sidewall) 14.07 mm after top heading
support (0.13%)
Moments in concrete (m·N) 2.32e4 6.1-7av
Support

Valid FS
Axial force in concrete (N) 1.93e6 6.1-8av
Moments in Steel ribs (m·N) 2.26e3 6.1-9av
6.1- Valid FS
Axial force in Steel ribs (N) 4.55e5
10av
Axial tensión forcé in bolts 6.1-
4.30e4 Ok
(N) 11av
Note (1): For excavation radius of 5.42 m, this can be modified up to 5% of tunnel diameter

Note (2): Measured in horizontal chord. 1,50-2,00 m, above the spring line

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.1-1th.- Overburden 875 m. Top Heading phase. Ground Vert. displacements during ex-
cavation stage

Figure 6.1-2th.- Overburden 875 m. Top Heading phase. Ground Hor. displacements during ex-
cavation stage

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.1-3th.- Overburden 875 m. Top Heading phase. Plasticization during excavation stage

Figure 6.1-4th.- .- Overburden 875 m. Top Heading phase. Vertical displacements during final
support stage

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.1-5th.- Overburden 875 m. Top Heading phase. Horiz. Displacements during final sup-
port stage

Below are analyzed the actions on the support elements:

Figure 6.1-6th.- Overburden 875 m. Top Heading phase. Deformations in shotcrete support

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.1-7th.- Overburden 875 m. Top heading phase. Moments in shotcrete support

Figure 6.1-8th.- Overburden 875 m. Top heading phase. Axial forces in shotcrete support

• Actions on shotcrete support structural beam (thickness = 22 cm)

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b= 0,22 I= 0,0008873 COMP. TENSION SHEAR

35 2,25 2,25
Mma x Mmi n Comp. Tens i on Shea r Reduction Factor
El em ID Nod1 Nod2 Prop F-s hea r F-a xi a l Mom-1 Mom-2 s tra i n M (m·N) N (N) (MPa ) (MPa ) (MPa ) (MPa ) (MPa ) 0,67 0,67 0,67
1,57E+04 3,80E+05 3,7 -0,22 3,7 -0,22 OK OK OK
158 9 45 44 11 bea m 3,03E+04 3,80E+05 -1,10E+01 1,57E+04 -1,15E-04 1,10E+01 9,48E+05 4,3 4,31 4,3 0,00 0,21 OK OK OK
157 9 44 43 11 bea m -6,17E+04 1,52E+06 -1,57E+04 -1,40E+04 -4,60E-04 1,57E+04 1,65E+06 9,4 5,54 9,4 0,00 0,42 OK OK OK
156 9 43 42 11 bea m -2,88E+04 1,78E+06 1,41E+04 -2,32E+04 -5,39E-04 1,41E+04 1,85E+06 10,1 6,65 10,1 0,00 0,20 OK OK OK
155 9 42 41 11 bea m 6,70E+04 1,91E+06 2,32E+04 -1,91E+03 -5,80E-04 2,32E+04 1,85E+06 11,3 5,55 11,3 0,00 0,46 OK OK OK
154 9 41 40 11 bea m -2,32E+04 1,80E+06 1,91E+03 -1,28E+04 -5,44E-04 1,91E+03 1,74E+06 8,1 7,67 8,1 0,00 0,16 OK OK OK
153 9 40 39 11 bea m 3,14E+04 1,68E+06 1,28E+04 1,33E+03 -5,10E-04 1,28E+04 1,68E+06 9,2 6,07 9,2 0,00 0,21 OK OK OK
152 9 39 38 11 bea m -4,82E+03 1,68E+06 -1,33E+03 -2,93E+02 -5,10E-04 1,33E+03 1,69E+06 7,8 7,50 7,8 0,00 0,03 OK OK OK
151 9 38 37 11 bea m 6,62E+03 1,69E+06 2,98E+02 1,93E+03 -5,11E-04 2,98E+02 1,70E+06 7,8 7,70 7,8 0,00 0,05 OK OK OK
150 9 37 36 11 bea m 1,22E+04 1,72E+06 -1,98E+03 6,29E+03 -5,20E-04 1,98E+03 1,69E+06 7,9 7,45 7,9 0,00 0,08 OK OK OK
149 9 36 35 11 bea m -2,69E+04 1,67E+06 -6,27E+03 -3,27E+03 -5,06E-04 6,27E+03 1,66E+06 8,3 6,76 8,3 0,00 0,18 OK OK OK
148 9 35 34 11 bea m 1,36E+04 1,65E+06 3,31E+03 1,60E+03 -4,99E-04 3,31E+03 1,65E+06 7,9 7,07 7,9 0,00 0,09 OK OK OK
147 9 34 33 11 bea m -1,37E+04 1,64E+06 -1,63E+03 -3,32E+03 -4,98E-04 1,63E+03 1,62E+06 7,5 7,14 7,5 0,00 0,09 OK OK OK
146 9 33 32 11 bea m 2,76E+04 1,59E+06 3,28E+03 6,50E+03 -4,81E-04 3,28E+03 1,57E+06 7,5 6,71 7,5 0,00 0,19 OK OK OK
145 9 32 31 11 bea m -1,80E+04 1,54E+06 -6,48E+03 1,12E+02 -4,68E-04 6,48E+03 1,50E+06 7,6 6,02 7,6 0,00 0,12 OK OK OK
144 9 31 30 11 bea m -5,53E+03 1,46E+06 -1,03E+02 -1,76E+03 -4,43E-04 1,03E+02 1,43E+06 6,5 6,50 6,5 0,00 0,04 OK OK OK
143 9 30 29 11 bea m 2,56E+04 1,41E+06 1,77E+03 6,86E+03 -4,26E-04 1,77E+03 1,38E+06 6,5 6,04 6,5 0,00 0,17 OK OK OK
142 9 29 28 11 bea m -2,28E+04 1,35E+06 -6,83E+03 -3,42E+03 -4,09E-04 6,83E+03 1,34E+06 6,9 5,25 6,9 0,00 0,16 OK OK OK
141 9 28 27 11 bea m 5,18E+03 1,33E+06 3,44E+03 -9,37E+02 -4,04E-04 3,44E+03 1,32E+06 6,4 5,59 6,4 0,00 0,04 OK OK OK
140 9 27 26 11 bea m 1,67E+04 1,31E+06 9,62E+02 4,08E+03 -3,98E-04 9,62E+02 1,32E+06 6,1 5,89 6,1 0,00 0,11 OK OK OK
139 9 26 25 11 bea m -1,25E+04 1,33E+06 -4,07E+03 2,75E+02 -4,03E-04 4,07E+03 1,33E+06 6,5 5,53 6,5 0,00 0,09 OK OK OK
138 9 25 24 11 bea m -3,61E+03 1,32E+06 -2,56E+02 -1,49E+03 -4,01E-04 2,56E+02 1,32E+06 6,0 5,98 6,0 0,00 0,02 OK OK OK
137 9 24 23 11 bea m 1,89E+03 1,32E+06 1,49E+03 -5,58E+02 -4,00E-04 1,49E+03 1,32E+06 6,2 5,82 6,2 0,00 0,01 OK OK OK
136 9 23 22 11 bea m -1,99E+03 1,32E+06 5,56E+02 -1,53E+03 -4,00E-04 5,56E+02 1,32E+06 6,1 5,92 6,1 0,00 0,01 OK OK OK
135 9 22 21 11 bea m 3,95E+03 1,32E+06 1,55E+03 3,65E+02 -3,99E-04 1,55E+03 1,32E+06 6,2 5,82 6,2 0,00 0,03 OK OK OK
134 9 21 20 11 bea m 1,33E+04 1,33E+06 -3,99E+02 4,41E+03 -4,02E-04 3,99E+02 1,32E+06 6,1 5,96 6,1 0,00 0,09 OK OK OK
133 9 20 19 11 bea m -1,77E+04 1,32E+06 -4,42E+03 -9,19E+02 -3,99E-04 4,42E+03 1,33E+06 6,6 5,48 6,6 0,00 0,12 OK OK OK
132 9 19 18 11 bea m -4,98E+03 1,34E+06 9,42E+02 -3,34E+03 -4,05E-04 9,42E+02 1,35E+06 6,2 6,01 6,2 0,00 0,03 OK OK OK
131 9 18 17 11 bea m 2,32E+04 1,36E+06 3,36E+03 7,11E+03 -4,12E-04 3,36E+03 1,39E+06 6,7 5,90 6,7 0,00 0,16 OK OK OK
130 9 17 16 11 bea m -2,62E+04 1,42E+06 -7,08E+03 -1,75E+03 -4,30E-04 7,08E+03 1,45E+06 7,5 5,70 7,5 0,00 0,18 OK OK OK
129 9 16 15 11 bea m 5,86E+03 1,47E+06 1,75E+03 2,28E+02 -4,47E-04 1,75E+03 1,52E+06 7,1 6,69 7,1 0,00 0,04 OK OK OK
128 9 15 14 11 bea m 1,57E+04 1,57E+06 -2,45E+02 5,81E+03 -4,75E-04 2,45E+02 1,58E+06 7,2 7,17 7,2 0,00 0,11 OK OK OK
127 9 14 13 11 bea m -2,53E+04 1,60E+06 -5,81E+03 -3,17E+03 -4,86E-04 5,81E+03 1,63E+06 8,1 6,69 8,1 0,00 0,17 OK OK OK
126 9 13 12 11 bea m 1,20E+04 1,66E+06 3,17E+03 1,18E+03 -5,03E-04 3,17E+03 1,65E+06 7,9 7,13 7,9 0,00 0,08 OK OK OK
125 9 12 11 11 bea m -1,30E+04 1,65E+06 -1,22E+03 -3,46E+03 -5,00E-04 1,22E+03 1,66E+06 7,7 7,40 7,7 0,00 0,09 OK OK OK
124 9 11 10 11 bea m 2,84E+04 1,67E+06 3,45E+03 6,62E+03 -5,07E-04 3,45E+03 1,69E+06 8,1 7,27 8,1 0,00 0,19 OK OK OK
123 9 10 9 11 bea m -1,39E+04 1,72E+06 -6,62E+03 1,68E+03 -5,20E-04 6,62E+03 1,70E+06 8,6 6,92 8,6 0,00 0,10 OK OK OK
122 9 9 8 11 bea m -6,17E+03 1,69E+06 -1,69E+03 -3,89E+02 -5,12E-04 1,69E+03 1,69E+06 7,9 7,46 7,9 0,00 0,04 OK OK OK
121 9 8 7 11 bea m 5,75E+03 1,69E+06 3,79E+02 1,56E+03 -5,11E-04 3,79E+02 1,69E+06 7,7 7,64 7,7 0,00 0,04 OK OK OK
120 9 7 6 11 bea m -3,21E+04 1,70E+06 -1,56E+03 -1,29E+04 -5,14E-04 1,56E+03 1,76E+06 8,2 7,78 8,2 0,00 0,22 OK OK OK
119 9 6 5 11 bea m 2,33E+04 1,81E+06 1,29E+04 -1,95E+03 -5,50E-04 1,29E+04 1,87E+06 10,1 6,91 10,1 0,00 0,16 OK OK OK
118 9 5 4 11 bea m -6,58E+04 1,93E+06 1,98E+03 -2,29E+04 -5,86E-04 1,98E+03 1,86E+06 8,7 8,21 8,7 0,00 0,45 OK OK OK
117 9 4 3 11 bea m 2,78E+04 1,79E+06 2,29E+04 -1,41E+04 -5,42E-04 2,29E+04 1,65E+06 10,3 4,65 10,3 0,00 0,19 OK OK OK
116 9 3 2 11 bea m 6,15E+04 1,51E+06 1,40E+04 1,56E+04 -4,58E-04 1,40E+04 9,43E+05 6,0 2,55 6,0 0,00 0,42 OK OK OK
115 9 2 1 11 bea m -3,01E+04 3,76E+05 -1,56E+04 6,36E+00 -1,14E-04 1,56E+04 3,76E+05 3,6 -0,22 3,6 -0,22 0,21 OK OK OK
Worst 11,3 -0,22 0,46

As it can be noticed, the worst axial compression value is 11, 3 MPa, lower than the acceptable
limit considered, also it conforms to the reduction factors established in structural verification.
In addition to this, for tension and shear stresses conforms to the maximum acceptable values
including reduction factors. Hence, for permanent conditions it can be considered as acceptable
and valid.

For the Steel arches, following actions have been got:

237
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.1-9th.- Overburden 875 m. Top heading phase. Moments in steel arches support

Figure 6.1-10th.- Overburden 875 m. Top heading phase. Axial forces in steel arches support

• Actions for the support structural Steel arch beam (Type TH-29)

238
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

b= 1,69E-03 I= 8,42E-06 e= 0,058 COMP. TENSION SHEAR

500 500 500
Mma x Mmi n Comp. Tens i on Shea r Factores de reducción
El em ID Nod1 Nod2 Prop F-s hea r F-a xi a l Mom-1 Mom-2 s tra i n M (m·N) N (N) (MPa ) (MPa ) (MPa ) (MPa ) (MPa ) 0,87 0,87 0,87
1,52E+03 8,94E+04 63,4 42,42 63,4 0,00 OK OK OK
202 10 45 44 21 bea m 2,94E+03 8,94E+04 -1,07E+00 1,52E+03 -1,15E-04 1,07E+00 2,23E+05 132,2 132,19 132,2 0,00 2,61 OK OK OK
201 10 44 43 21 bea m -6,00E+03 3,57E+05 -1,52E+03 -1,37E+03 -4,60E-04 1,52E+03 3,88E+05 240,2 219,19 240,2 0,00 5,33 OK OK OK
200 10 43 42 21 bea m -2,80E+03 4,19E+05 1,37E+03 -2,26E+03 -5,39E-04 1,37E+03 4,35E+05 266,8 247,95 266,8 0,00 2,48 OK OK OK
199 10 42 41 21 bea m 6,51E+03 4,51E+05 2,26E+03 -1,85E+02 -5,80E-04 2,26E+03 4,37E+05 274,1 242,99 274,1 0,00 5,78 OK OK OK
198 10 41 40 21 bea m -2,25E+03 4,23E+05 1,86E+02 -1,25E+03 -5,44E-04 1,86E+02 4,10E+05 243,8 241,20 243,8 0,00 2,00 OK OK OK
197 10 40 39 21 bea m 3,05E+03 3,97E+05 1,25E+03 1,29E+02 -5,10E-04 1,25E+03 3,96E+05 243,3 226,15 243,3 0,00 2,71 OK OK OK
196 10 39 38 21 bea m -4,69E+02 3,96E+05 -1,29E+02 -2,85E+01 -5,10E-04 1,29E+02 3,97E+05 235,8 234,04 235,8 0,00 0,42 OK OK OK
195 10 38 37 21 bea m 6,44E+02 3,97E+05 2,90E+01 1,88E+02 -5,11E-04 2,90E+01 4,01E+05 237,4 237,04 237,4 0,00 0,57 OK OK OK
194 10 37 36 21 bea m 1,18E+03 4,04E+05 -1,92E+02 6,11E+02 -5,20E-04 1,92E+02 3,99E+05 237,3 234,62 237,3 0,00 1,05 OK OK OK
193 10 36 35 21 bea m -2,62E+03 3,93E+05 -6,10E+02 -3,17E+02 -5,06E-04 6,10E+02 3,90E+05 235,3 226,88 235,3 0,00 2,32 OK OK OK
192 10 35 34 21 bea m 1,33E+03 3,88E+05 3,22E+02 1,56E+02 -4,99E-04 3,22E+02 3,87E+05 231,6 227,12 231,6 0,00 1,18 OK OK OK
191 10 34 33 21 bea m -1,33E+03 3,87E+05 -1,58E+02 -3,23E+02 -4,98E-04 1,58E+02 3,80E+05 226,2 224,04 226,2 0,00 1,18 OK OK OK
190 10 33 32 21 bea m 2,68E+03 3,74E+05 3,19E+02 6,32E+02 -4,81E-04 3,19E+02 3,69E+05 220,4 216,04 220,4 0,00 2,38 OK OK OK
189 10 32 31 21 bea m -1,75E+03 3,64E+05 -6,30E+02 1,09E+01 -4,68E-04 6,30E+02 3,54E+05 213,8 205,07 213,8 0,00 1,55 OK OK OK
188 10 31 30 21 bea m -5,38E+02 3,44E+05 -1,00E+01 -1,71E+02 -4,43E-04 1,00E+01 3,37E+05 199,8 199,69 199,8 0,00 0,48 OK OK OK
187 10 30 29 21 bea m 2,49E+03 3,31E+05 1,72E+02 6,67E+02 -4,26E-04 1,72E+02 3,24E+05 193,3 190,91 193,3 0,00 2,21 OK OK OK
186 10 29 28 21 bea m -2,21E+03 3,18E+05 -6,64E+02 -3,33E+02 -4,09E-04 6,64E+02 3,16E+05 191,5 182,37 191,5 0,00 1,97 OK OK OK
185 10 28 27 21 bea m 5,04E+02 3,14E+05 3,34E+02 -9,11E+01 -4,04E-04 3,34E+02 3,12E+05 186,7 182,13 186,7 0,00 0,45 OK OK OK
184 10 27 26 21 bea m 1,62E+03 3,09E+05 9,35E+01 3,97E+02 -3,98E-04 9,35E+01 3,11E+05 185,0 183,70 185,0 0,00 1,44 OK OK OK
183 10 26 25 21 bea m -1,22E+03 3,13E+05 -3,95E+02 2,68E+01 -4,03E-04 3,95E+02 3,12E+05 187,7 182,21 187,7 0,00 1,08 OK OK OK
182 10 25 24 21 bea m -3,51E+02 3,11E+05 -2,49E+01 -1,45E+02 -4,01E-04 2,49E+01 3,11E+05 184,4 184,08 184,4 0,00 0,31 OK OK OK
181 10 24 23 21 bea m 1,84E+02 3,11E+05 1,45E+02 -5,42E+01 -4,00E-04 1,45E+02 3,11E+05 185,0 183,02 185,0 0,00 0,16 OK OK OK
180 10 23 22 21 bea m -1,94E+02 3,11E+05 5,40E+01 -1,49E+02 -4,00E-04 5,40E+01 3,11E+05 184,2 183,46 184,2 0,00 0,17 OK OK OK
179 10 22 21 21 bea m 3,84E+02 3,10E+05 1,50E+02 3,55E+01 -3,99E-04 1,50E+02 3,12E+05 185,5 183,39 185,5 0,00 0,34 OK OK OK
178 10 21 20 21 bea m 1,29E+03 3,13E+05 -3,88E+01 4,28E+02 -4,02E-04 3,88E+01 3,11E+05 184,5 183,95 184,5 0,00 1,14 OK OK OK
177 10 20 19 21 bea m -1,72E+03 3,10E+05 -4,30E+02 -8,94E+01 -3,99E-04 4,30E+02 3,12E+05 187,8 181,91 187,8 0,00 1,52 OK OK OK
176 10 19 18 21 bea m -4,84E+02 3,15E+05 9,16E+01 -3,25E+02 -4,05E-04 9,16E+01 3,17E+05 188,5 187,26 188,5 0,00 0,43 OK OK OK
175 10 18 17 21 bea m 2,26E+03 3,20E+05 3,26E+02 6,91E+02 -4,12E-04 3,26E+02 3,27E+05 195,8 191,30 195,8 0,00 2,01 OK OK OK
174 10 17 16 21 bea m -2,55E+03 3,34E+05 -6,88E+02 -1,70E+02 -4,30E-04 6,88E+02 3,41E+05 206,3 196,86 206,3 0,00 2,26 OK OK OK
173 10 16 15 21 bea m 5,70E+02 3,47E+05 1,70E+02 2,22E+01 -4,47E-04 1,70E+02 3,58E+05 213,1 210,73 213,1 0,00 0,51 OK OK OK
172 10 15 14 21 bea m 1,53E+03 3,69E+05 -2,38E+01 5,65E+02 -4,75E-04 2,38E+01 3,73E+05 221,0 220,68 221,0 0,00 1,36 OK OK OK
171 10 14 13 21 bea m -2,46E+03 3,77E+05 -5,65E+02 -3,08E+02 -4,86E-04 5,65E+02 3,84E+05 231,2 223,40 231,2 0,00 2,19 OK OK OK
170 10 13 12 21 bea m 1,17E+03 3,91E+05 3,08E+02 1,15E+02 -5,03E-04 3,08E+02 3,89E+05 232,7 228,46 232,7 0,00 1,04 OK OK OK
169 10 12 11 21 bea m -1,26E+03 3,88E+05 -1,19E+02 -3,36E+02 -5,00E-04 1,19E+02 3,91E+05 232,4 230,74 232,4 0,00 1,12 OK OK OK
168 10 11 10 21 bea m 2,76E+03 3,94E+05 3,36E+02 6,44E+02 -5,07E-04 3,36E+02 3,99E+05 238,5 233,83 238,5 0,00 2,45 OK OK OK
167 10 10 9 21 bea m -1,36E+03 4,04E+05 -6,43E+02 1,63E+02 -5,20E-04 6,43E+02 4,01E+05 241,7 232,87 241,7 0,00 1,20 OK OK OK
166 10 9 8 21 bea m -6,00E+02 3,98E+05 -1,64E+02 -3,78E+01 -5,12E-04 1,64E+02 3,97E+05 236,4 234,18 236,4 0,00 0,53 OK OK OK
165 10 8 7 21 bea m 5,59E+02 3,97E+05 3,69E+01 1,51E+02 -5,11E-04 3,69E+01 3,98E+05 236,0 235,51 236,0 0,00 0,50 OK OK OK
164 10 7 6 21 bea m -3,12E+03 3,99E+05 -1,51E+02 -1,25E+03 -5,14E-04 1,51E+02 4,13E+05 245,6 243,54 245,6 0,00 2,77 OK OK OK
163 10 6 5 21 bea m 2,26E+03 4,27E+05 1,25E+03 -1,90E+02 -5,50E-04 1,25E+03 4,41E+05 269,7 252,46 269,7 0,00 2,01 OK OK OK
162 10 5 4 21 bea m -6,40E+03 4,55E+05 1,93E+02 -2,23E+03 -5,86E-04 1,93E+02 4,38E+05 260,6 257,94 260,6 0,00 5,68 OK OK OK
161 10 4 3 21 bea m 2,70E+03 4,21E+05 2,23E+03 -1,37E+03 -5,42E-04 2,23E+03 3,88E+05 245,2 214,47 245,2 0,00 2,40 OK OK OK
160 10 3 2 21 bea m 5,98E+03 3,56E+05 1,37E+03 1,52E+03 -4,58E-04 1,37E+03 2,22E+05 140,9 122,05 140,9 0,00 5,31 OK OK OK
159 10 2 1 21 bea m -2,93E+03 8,86E+04 -1,52E+03 6,18E-01 -1,14E-04 1,52E+03 8,86E+04 62,9 41,98 62,9 0,00 2,60 OK OK OK
Worst 274,1 0,00 5,78

As it can be noticed, the worst axial compression value is 274.1 MPa, lower than the acceptable
limit considered, also it conforms to the reduction factors established in structural verification.
In addition to this, for tension and shear stresses conforms to the maximum acceptable values
including reduction factors. Hence, for permanent conditions it can be considered as acceptable
and valid.

Regarding bolts, it has been got following actions:

239
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.1-11th.- Overburden 875 m. Top heading phase. Axial forces in support bolts.

6.2 Benching stage (CASE A)

BENCHING STAGE
Analysis variables Values Fig. Observations
Vertical Displacement (mm)
-22,04 (crown) 6.2-1des
(final support stage)
Max radial deformation (1) =
Despl. Horizontal Displacement
Terreno

0,42%
(mm) 23,14 (sidewall) 6.2-2des
(final support stage)
Around 3,00-4,00
Plasticisation
m in invert and 6.2-3des Sidewalls with elastic behavior
(final support stage)
1,00 m in crown
Max. horizontal convergence
-20,23 (2):
Deformation in support (mm) 6.2-4des
Sostenimiento

19,81 (sidewall) 39,69 mm after benching sup-

port (0,73%)
Moments in shotcrete(m·N) 7,83e4 6.2-5des
Valid FS
Axial forces in shotcrete (N) 5,00e6 6.2-6des
Moments in Steel arches (m·N) 7,61e3 6.2-7des
Valid FS
Axial forces in Steel arches (N) 1,00e6 6.2-8des
Axial tensión forces in bolts (N) 5,20e4 6.2-9des Ok
Note (1): For excavation radius of 5,42 m, this can be modified up to 5% of tunnel diameter

240
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Note (2): Measured in a horizontal chord located above spring line

Figure 6.2-1bn.- Overburden 875 m. Benching phase. Vertical displacements in the ground. Final
stage

Figure 6.2-2bn.- Overburden 875 m. Benching phase. Horizontal displacements in the ground.

241
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Final stage

Figure 6.2-3bn.- Overburden 875 m. Benching phase. Plasticization. Final stage

Figure 6.2-4bn.- Overburden 875 m. Benching phase. Support. Shotcrete deformation. Final stage

242
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.2-5bn.- Overburden 875 m. Benching phase. Support. Moments in shotcrete. Final stage

Figure 6.2-6bn.- Overburden 875 m. Benching phase. Support. Axial forces in shotcrete. Final
Stage

Actions on sprayed concrete in the final support stage are following:

243
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

• Shotcrete structural layer (22 cm) in the top heading section

b= 0,22 I= 0,0008873 COMP. TENSION SHEAR
35 2,25 2,25
Mma x Mmi n Comp. Tens i on Shea r Reduction Factor
El em ID Nod1 Nod2 Prop F-s hea r F-a xi a l Mom-1 Mom-2 s tra i n M (m·N) N (N) (MPa ) (MPa ) (MPa ) (MPa ) (MPa ) 0,67 0,67 0,67
7,23E+04 1,36E+06 15,1 -2,77 15,1 -2,77 OK NOT OK OK
158 9 45 44 11 bea m 1,20E+05 1,36E+06 -1,04E+04 7,23E+04 -4,13E-04 1,04E+04 1,44E+06 7,8 5,27 7,8 0,00 0,82 OK OK OK
157 9 44 43 11 bea m -1,37E+05 1,52E+06 -7,23E+04 6,17E+03 -4,61E-04 7,23E+04 2,02E+06 18,1 0,20 18,1 0,00 0,94 OK OK OK
156 9 43 42 11 bea m -2,60E+05 2,51E+06 -6,17E+03 -7,66E+04 -7,61E-04 6,17E+03 2,58E+06 12,5 10,96 12,5 0,00 1,78 OK OK NOT OK
155 9 42 41 11 bea m 2,40E+05 2,65E+06 7,66E+04 -2,58E+02 -8,02E-04 7,66E+04 2,68E+06 21,7 2,69 21,7 0,00 1,64 OK OK NOT OK
154 9 41 40 11 bea m -1,72E+04 2,72E+06 2,79E+02 -8,38E+03 -8,23E-04 2,79E+02 2,67E+06 12,2 12,09 12,2 0,00 0,12 OK OK OK
153 9 40 39 11 bea m 8,14E+04 2,62E+06 8,38E+03 2,83E+04 -7,94E-04 8,38E+03 2,76E+06 13,6 11,49 13,6 0,00 0,56 OK OK OK
152 9 39 38 11 bea m -8,95E+04 2,89E+06 -2,83E+04 -1,84E+03 -8,77E-04 2,83E+04 2,99E+06 17,1 10,07 17,1 0,00 0,61 OK OK OK
151 9 38 37 11 bea m 3,56E+04 3,08E+06 1,86E+03 1,01E+04 -9,34E-04 1,86E+03 3,17E+06 14,6 14,17 14,6 0,00 0,24 OK OK OK
150 9 37 36 11 bea m 7,45E+04 3,26E+06 -1,01E+04 3,66E+04 -9,87E-04 1,01E+04 3,24E+06 16,0 13,46 16,0 0,00 0,51 OK OK OK
149 9 36 35 11 bea m -1,38E+05 3,22E+06 -3,66E+04 -1,22E+04 -9,76E-04 3,66E+04 3,33E+06 19,7 10,58 19,7 0,00 0,94 OK OK OK
148 9 35 34 11 bea m 8,39E+04 3,43E+06 1,22E+04 1,81E+04 -1,04E-03 1,22E+04 3,58E+06 17,8 14,75 17,8 0,00 0,57 OK OK OK
147 9 34 33 11 bea m -7,53E+04 3,72E+06 -1,81E+04 -9,07E+03 -1,13E-03 1,81E+04 3,79E+06 19,5 14,99 19,5 0,00 0,51 OK OK OK
146 9 33 32 11 bea m 6,72E+04 3,86E+06 9,08E+03 1,48E+04 -1,17E-03 9,08E+03 4,05E+06 19,5 17,29 19,5 0,00 0,46 OK OK OK
145 9 32 31 11 bea m -2,57E+04 4,24E+06 -1,47E+04 5,58E+03 -1,29E-03 1,47E+04 4,22E+06 21,0 17,37 21,0 0,00 0,18 OK OK OK
144 9 31 30 11 bea m -2,33E+04 4,20E+06 -5,56E+03 -2,30E+03 -1,27E-03 5,56E+03 4,20E+06 19,8 18,39 19,8 0,00 0,16 OK OK OK
143 9 30 29 11 bea m 8,31E+04 4,19E+06 2,27E+03 2,57E+04 -1,27E-03 2,27E+03 4,13E+06 19,1 18,51 19,1 0,00 0,57 OK OK OK
142 9 29 28 11 bea m -5,95E+04 4,07E+06 -2,58E+04 -1,03E+03 -1,23E-03 2,58E+04 4,05E+06 21,6 15,22 21,6 0,00 0,41 OK OK OK
141 9 28 27 11 bea m -6,49E+03 4,03E+06 1,04E+03 -4,16E+03 -1,22E-03 1,04E+03 3,99E+06 18,3 18,00 18,3 0,00 0,04 OK OK OK
140 9 27 26 11 bea m 7,71E+04 3,95E+06 4,15E+03 1,92E+04 -1,20E-03 4,15E+03 3,96E+06 18,5 17,47 18,5 0,00 0,53 OK OK OK
139 9 26 25 11 bea m -5,13E+04 3,97E+06 -1,92E+04 3,68E+03 -1,20E-03 1,92E+04 3,98E+06 20,5 15,70 20,5 0,00 0,35 OK OK OK
138 9 25 24 11 bea m -8,81E+03 3,99E+06 -3,67E+03 -5,85E+02 -1,21E-03 3,67E+03 4,02E+06 18,7 17,84 18,7 0,00 0,06 OK OK OK
137 9 24 23 11 bea m 2,10E+03 4,06E+06 5,74E+02 4,57E+02 -1,23E-03 5,74E+02 4,06E+06 18,5 18,38 18,5 0,00 0,01 OK OK OK
136 9 23 22 11 bea m -2,07E+03 4,06E+06 -4,39E+02 -5,78E+02 -1,23E-03 4,39E+02 4,02E+06 18,3 18,24 18,3 0,00 0,01 OK OK OK
135 9 22 21 11 bea m 8,93E+03 3,99E+06 5,90E+02 3,73E+03 -1,21E-03 5,90E+02 3,98E+06 18,2 18,02 18,2 0,00 0,06 OK OK OK
134 9 21 20 11 bea m 5,05E+04 3,97E+06 -3,75E+03 1,90E+04 -1,20E-03 3,75E+03 3,96E+06 18,5 17,54 18,5 0,00 0,34 OK OK OK
133 9 20 19 11 bea m -7,69E+04 3,95E+06 -1,90E+04 -4,23E+03 -1,20E-03 1,90E+04 3,99E+06 20,5 15,77 20,5 0,00 0,52 OK OK OK
132 9 19 18 11 bea m 6,25E+03 4,03E+06 4,23E+03 -1,21E+03 -1,22E-03 4,23E+03 4,04E+06 18,9 17,85 18,9 0,00 0,04 OK OK OK
131 9 18 17 11 bea m 6,12E+04 4,06E+06 1,23E+03 2,63E+04 -1,23E-03 1,23E+03 4,13E+06 18,9 18,60 18,9 0,00 0,42 OK OK OK
130 9 17 16 11 bea m -8,51E+04 4,19E+06 -2,63E+04 -2,34E+03 -1,27E-03 2,63E+04 4,20E+06 22,3 15,81 22,3 0,00 0,58 OK OK OK
129 9 16 15 11 bea m 2,39E+04 4,20E+06 2,33E+03 5,72E+03 -1,27E-03 2,33E+03 4,23E+06 19,5 18,94 19,5 0,00 0,16 OK OK OK
128 9 15 14 11 bea m 2,46E+04 4,26E+06 -5,75E+03 1,45E+04 -1,29E-03 5,75E+03 4,06E+06 19,2 17,75 19,2 0,00 0,17 OK OK OK
127 9 14 13 11 bea m -6,70E+04 3,87E+06 -1,45E+04 -9,24E+03 -1,17E-03 1,45E+04 3,80E+06 19,1 15,49 19,1 0,00 0,46 OK OK OK
126 9 13 12 11 bea m 7,71E+04 3,74E+06 9,26E+03 1,86E+04 -1,13E-03 9,26E+03 3,59E+06 17,5 15,16 17,5 0,00 0,53 OK OK OK
125 9 12 11 11 bea m -8,63E+04 3,44E+06 -1,85E+04 -1,26E+04 -1,04E-03 1,85E+04 3,34E+06 17,5 12,87 17,5 0,00 0,59 OK OK OK
124 9 11 10 11 bea m 1,40E+05 3,24E+06 1,26E+04 3,69E+04 -9,81E-04 1,26E+04 3,23E+06 16,2 13,12 16,2 0,00 0,95 OK OK OK
123 9 10 9 11 bea m -7,46E+04 3,22E+06 -3,62E+04 9,75E+03 -9,76E-04 3,62E+04 3,14E+06 18,7 9,77 18,7 0,00 0,51 OK OK OK
122 9 9 8 11 bea m -3,38E+04 3,05E+06 -9,74E+03 -1,66E+03 -9,24E-04 9,74E+03 2,95E+06 14,6 12,22 14,6 0,00 0,23 OK OK OK
121 9 8 7 11 bea m 9,11E+04 2,86E+06 1,70E+03 2,90E+04 -8,66E-04 1,70E+03 2,72E+06 12,6 12,16 12,6 0,00 0,62 OK OK OK
120 9 7 6 11 bea m -8,48E+04 2,59E+06 -2,90E+04 -9,21E+03 -7,84E-04 2,90E+04 2,64E+06 15,6 8,40 15,6 0,00 0,58 OK OK OK
119 9 6 5 11 bea m 1,99E+04 2,69E+06 9,20E+03 1,52E+02 -8,15E-04 9,20E+03 2,68E+06 13,3 11,05 13,3 0,00 0,14 OK OK OK
118 9 5 4 11 bea m -2,47E+05 2,68E+06 -1,34E+02 -7,82E+04 -8,11E-04 1,34E+02 2,59E+06 11,8 11,75 11,8 0,00 1,68 OK OK NOT OK
117 9 4 3 11 bea m 2,66E+05 2,50E+06 7,83E+04 6,36E+03 -7,57E-04 7,83E+04 2,00E+06 18,8 -0,61 18,8 -0,61 1,81 OK OK NOT OK
116 9 3 2 11 bea m 1,38E+05 1,50E+06 -6,38E+03 7,28E+04 -4,55E-04 6,38E+03 1,35E+06 6,9 5,35 6,9 0,00 0,94 OK OK OK
115 9 2 1 11 bea m -1,22E+05 1,20E+06 -7,28E+04 9,46E+03 -3,64E-04 7,28E+04 1,20E+06 14,5 -3,56 14,5 -3,56 0,83 OK NOT OK OK
Worst 22,3 -3,56 1,81

• Final shotcrete layer (27 cm) in the benching section

244
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

b= 0,27 I= 0,0016403 COMP. TENSION SHEAR

35 2,25 2,25
Mma x Mmi n Comp. Tens i on Shea r Reduction Factor
El em ID Nod1 Nod2 Prop F-s hea r F-a xi a l Mom-1 Mom-2 s tra i n M (m·N) N (N) (MPa ) (MPa ) (MPa ) (MPa ) (MPa ) 0,67 0,67 0,67

233 13 144 45 13 bea m 3,83E+04 2,09E+06 6,88E+03 1,15E+04 -5,16E-04 6,88E+03 2,39E+06 9,4 8,30 9,4 0,00 0,21 OK OK OK
232 13 143 144 13 bea m 1,23E+05 2,70E+06 4,04E+04 -6,83E+03 -6,66E-04 4,04E+04 2,97E+06 14,3 7,69 14,3 0,00 0,68 OK OK OK
231 13 142 143 13 bea m 1,57E+05 3,25E+06 8,31E+04 -4,03E+04 -8,02E-04 8,31E+04 3,80E+06 20,9 7,23 20,9 0,00 0,87 OK OK OK
230 13 141 142 13 bea m -6,49E+04 4,35E+06 5,14E+04 -8,31E+04 -1,07E-03 5,14E+04 4,63E+06 21,4 12,93 21,4 0,00 0,36 OK OK OK
229 13 140 141 13 bea m -5,51E+04 4,92E+06 2,46E+04 -5,14E+04 -1,21E-03 2,46E+04 4,95E+06 20,4 16,32 20,4 0,00 0,31 OK OK OK
228 13 139 140 13 bea m 9,73E+03 4,99E+06 2,72E+04 -2,46E+04 -1,23E-03 2,72E+04 4,96E+06 20,6 16,15 20,6 0,00 0,05 OK OK OK
227 13 138 139 13 bea m -8,17E+04 4,94E+06 5,39E+03 -2,72E+04 -1,22E-03 5,39E+03 4,84E+06 18,4 17,50 18,4 0,00 0,45 OK OK OK
226 13 137 138 13 bea m 4,49E+04 4,75E+06 2,82E+04 -5,39E+03 -1,17E-03 2,82E+04 4,58E+06 19,3 14,66 19,3 0,00 0,25 OK OK OK
225 13 136 137 13 bea m 5,18E+03 4,42E+06 3,07E+04 -2,81E+04 -1,09E-03 3,07E+04 4,24E+06 18,2 13,19 18,2 0,00 0,03 OK OK OK
224 13 135 136 13 bea m -1,62E+05 4,07E+06 -4,83E+04 -3,07E+04 -1,00E-03 4,83E+04 2,96E+06 14,9 6,98 14,9 0,00 0,90 OK OK OK
223 13 134 135 13 bea m 1,23E+05 1,85E+06 -1,70E+01 4,82E+04 -4,56E-04 1,70E+01 1,85E+06 6,8 6,83 6,8 0,00 0,68 OK OK OK
213 11 133 1 12 bea m -3,08E+04 2,10E+06 -2,44E+03 -1,23E+04 -5,17E-04 2,44E+03 2,39E+06 9,1 8,65 9,1 0,00 0,17 OK OK OK
212 11 132 133 12 bea m -1,45E+05 2,69E+06 -4,21E+04 2,48E+03 -6,63E-04 4,21E+04 2,97E+06 14,5 7,53 14,5 0,00 0,81 OK OK OK
211 11 131 132 12 bea m -1,65E+05 3,25E+06 -8,69E+04 4,21E+04 -8,02E-04 8,69E+04 3,82E+06 21,3 6,98 21,3 0,00 0,91 OK OK OK
210 11 130 131 12 bea m 7,02E+04 4,38E+06 -5,27E+04 8,69E+04 -1,08E-03 5,27E+04 4,67E+06 21,6 12,94 21,6 0,00 0,39 OK OK OK
209 11 129 130 12 bea m 5,61E+04 4,95E+06 -2,53E+04 5,27E+04 -1,22E-03 2,53E+04 4,97E+06 20,5 16,34 20,5 0,00 0,31 OK OK OK
208 11 128 129 12 bea m -8,55E+03 5,00E+06 -2,76E+04 2,53E+04 -1,23E-03 2,76E+04 4,96E+06 20,6 16,09 20,6 0,00 0,05 OK OK OK
207 11 127 128 12 bea m 8,61E+04 4,92E+06 -4,61E+03 2,76E+04 -1,21E-03 4,61E+03 4,83E+06 18,3 17,50 18,3 0,00 0,48 OK OK OK
206 11 126 127 12 bea m -4,52E+04 4,74E+06 -2,75E+04 4,59E+03 -1,17E-03 2,75E+04 4,58E+06 19,2 14,70 19,2 0,00 0,25 OK OK OK
205 11 125 126 12 bea m -6,94E+03 4,42E+06 -3,10E+04 2,75E+04 -1,09E-03 3,10E+04 4,27E+06 18,3 13,25 18,3 0,00 0,04 OK OK OK
204 11 124 125 12 bea m 1,64E+05 4,11E+06 4,91E+04 3,10E+04 -1,02E-03 4,91E+04 2,99E+06 15,1 7,02 15,1 0,00 0,91 OK OK OK
203 11 123 124 12 bea m -1,25E+05 1,86E+06 -7,58E+00 -4,91E+04 -4,60E-04 7,58E+00 1,86E+06 6,9 6,90 6,9 0,00 0,70 OK OK OK
Worst 21,6 0,00 0,91

It can be deducted from top heading final stage, that there are some localized points in the spring
line, where it has been obtained tension and shear stresses. This conclusion is logical, and it is
justified by the heaving in the benching excavation stage, and generation of flexural actions in
the bottom of top heading, the tension stresses, in case of appearance, could be absorbed by the
shotcrete tension strength, wire-mesh or fibres in the shotcrete. Theoretical simulations of swell-
ing in the tunnel invert are not produced practically up to this magnitude. Hence, the few points
are not required to be taken into consideration in the analysis, and can be neglected.

Fort the Steel arches, the solicitations obtained are shown in the following figures:

245
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.2-7bn.- Overburden 875 m. Benching phase. Support. Moments in Steel arches. Final
stage

Figure 6.2-8bn.- Overburden 875 m. Benching phase. Support. Axial Forces in Steel arches. Final
stage

246
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

The actions on the Steel arches in the final stage result as it follows:

• Steel arches in top heading section (Type TH-29)

b= 3,70E-03 I= 6,16E-06 e= 0,058 COMP. TENSION SHEAR
500 500 500
Mma x Mmi n Comp. Tens i on Shea r Reduction Factor
El em ID Nod1 Nod2 Prop F-s hea r F-a xi a l Mom-1 Mom-2 s tra i n M (m·N) N (N) (MPa ) (MPa ) (MPa ) (MPa ) (MPa ) 0,87 0,87 0,87
7,03E+03 3,21E+05 152,8 20,56 152,8 0,00 OK OK OK
202 10 45 44 21 bea m 1,16E+04 3,21E+05 -1,01E+03 7,03E+03 -4,13E-04 1,01E+03 3,39E+05 101,2 82,23 101,2 0,00 4,71 OK OK OK
201 10 44 43 21 bea m -1,33E+04 3,58E+05 -7,03E+03 6,00E+02 -4,61E-04 7,03E+03 4,75E+05 194,5 62,15 194,5 0,00 5,41 OK OK OK
200 10 43 42 21 bea m -2,53E+04 5,92E+05 -6,00E+02 -7,45E+03 -7,61E-04 6,00E+02 6,08E+05 169,8 158,54 169,8 0,00 10,26 OK OK OK
199 10 42 41 21 bea m 2,34E+04 6,23E+05 7,45E+03 -2,51E+01 -8,02E-04 7,45E+03 6,32E+05 240,9 100,55 240,9 0,00 9,47 OK OK OK
198 10 41 40 21 bea m -1,67E+03 6,40E+05 2,71E+01 -8,14E+02 -8,23E-04 2,71E+01 6,28E+05 170,0 169,52 170,0 0,00 0,68 OK OK OK
197 10 40 39 21 bea m 7,92E+03 6,17E+05 8,14E+02 2,75E+03 -7,94E-04 8,14E+02 6,49E+05 183,0 167,70 183,0 0,00 3,21 OK OK OK
196 10 39 38 21 bea m -8,70E+03 6,81E+05 -2,75E+03 -1,79E+02 -8,77E-04 2,75E+03 7,03E+05 216,0 164,16 216,0 0,00 3,53 OK OK OK
195 10 38 37 21 bea m 3,46E+03 7,25E+05 1,81E+02 9,85E+02 -9,34E-04 1,81E+02 7,46E+05 203,3 199,93 203,3 0,00 1,40 OK OK OK
194 10 37 36 21 bea m 7,25E+03 7,67E+05 -9,86E+02 3,56E+03 -9,87E-04 9,86E+02 7,63E+05 215,4 196,82 215,4 0,00 2,94 OK OK OK
193 10 36 35 21 bea m -1,34E+04 7,59E+05 -3,56E+03 -1,19E+03 -9,76E-04 3,56E+03 7,83E+05 245,2 178,19 245,2 0,00 5,43 OK OK OK
192 10 35 34 21 bea m 8,15E+03 8,08E+05 1,19E+03 1,76E+03 -1,04E-03 1,19E+03 8,42E+05 238,8 216,51 238,8 0,00 3,31 OK OK OK
191 10 34 33 21 bea m -7,32E+03 8,77E+05 -1,76E+03 -8,82E+02 -1,13E-03 1,76E+03 8,93E+05 257,8 224,70 257,8 0,00 2,97 OK OK OK
190 10 33 32 21 bea m 6,54E+03 9,09E+05 8,83E+02 1,44E+03 -1,17E-03 8,83E+02 9,54E+05 266,1 249,46 266,1 0,00 2,65 OK OK OK
189 10 32 31 21 bea m -2,50E+03 9,99E+05 -1,43E+03 5,42E+02 -1,29E-03 1,43E+03 9,94E+05 282,1 255,18 282,1 0,00 1,01 OK OK OK
188 10 31 30 21 bea m -2,27E+03 9,89E+05 -5,40E+02 -2,24E+02 -1,27E-03 5,40E+02 9,88E+05 272,1 261,95 272,1 0,00 0,92 OK OK OK
187 10 30 29 21 bea m 8,08E+03 9,87E+05 2,20E+02 2,50E+03 -1,27E-03 2,20E+02 9,73E+05 265,1 260,91 265,1 0,00 3,28 OK OK OK
186 10 29 28 21 bea m -5,78E+03 9,59E+05 -2,50E+03 -1,01E+02 -1,23E-03 2,50E+03 9,54E+05 281,3 234,18 281,3 0,00 2,34 OK OK OK
185 10 28 27 21 bea m -6,31E+02 9,49E+05 1,01E+02 -4,05E+02 -1,22E-03 1,01E+02 9,39E+05 254,7 252,82 254,7 0,00 0,26 OK OK OK
184 10 27 26 21 bea m 7,50E+03 9,29E+05 4,04E+02 1,86E+03 -1,20E-03 4,04E+02 9,32E+05 255,6 247,98 255,6 0,00 3,04 OK OK OK
183 10 26 25 21 bea m -4,99E+03 9,34E+05 -1,87E+03 3,57E+02 -1,20E-03 1,87E+03 9,36E+05 270,6 235,51 270,6 0,00 2,02 OK OK OK
182 10 25 24 21 bea m -8,56E+02 9,39E+05 -3,57E+02 -5,68E+01 -1,21E-03 3,57E+02 9,47E+05 259,4 252,69 259,4 0,00 0,35 OK OK OK
181 10 24 23 21 bea m 2,04E+02 9,56E+05 5,58E+01 4,44E+01 -1,23E-03 5,58E+01 9,56E+05 258,9 257,84 258,9 0,00 0,08 OK OK OK
180 10 23 22 21 bea m -2,01E+02 9,56E+05 -4,26E+01 -5,62E+01 -1,23E-03 4,26E+01 9,48E+05 256,5 255,72 256,5 0,00 0,08 OK OK OK
179 10 22 21 21 bea m 8,68E+02 9,39E+05 5,74E+01 3,62E+02 -1,21E-03 5,74E+01 9,37E+05 253,8 252,76 253,8 0,00 0,35 OK OK OK
178 10 21 20 21 bea m 4,91E+03 9,35E+05 -3,64E+02 1,85E+03 -1,20E-03 3,64E+02 9,33E+05 255,5 248,61 255,5 0,00 1,99 OK OK OK
177 10 20 19 21 bea m -7,47E+03 9,30E+05 -1,85E+03 -4,11E+02 -1,20E-03 1,85E+03 9,39E+05 271,2 236,33 271,2 0,00 3,03 OK OK OK
176 10 19 18 21 bea m 6,08E+02 9,48E+05 4,11E+02 -1,18E+02 -1,22E-03 4,11E+02 9,52E+05 261,2 253,43 261,2 0,00 0,25 OK OK OK
175 10 18 17 21 bea m 5,95E+03 9,56E+05 1,19E+02 2,56E+03 -1,23E-03 1,19E+02 9,71E+05 263,7 261,42 263,7 0,00 2,41 OK OK OK
174 10 17 16 21 bea m -8,27E+03 9,87E+05 -2,56E+03 -2,27E+02 -1,27E-03 2,56E+03 9,88E+05 291,2 242,96 291,2 0,00 3,35 OK OK OK
173 10 16 15 21 bea m 2,32E+03 9,90E+05 2,27E+02 5,56E+02 -1,27E-03 2,27E+02 9,96E+05 271,3 267,03 271,3 0,00 0,94 OK OK OK
172 10 15 14 21 bea m 2,39E+03 1,00E+06 -5,59E+02 1,41E+03 -1,29E-03 5,59E+02 9,56E+05 263,7 253,17 263,7 0,00 0,97 OK OK OK
171 10 14 13 21 bea m -6,51E+03 9,10E+05 -1,41E+03 -8,98E+02 -1,17E-03 1,41E+03 8,95E+05 255,3 228,75 255,3 0,00 2,64 OK OK OK
170 10 13 12 21 bea m 7,50E+03 8,81E+05 9,00E+02 1,81E+03 -1,13E-03 9,00E+02 8,45E+05 236,8 219,86 236,8 0,00 3,04 OK OK OK
169 10 12 11 21 bea m -8,39E+03 8,09E+05 -1,80E+03 -1,23E+03 -1,04E-03 1,80E+03 7,86E+05 229,3 195,41 229,3 0,00 3,40 OK OK OK
168 10 11 10 21 bea m 1,36E+04 7,62E+05 1,22E+03 3,59E+03 -9,81E-04 1,22E+03 7,61E+05 217,1 194,04 217,1 0,00 5,51 OK OK OK
167 10 10 9 21 bea m -7,26E+03 7,59E+05 -3,52E+03 9,48E+02 -9,76E-04 3,52E+03 7,38E+05 232,7 166,42 232,7 0,00 2,94 OK OK OK
166 10 9 8 21 bea m -3,29E+03 7,18E+05 -9,47E+02 -1,61E+02 -9,24E-04 9,47E+02 6,96E+05 196,9 179,09 196,9 0,00 1,33 OK OK OK
165 10 8 7 21 bea m 8,86E+03 6,73E+05 1,65E+02 2,82E+03 -8,66E-04 1,65E+02 6,41E+05 174,8 171,69 174,8 0,00 3,59 OK OK OK
164 10 7 6 21 bea m -8,24E+03 6,09E+05 -2,82E+03 -8,96E+02 -7,84E-04 2,82E+03 6,21E+05 194,3 141,31 194,3 0,00 3,34 OK OK OK
163 10 6 5 21 bea m 1,93E+03 6,33E+05 8,94E+02 1,47E+01 -8,15E-04 8,94E+02 6,32E+05 179,1 162,28 179,1 0,00 0,78 OK OK OK
162 10 5 4 21 bea m -2,40E+04 6,30E+05 -1,30E+01 -7,61E+03 -8,11E-04 1,30E+01 6,09E+05 164,8 164,55 164,8 0,00 9,71 OK OK OK
161 10 4 3 21 bea m 2,59E+04 5,88E+05 7,61E+03 6,18E+02 -7,57E-04 7,61E+03 4,71E+05 198,9 55,64 198,9 0,00 10,49 OK OK OK
160 10 3 2 21 bea m 1,34E+04 3,54E+05 -6,20E+02 7,08E+03 -4,55E-04 6,20E+02 3,18E+05 91,8 80,16 91,8 0,00 5,43 OK OK OK
159 10 2 1 21 bea m -1,19E+04 2,83E+05 -7,08E+03 9,20E+02 -3,64E-04 7,08E+03 2,83E+05 143,1 9,80 143,1 0,00 4,82 OK OK OK
Worst 291,2 0,00 10,49

• Steel arches in the benching section (Type TH-29)

247
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

b= 0,001689 I= 8,42E-06 e= 0,058 COMP. TENSION SHEAR

500 500 500
Mma x Mmi n Comp. Tens i on Shea r Reduction Factor
El em ID Nod1 Nod2 Prop F-s hea r F-a xi a l Mom-1 Mom-2 s tra i n M (m·N) N (N) (MPa ) (MPa ) (MPa ) (MPa ) (MPa ) 0,87 0,87 0,87

242 14 10 9 23 bea m -8,36E+02 6,70E+04 -4,05E+02 1,08E+02 -8,62E-05 4,05E+02 6,72E+04 42,6 37,00 42,6 0,00 0,74 OK OK OK
241 14 9 8 23 bea m -4,90E+02 6,74E+04 -1,06E+02 -5,88E+01 -8,68E-05 1,06E+02 6,96E+04 42,0 40,50 42,0 0,00 0,43 OK OK OK
240 14 8 7 23 bea m 2,75E+03 7,19E+04 5,95E+01 8,66E+02 -9,25E-05 5,95E+01 8,29E+04 49,5 48,65 49,5 0,00 2,44 OK OK OK
239 14 7 6 23 bea m -6,78E+02 9,39E+04 -8,62E+02 5,56E+02 -1,21E-04 8,62E+02 9,73E+04 63,5 51,66 63,5 0,00 0,60 OK OK OK
238 14 6 5 23 bea m -8,06E+02 1,01E+05 -5,53E+02 1,74E+02 -1,30E-04 5,53E+02 8,34E+04 53,2 45,59 53,2 0,00 0,72 OK OK OK
237 14 5 4 23 bea m 5,70E+03 6,62E+04 -1,75E+02 1,99E+03 -8,52E-05 1,75E+02 9,03E+04 54,7 52,28 54,7 0,00 5,06 OK OK OK
236 14 4 3 23 bea m -3,15E+03 1,15E+05 -1,99E+03 9,87E+02 -1,47E-04 1,99E+03 1,15E+05 81,6 54,19 81,6 0,00 2,80 OK OK OK
235 14 3 2 23 bea m -5,23E+02 1,15E+05 -9,90E+02 7,38E+02 -1,48E-04 9,90E+02 1,56E+05 99,0 85,34 99,0 0,00 0,46 OK OK OK
234 14 2 1 23 bea m 3,45E+02 1,97E+05 -7,41E+02 9,20E+02 -2,53E-04 7,41E+02 1,97E+05 121,4 111,23 121,4 0,00 0,31 OK OK OK
222 12 10 9 22 bea m -8,36E+02 6,70E+04 -4,05E+02 1,08E+02 -8,62E-05 4,05E+02 6,72E+04 42,6 37,00 42,6 0,00 0,74 OK OK OK
221 12 9 8 22 bea m -4,90E+02 6,74E+04 -1,06E+02 -5,88E+01 -8,68E-05 1,06E+02 6,96E+04 42,0 40,50 42,0 0,00 0,43 OK OK OK
220 12 8 7 22 bea m 2,75E+03 7,19E+04 5,95E+01 8,66E+02 -9,25E-05 5,95E+01 8,29E+04 49,5 48,65 49,5 0,00 2,44 OK OK OK
219 12 7 6 22 bea m -6,78E+02 9,39E+04 -8,62E+02 5,56E+02 -1,21E-04 8,62E+02 9,73E+04 63,5 51,66 63,5 0,00 0,60 OK OK OK
218 12 6 5 22 bea m -8,06E+02 1,01E+05 -5,53E+02 1,74E+02 -1,30E-04 5,53E+02 8,34E+04 53,2 45,59 53,2 0,00 0,72 OK OK OK
217 12 5 4 22 bea m 5,70E+03 6,62E+04 -1,75E+02 1,99E+03 -8,52E-05 1,75E+02 9,03E+04 54,7 52,28 54,7 0,00 5,06 OK OK OK
216 12 4 3 22 bea m -3,15E+03 1,15E+05 -1,99E+03 9,87E+02 -1,47E-04 1,99E+03 1,15E+05 81,6 54,19 81,6 0,00 2,80 OK OK OK
215 12 3 2 22 bea m -5,23E+02 1,15E+05 -9,90E+02 7,38E+02 -1,48E-04 9,90E+02 1,56E+05 99,0 85,34 99,0 0,00 0,46 OK OK OK
214 12 2 1 22 bea m 3,45E+02 1,97E+05 -7,41E+02 9,20E+02 -2,53E-04 7,41E+02 1,97E+05 121,4 111,23 121,4 0,00 0,31 OK OK OK
Worst 121,4 0,00 5,06

The actions developed on the Steel sets are inside the established limits for material strength

In case of the bolts, the resulting loads are as follows:

Figure 6.2-9bn.- Overburden 875 m. Final stage. Support. Axial forces (tension) in bolts

CASE B.- OVERBURDEN: 875 M (MAXIMUM), AND LIMIT OF 600 M

Below it can be found the summary table with calculation results:

248
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

6.3 Top Heading stage (CASE B)

TOP HEADING STAGE

Analysis variables Values Fig. Observations
Vertical displacement (mm)
-9.57 (crown) 6.3-1av
(Excavation phase)
Max. radial deformation (1) =
Horizontal displacement
0.17%
(mm) 4.37 (sidewall) 6.3-2av
(Excavation phase)
Ground

Plasticisation
Very low 6.3-3av Very small extension
(Excavation phase)
Vertical displacement (mm)
-23.03 (crown) 6.3-4av
(Support final stage)
Max. Radial deformation (1) =
Horizontal displacement 25,06 (sidewall,
0.46%
(mm) 1,60 m above 6.3-5av
(Support final stage) spring line)
Max. Horizontal convergence (2):
Deformation in shotcrete -21.81
6.3-6av 41.51 mm after top heading sup-
Support

(mm) 20.78 (sidewall)

port (0.38%)
Moments in shotcrete (m·N) 9.01e4 6.3-7av
Valid FS
Axial forces in shotcrete (N) 4.20e6 6.3-8av
Axial forces in bolts (N) 1.52e5 6.3-9av Ok
Nota (1): For excavation radius of 5.42 m, this can be modified up to 5% of tunnel diameter

Nota (2): Measured in a convergence chord. 1.60 m above the spring line

249
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.3-1th.- Overburden 600 m. Top heading phase. Ground vertical displacements. Excava-
tion stage

Figure 6.3-2th.- Overburden 600 m. Top heading phase. Ground Horizontal displac. Excavation
stage

250
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.1-3th.- Overburden 600 m. Top Heading phase. Plasticization. Excavation stage

Figure 6.3-4th.- Overburden 600 m. Top heading phase. Ground Vertical displac,. Support final
stage

251
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.3-5th.- Overburden 600 m. Top heading phase. Ground Horiz. displacements,. Support
final stage

A continuación se analiza las solicitaciones.

Figure 6.3-6th.- Overburden 600 m. Top heading phase. Deformations in shotcrete,. Support final
stage.

252
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.3-7th.- Overburden 600 m. Top heading phase. Moments in shotcrete,. Support final
stage

Figure 6.3-8th.- Overburden 600 m. Top heading phase. Axial forces in shotcrete,. Support final
stage

• Actions on shotcrete support structural beam (thickness = 22 cm)

253
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

b= 0,22 I= 0,0008873 COMP. TENSION SHEAR

35 2,25 2,25
Mma x Mmi n Comp. Tens i on Shea r Reduction Factor
El em ID Nod1 Nod2 Prop F-s hea r F-a xi a l Mom-1 Mom-2 s tra i n M (m·N) N (N) (MPa ) (MPa ) (MPa ) (MPa ) (MPa ) 0,67 0,67 0,67
8,53E+03 3,89E+06 18,7 16,60 18,7 0,00 OK OK OK
158 9 45 44 11 bea m 1,65E+04 3,89E+06 -5,07E+00 8,53E+03 -1,18E-03 5,07E+00 3,54E+06 16,1 16,11 16,1 0,00 0,11 OK OK OK
157 9 44 43 11 bea m -9,10E+04 3,20E+06 -8,54E+03 -3,53E+04 -9,70E-04 8,54E+03 3,12E+06 15,3 13,14 15,3 0,00 0,62 OK OK OK
156 9 43 42 11 bea m -1,69E+05 3,05E+06 3,53E+04 -8,91E+04 -9,23E-04 3,53E+04 3,07E+06 18,3 9,60 18,3 0,00 1,15 OK OK OK
155 9 42 41 11 bea m 1,88E+05 3,10E+06 8,91E+04 -2,93E+04 -9,39E-04 8,91E+04 3,10E+06 25,1 3,06 25,1 0,00 1,28 NOT OK OK OK
154 9 41 40 11 bea m 1,59E+03 3,11E+06 2,93E+04 -2,85E+04 -9,41E-04 2,93E+04 3,02E+06 17,4 10,10 17,4 0,00 0,01 OK OK OK
153 9 40 39 11 bea m 8,94E+04 2,94E+06 2,85E+04 1,18E+04 -8,90E-04 2,85E+04 3,15E+06 17,8 10,77 17,8 0,00 0,61 OK OK OK
152 9 39 38 11 bea m -2,37E+04 3,36E+06 -1,18E+04 3,78E+03 -1,02E-03 1,18E+04 3,39E+06 16,9 13,96 16,9 0,00 0,16 OK OK OK
151 9 38 37 11 bea m 2,42E+04 3,42E+06 -3,78E+03 1,19E+04 -1,04E-03 3,78E+03 3,46E+06 16,2 15,26 16,2 0,00 0,17 OK OK OK
150 9 37 36 11 bea m 2,43E+04 3,50E+06 -1,19E+04 2,05E+04 -1,06E-03 1,19E+04 3,48E+06 17,3 14,34 17,3 0,00 0,17 OK OK OK
149 9 36 35 11 bea m -7,70E+04 3,47E+06 -2,05E+04 -6,78E+03 -1,05E-03 2,05E+04 3,55E+06 18,7 13,60 18,7 0,00 0,53 OK OK OK
148 9 35 34 11 bea m 6,23E+04 3,64E+06 6,78E+03 1,57E+04 -1,10E-03 6,78E+03 3,73E+06 17,8 16,11 17,8 0,00 0,43 OK OK OK
147 9 34 33 11 bea m -5,35E+04 3,82E+06 -1,57E+04 -3,59E+03 -1,16E-03 1,57E+04 3,88E+06 19,6 15,71 19,6 0,00 0,36 OK OK OK
146 9 33 32 11 bea m 7,64E+04 3,95E+06 3,59E+03 2,35E+04 -1,20E-03 3,59E+03 4,00E+06 18,6 17,71 18,6 0,00 0,52 OK OK OK
145 9 32 31 11 bea m -4,66E+04 4,04E+06 -2,35E+04 6,97E+03 -1,22E-03 2,35E+04 4,02E+06 21,2 15,36 21,2 0,00 0,32 OK OK OK
144 9 31 30 11 bea m -2,19E+04 4,00E+06 -6,97E+03 -3,91E+02 -1,21E-03 6,97E+03 4,03E+06 19,2 17,46 19,2 0,00 0,15 OK OK OK
143 9 30 29 11 bea m 2,69E+04 4,06E+06 3,90E+02 8,69E+03 -1,23E-03 3,90E+02 3,97E+06 18,1 17,99 18,1 0,00 0,18 OK OK OK
142 9 29 28 11 bea m -4,31E+04 3,88E+06 -8,69E+03 -1,07E+04 -1,17E-03 8,69E+03 3,95E+06 19,0 16,88 19,0 0,00 0,29 OK OK OK
141 9 28 27 11 bea m 3,20E+04 4,03E+06 1,07E+04 4,69E+03 -1,22E-03 1,07E+04 3,97E+06 19,4 16,73 19,4 0,00 0,22 OK OK OK
140 9 27 26 11 bea m 5,42E+04 3,92E+06 -4,69E+03 2,11E+04 -1,19E-03 4,69E+03 3,94E+06 18,5 17,31 18,5 0,00 0,37 OK OK OK
139 9 26 25 11 bea m -4,67E+04 3,96E+06 -2,11E+04 6,95E+03 -1,20E-03 2,11E+04 4,00E+06 20,8 15,57 20,8 0,00 0,32 OK OK OK
138 9 25 24 11 bea m -2,66E+04 4,04E+06 -6,95E+03 -5,90E+03 -1,23E-03 6,95E+03 4,12E+06 19,6 17,86 19,6 0,00 0,18 OK OK OK
137 9 24 23 11 bea m -4,21E+03 4,19E+06 5,90E+03 -7,97E+03 -1,27E-03 5,90E+03 4,20E+06 19,8 18,34 19,8 0,00 0,03 OK OK OK
136 9 23 22 11 bea m 6,01E+03 4,20E+06 7,97E+03 -5,02E+03 -1,27E-03 7,97E+03 4,13E+06 19,8 17,78 19,8 0,00 0,04 OK OK OK
135 9 22 21 11 bea m 2,68E+04 4,06E+06 5,02E+03 7,93E+03 -1,23E-03 5,02E+03 4,03E+06 18,9 17,68 18,9 0,00 0,18 OK OK OK
134 9 21 20 11 bea m 4,45E+04 3,99E+06 -7,93E+03 2,14E+04 -1,21E-03 7,93E+03 3,96E+06 19,0 17,02 19,0 0,00 0,30 OK OK OK
133 9 20 19 11 bea m -5,56E+04 3,93E+06 -2,14E+04 4,58E+03 -1,19E-03 2,14E+04 3,98E+06 20,7 15,45 20,7 0,00 0,38 OK OK OK
132 9 19 18 11 bea m -3,34E+04 4,03E+06 -4,58E+03 -1,16E+04 -1,22E-03 4,58E+03 3,95E+06 18,5 17,38 18,5 0,00 0,23 OK OK OK
131 9 18 17 11 bea m 4,32E+04 3,86E+06 1,16E+04 7,90E+03 -1,17E-03 1,16E+04 3,95E+06 19,4 16,54 19,4 0,00 0,29 OK OK OK
130 9 17 16 11 bea m -2,43E+04 4,05E+06 -7,90E+03 -2,91E+02 -1,23E-03 7,90E+03 4,01E+06 19,2 17,26 19,2 0,00 0,17 OK OK OK
129 9 16 15 11 bea m 2,18E+04 3,98E+06 2,92E+02 7,04E+03 -1,21E-03 2,92E+02 3,99E+06 18,2 18,09 18,2 0,00 0,15 OK OK OK
128 9 15 14 11 bea m 5,04E+04 4,00E+06 -7,04E+03 2,49E+04 -1,21E-03 7,04E+03 3,97E+06 18,9 17,17 18,9 0,00 0,34 OK OK OK
127 9 14 13 11 bea m -8,05E+04 3,94E+06 -2,49E+04 -3,61E+03 -1,20E-03 2,49E+04 3,88E+06 20,7 14,55 20,7 0,00 0,55 OK OK OK
126 9 13 12 11 bea m 5,36E+04 3,82E+06 3,62E+03 1,57E+04 -1,16E-03 3,62E+03 3,72E+06 17,4 16,47 17,4 0,00 0,37 OK OK OK
125 9 12 11 11 bea m -6,27E+04 3,62E+06 -1,57E+04 -6,88E+03 -1,10E-03 1,57E+04 3,54E+06 18,0 14,13 18,0 0,00 0,43 OK OK OK
124 9 11 10 11 bea m 8,03E+04 3,45E+06 6,89E+03 2,16E+04 -1,05E-03 6,89E+03 3,47E+06 16,6 14,90 16,6 0,00 0,55 OK OK OK
123 9 10 9 11 bea m -2,53E+04 3,48E+06 -2,16E+04 1,26E+04 -1,06E-03 2,16E+04 3,45E+06 18,4 13,02 18,4 0,00 0,17 OK OK OK
122 9 9 8 11 bea m -2,57E+04 3,42E+06 -1,26E+04 3,92E+03 -1,04E-03 1,26E+04 3,39E+06 17,0 13,86 17,0 0,00 0,18 OK OK OK
121 9 8 7 11 bea m 2,24E+04 3,36E+06 -3,92E+03 1,15E+04 -1,02E-03 3,92E+03 3,16E+06 14,8 13,86 14,8 0,00 0,15 OK OK OK
120 9 7 6 11 bea m -9,23E+04 2,95E+06 -1,15E+04 -3,01E+04 -8,94E-04 1,15E+04 3,03E+06 15,2 12,36 15,2 0,00 0,63 OK OK OK
119 9 6 5 11 bea m 1,21E+03 3,11E+06 3,01E+04 -2,96E+04 -9,44E-04 3,01E+04 3,11E+06 17,9 10,39 17,9 0,00 0,01 OK OK OK
118 9 5 4 11 bea m -1,90E+05 3,10E+06 2,96E+04 -9,01E+04 -9,40E-04 2,96E+04 3,08E+06 17,7 10,34 17,7 0,00 1,30 OK OK OK
117 9 4 3 11 bea m 1,74E+05 3,06E+06 9,01E+04 -3,49E+04 -9,27E-04 9,01E+04 3,13E+06 25,4 3,07 25,4 0,00 1,18 NOT OK OK OK
116 9 3 2 11 bea m 9,14E+04 3,20E+06 3,49E+04 9,18E+03 -9,71E-04 3,49E+04 3,54E+06 20,4 11,79 20,4 0,00 0,62 OK OK OK
115 9 2 1 11 bea m -1,77E+04 3,88E+06 -9,17E+03 -4,32E+00 -1,18E-03 9,17E+03 3,88E+06 18,8 16,51 18,8 0,00 0,12 OK OK OK
Worst 25,4 0,00 1,30

As it can be noticed, the worst axial compression value is 25.4 MPa, lower than the acceptable
limit considered except for two singular points, where the SF ≈ 1.38, then it can be considered
as valid. In addition to this, for tension and shear stresses conforms to the maximum acceptable
values including reduction factors. Hence, for permanent conditions it can be considered as ac-
ceptable and valid.

Regarding bolts, the actions obtained are following:

254
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.3-9th.- Overburden 600 m. Top heading phase. Axial forces in bolts,. Support final stage

6.4 Benching stage (CASE B)

BENCHING STAGE
Analysis variables Values Fig. Observations
Vertical displacement (mm)
-44.29 (crown) 6.4-1des
(Support final stage)
Max. Radial deformation (1) =
Ground

Horizontal displacement
0.96%
(mm) 52.06 (sidewall) 6.4-2des
(Support final stage)
Plasticisation Circular crown
6.4-3des Elastic behavior
(Support final stage) 6.00-8.00 m
Max. horizontal convergence (2):
-66.17
Support deformation (mm) 6.4-4des 104.02 mm after top heading
Support

52.58 (sidewall)
support (0.96%)
Moments in shotcrete (m·N) -6.88e4 6.4-5des
Valid FS
Axial forces in concrete (N) 4.25e6 6.4-6des
Axial forces in bolts (N) 7.69e4 6.4-7des Ok
Nota (1): For an excavation radius of 5.42 m, this can be modified up to 5% of tunnel diameter

Nota (2): Measured in a horizontal chord at spring line level

255
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.4-1bn.- Overburden 600 m. Benching phase. Ground vert. displacements. Final stage

Figure 6.4-2bn.- Overburden 600 m. Benching phase. Ground horiz. displacements. Final stage

256
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.4-3bn.- Overburden 600 m. Benching phase. Plasticization. Final stage

Figure 6.4-4bn.- Overburden 600 m. Benching phase. Support, shotcrete deformation. Final stage

257
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.4-5bn. Overburden 600 m. Benching phase. Support, moments in shotcrete. Final stage

Figure 6.4-6bn.- Overburden 600 m. Benching phase. Support, axial forces in shotcrete. Final
stage

258
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

The actions resulting on the sprayed concrete are as it follows:

• Shotcrete structural layer (22 cm) in the top heading section

b= 0,22 I= 0,0008873 COMP. TENSION SHEAR
35 2,25 2,25
Mma x Mmi n Comp. Tens i on Shea r Reduction Factor
El em ID Nod1 Nod2 Prop F-s hea r F-a xi a l Mom-1 Mom-2 s tra i n M (m·N) N (N) (MPa ) (MPa ) (MPa ) (MPa ) (MPa ) 0,67 0,67 0,67
2,05E+03 2,28E+06 10,6 10,12 10,6 0,00 OK OK OK
158 9 45 44 11 bea m 7,14E+03 2,28E+06 5,75E+03 -2,05E+03 -6,92E-04 5,75E+03 1,82E+06 9,0 7,58 9,0 0,00 0,05 OK OK OK
157 9 44 43 11 bea m -2,41E+03 1,36E+06 2,05E+03 -3,21E+03 -4,13E-04 2,05E+03 1,37E+06 6,5 5,99 6,5 0,00 0,02 OK OK OK
156 9 43 42 11 bea m 2,01E+04 1,38E+06 3,20E+03 3,20E+03 -4,19E-04 3,20E+03 1,38E+06 6,7 5,88 6,7 0,00 0,14 OK OK OK
155 9 42 41 11 bea m -3,89E+04 1,38E+06 -3,20E+03 -9,18E+03 -4,17E-04 3,20E+03 1,52E+06 7,3 6,53 7,3 0,00 0,27 OK OK OK
154 9 41 40 11 bea m 2,18E+04 1,67E+06 9,18E+03 1,10E+03 -5,06E-04 9,18E+03 1,91E+06 9,8 7,56 9,8 0,00 0,15 OK OK OK
153 9 40 39 11 bea m 1,12E+05 2,16E+06 -1,10E+03 5,15E+04 -6,54E-04 1,10E+03 2,19E+06 10,1 9,82 10,1 0,00 0,76 OK OK OK
152 9 39 38 11 bea m 4,51E+03 2,22E+06 -5,15E+04 5,30E+04 -6,73E-04 5,15E+04 2,25E+06 16,6 3,82 16,6 0,00 0,03 OK OK OK
151 9 38 37 11 bea m 3,65E+04 2,27E+06 -5,30E+04 6,53E+04 -6,88E-04 5,30E+04 2,37E+06 17,3 4,19 17,3 0,00 0,25 OK OK OK
150 9 37 36 11 bea m 9,72E+03 2,46E+06 -6,53E+04 6,88E+04 -7,46E-04 6,53E+04 2,54E+06 19,6 3,45 19,6 0,00 0,07 OK OK OK
149 9 36 35 11 bea m -5,71E+04 2,62E+06 -6,88E+04 4,85E+04 -7,93E-04 6,88E+04 2,69E+06 20,7 3,70 20,7 0,00 0,39 OK OK OK
148 9 35 34 11 bea m -6,92E+03 2,76E+06 -4,85E+04 4,60E+04 -8,36E-04 4,85E+04 2,90E+06 19,2 7,17 19,2 0,00 0,05 OK OK OK
147 9 34 33 11 bea m -1,91E+04 3,05E+06 -4,60E+04 3,92E+04 -9,23E-04 4,60E+04 3,13E+06 19,9 8,53 19,9 0,00 0,13 OK OK OK
146 9 33 32 11 bea m -2,69E+04 3,22E+06 -3,92E+04 2,97E+04 -9,75E-04 3,92E+04 3,35E+06 20,1 10,36 20,1 0,00 0,18 OK OK OK
145 9 32 31 11 bea m -3,73E+04 3,48E+06 -2,97E+04 1,64E+04 -1,05E-03 2,97E+04 3,55E+06 19,8 12,44 19,8 0,00 0,25 OK OK OK
144 9 31 30 11 bea m 2,66E+04 3,62E+06 -1,64E+04 2,54E+04 -1,10E-03 1,64E+04 3,71E+06 18,9 14,83 18,9 0,00 0,18 OK OK OK
143 9 30 29 11 bea m -5,13E+04 3,80E+06 -2,54E+04 8,11E+03 -1,15E-03 2,54E+04 3,85E+06 20,7 14,36 20,7 0,00 0,35 OK OK OK
142 9 29 28 11 bea m -6,23E+04 3,90E+06 -8,11E+03 -2,00E+04 -1,18E-03 8,11E+03 4,07E+06 19,5 17,50 19,5 0,00 0,42 OK OK OK
141 9 28 27 11 bea m 8,65E+04 4,24E+06 2,00E+04 2,18E+04 -1,29E-03 2,00E+04 4,25E+06 21,8 16,83 21,8 0,00 0,59 OK OK OK
140 9 27 26 11 bea m -8,25E+04 4,25E+06 -2,18E+04 -3,19E+03 -1,29E-03 2,18E+04 4,15E+06 21,6 16,17 21,6 0,00 0,56 OK OK OK
139 9 26 25 11 bea m 2,21E+04 4,05E+06 3,19E+03 3,50E+03 -1,23E-03 3,19E+03 4,08E+06 19,0 18,17 19,0 0,00 0,15 OK OK OK
138 9 25 24 11 bea m -8,36E+03 4,12E+06 -3,49E+03 -5,49E+02 -1,25E-03 3,49E+03 4,09E+06 19,0 18,14 19,0 0,00 0,06 OK OK OK
137 9 24 23 11 bea m -9,10E+03 4,05E+06 5,48E+02 -5,02E+03 -1,23E-03 5,48E+02 4,03E+06 18,4 18,27 18,4 0,00 0,06 OK OK OK
136 9 23 22 11 bea m 1,09E+04 4,02E+06 5,02E+03 3,49E+02 -1,22E-03 5,02E+03 4,02E+06 18,9 17,65 18,9 0,00 0,07 OK OK OK
135 9 22 21 11 bea m 1,27E+04 4,02E+06 -3,49E+02 6,49E+03 -1,22E-03 3,49E+02 3,99E+06 18,2 18,10 18,2 0,00 0,09 OK OK OK
134 9 21 20 11 bea m -4,03E+04 3,96E+06 -6,49E+03 -5,71E+03 -1,20E-03 6,49E+03 4,05E+06 19,2 17,58 19,2 0,00 0,27 OK OK OK
133 9 20 19 11 bea m 8,18E+04 4,13E+06 5,71E+03 1,90E+04 -1,25E-03 5,71E+03 4,11E+06 19,4 17,98 19,4 0,00 0,56 OK OK OK
132 9 19 18 11 bea m -6,97E+04 4,09E+06 -1,90E+04 -1,46E+04 -1,24E-03 1,90E+04 3,94E+06 20,3 15,57 20,3 0,00 0,47 OK OK OK
131 9 18 17 11 bea m 5,20E+04 3,80E+06 1,46E+04 8,84E+03 -1,15E-03 1,46E+04 3,78E+06 19,0 15,39 19,0 0,00 0,35 OK OK OK
130 9 17 16 11 bea m 5,32E+04 3,77E+06 -8,83E+03 2,67E+04 -1,14E-03 8,83E+03 3,67E+06 17,8 15,60 17,8 0,00 0,36 OK OK OK
129 9 16 15 11 bea m -2,10E+04 3,58E+06 -2,67E+04 1,97E+04 -1,09E-03 2,67E+04 3,52E+06 19,3 12,69 19,3 0,00 0,14 OK OK OK
128 9 15 14 11 bea m 2,81E+04 3,46E+06 -1,97E+04 2,96E+04 -1,05E-03 1,97E+04 3,31E+06 17,5 12,59 17,5 0,00 0,19 OK OK OK
127 9 14 13 11 bea m 2,82E+04 3,15E+06 -2,96E+04 3,96E+04 -9,56E-04 2,96E+04 3,07E+06 17,6 10,28 17,6 0,00 0,19 OK OK OK
126 9 13 12 11 bea m 6,52E+03 2,99E+06 -3,96E+04 4,20E+04 -9,06E-04 3,96E+04 2,84E+06 17,8 7,99 17,8 0,00 0,04 OK OK OK
125 9 12 11 11 bea m -5,02E+02 2,69E+06 -4,20E+04 4,18E+04 -8,14E-04 4,20E+04 2,62E+06 17,1 6,71 17,1 0,00 0,00 OK OK OK
124 9 11 10 11 bea m 3,85E+04 2,55E+06 -4,18E+04 5,54E+04 -7,74E-04 4,18E+04 2,45E+06 16,3 5,98 16,3 0,00 0,26 OK OK OK
123 9 10 9 11 bea m 6,66E+03 2,36E+06 -5,54E+04 5,78E+04 -7,14E-04 5,54E+04 2,26E+06 17,1 3,40 17,1 0,00 0,05 OK OK OK
122 9 9 8 11 bea m -2,18E+04 2,17E+06 -5,78E+04 5,04E+04 -6,57E-04 5,78E+04 2,14E+06 16,9 2,58 16,9 0,00 0,15 OK OK OK
121 9 8 7 11 bea m 1,12E+04 2,12E+06 -5,04E+04 5,42E+04 -6,42E-04 5,04E+04 2,10E+06 15,8 3,29 15,8 0,00 0,08 OK OK OK
120 9 7 6 11 bea m -9,96E+04 2,08E+06 -5,42E+04 9,34E+03 -6,30E-04 5,42E+04 1,84E+06 15,1 1,64 15,1 0,00 0,68 OK OK OK
119 9 6 5 11 bea m -2,04E+04 1,60E+06 -9,34E+03 -2,49E+02 -4,86E-04 9,34E+03 1,46E+06 7,8 5,48 7,8 0,00 0,14 OK OK OK
118 9 5 4 11 bea m 3,39E+04 1,32E+06 2,50E+02 1,05E+04 -4,00E-04 2,50E+02 1,32E+06 6,0 5,97 6,0 0,00 0,23 OK OK OK
117 9 4 3 11 bea m -2,42E+04 1,32E+06 -1,05E+04 2,83E+03 -4,01E-04 1,05E+04 1,30E+06 7,2 4,60 7,2 0,00 0,17 OK OK OK
116 9 3 2 11 bea m -3,90E+03 1,28E+06 -2,83E+03 9,52E+02 -3,87E-04 2,83E+03 1,73E+06 8,2 7,53 8,2 0,00 0,03 OK OK OK
115 9 2 1 11 bea m -6,21E+03 2,19E+06 -9,53E+02 -2,26E+03 -6,64E-04 9,53E+02 2,19E+06 10,1 9,84 10,1 0,00 0,04 OK OK OK
Worsy 21,8 0,00 0,76

• Shotcrete final layer (27 cm) in the benching section

259
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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

b= 0,27 I= 0,0016403 COMPRESION TENSION SHEAR

35 2,25 2,25
Mma x Mmi n Comp. Tens i on Shea r Reduction Factor
El em ID Nod1 Nod2 Prop F-s hea r F-a xi a l Mom-1 Mom-2 s tra i n M (m·N) N (N) (MPa ) (MPa ) (MPa ) (MPa ) (MPa ) 0,67 0,67 0,67

180 11 144 45 13 bea m 8,48E+03 2,82E+06 9,88E+03 -5,81E+03 -6,96E-04 9,88E+03 2,85E+06 11,4 9,73 11,4 0,00 0,05 OK OK OK
179 11 143 144 13 bea m 3,47E+04 2,88E+06 1,93E+04 -9,88E+03 -7,10E-04 1,93E+04 2,88E+06 12,2 9,06 12,2 0,00 0,19 OK OK OK
178 11 142 143 13 bea m 7,16E+04 2,88E+06 3,88E+04 -1,93E+04 -7,10E-04 3,88E+04 2,86E+06 13,8 7,38 13,8 0,00 0,40 OK OK OK
177 11 141 142 13 bea m 1,85E+04 2,84E+06 4,78E+04 -3,88E+04 -7,00E-04 4,78E+04 2,90E+06 14,7 6,81 14,7 0,00 0,10 OK OK OK
176 11 140 141 13 bea m -1,17E+04 2,96E+06 4,21E+04 -4,78E+04 -7,32E-04 4,21E+04 3,03E+06 14,7 7,75 14,7 0,00 0,07 OK OK OK
175 11 139 140 13 bea m -4,95E+04 3,09E+06 2,89E+04 -4,21E+04 -7,63E-04 2,89E+04 3,25E+06 14,4 9,64 14,4 0,00 0,27 OK OK OK
174 11 138 139 13 bea m -9,30E+04 3,40E+06 4,12E+03 -2,89E+04 -8,40E-04 4,12E+03 3,34E+06 12,7 12,02 12,7 0,00 0,52 OK OK OK
173 11 137 138 13 bea m -1,64E+04 3,27E+06 -4,19E+03 -4,12E+03 -8,08E-04 4,19E+03 3,16E+06 12,1 11,37 12,1 0,00 0,09 OK OK OK
172 11 136 137 13 bea m 7,60E+03 3,05E+06 -3,92E+02 4,18E+03 -7,54E-04 3,92E+02 2,96E+06 11,0 10,91 11,0 0,00 0,04 OK OK OK
171 11 135 136 13 bea m 3,22E+04 2,86E+06 1,53E+04 3,92E+02 -7,05E-04 1,53E+04 2,41E+06 10,2 7,66 10,2 0,00 0,18 OK OK OK
170 11 134 135 13 bea m -3,91E+04 1,96E+06 -4,53E+00 -1,53E+04 -4,84E-04 4,53E+00 1,96E+06 7,3 7,26 7,3 0,00 0,22 OK OK OK
169 10 133 1 12 bea m -7,58E+03 2,75E+06 -5,93E+03 2,29E+03 -6,78E-04 5,93E+03 2,77E+06 10,7 9,77 10,7 0,00 0,04 OK OK OK
168 10 132 133 12 bea m -3,14E+04 2,79E+06 -1,45E+04 5,93E+03 -6,89E-04 1,45E+04 2,79E+06 11,5 9,15 11,5 0,00 0,17 OK OK OK
167 10 131 132 12 bea m -5,92E+04 2,80E+06 -3,06E+04 1,45E+04 -6,90E-04 3,06E+04 2,79E+06 12,8 7,81 12,8 0,00 0,33 OK OK OK
166 10 130 131 12 bea m -2,75E+04 2,78E+06 -4,40E+04 3,06E+04 -6,87E-04 4,40E+04 2,83E+06 14,1 6,88 14,1 0,00 0,15 OK OK OK
165 10 129 130 12 bea m -1,75E+03 2,89E+06 -4,49E+04 4,40E+04 -7,13E-04 4,49E+04 2,93E+06 14,5 7,15 14,5 0,00 0,01 OK OK OK
164 10 128 129 12 bea m 4,14E+04 2,97E+06 -3,38E+04 4,49E+04 -7,33E-04 3,38E+04 3,14E+06 14,4 8,84 14,4 0,00 0,23 OK OK OK
163 10 127 128 12 bea m 9,77E+04 3,31E+06 -7,81E+03 3,38E+04 -8,16E-04 7,81E+03 3,24E+06 12,7 11,37 12,7 0,00 0,54 OK OK OK
162 10 126 127 12 bea m 1,84E+04 3,18E+06 1,53E+03 7,81E+03 -7,85E-04 1,53E+03 3,07E+06 11,5 11,24 11,5 0,00 0,10 OK OK OK
161 10 125 126 12 bea m 1,63E+03 2,96E+06 2,35E+03 -1,53E+03 -7,30E-04 2,35E+03 2,87E+06 10,8 10,45 10,8 0,00 0,01 OK OK OK
160 10 124 125 12 bea m -3,54E+04 2,79E+06 -1,49E+04 -2,35E+03 -6,89E-04 1,49E+04 2,36E+06 10,0 7,50 10,0 0,00 0,20 OK OK OK
159 10 123 124 12 bea m 3,81E+04 1,93E+06 -1,58E+00 1,49E+04 -4,75E-04 1,58E+00 1,93E+06 7,1 7,13 7,1 0,00 0,21 OK OK OK
Worst 14,7 0,00 0,54

As it can be noticed, the worst axial compression value is 21.8 MPa (in top heading section),
lower than the acceptable limit considered, also it conforms to the reduction factors established
in structural verification. In addition to this, for tension and shear stresses conforms to the max-
imum acceptable values including reduction factors. Hence, for permanent conditions it can be
considered as acceptable and valid.

Regarding bolts, following are the axial (tensional) forces obtained:

Figure 6.4-7bn. - Overburden 600 m. Final stage, support. Axial forces in bolts

260
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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

7 CONCLUSIONS

The actions obtained in the calculations are inside the acceptable strength limits established,
therefore they comply with the structural verification.

The stresses appearing in the final stage of support are close to the limiting established values,
with safety factor near SF= 1.5 for shotcrete support elements, and SF= 1.15 for the Steel of me-
tallic arches.

In the final state it has been obtained the following results:

• For top heading phase, the results for worst values of shotcrete structural layer (thickness 22
cm) are as under:

COMPRESSION TENSION SHEAR

MPa MPa MPa
CASE A 22.3 3.56 NOT COMPLY 1.81 NOT COMPLY
CASE B 21.8 0.00 0.9
It can be derived that there are values of shear and tension stresses which do not comply with the
desirated Safety factor, but they are singular and isolated few points only. The tensions are gen-
erated in the bottom nodes located in both the sidewalls, and the shear also in two nodes for each
sidewall, also in the bottom of top heading section. These values are not significant and appear
normally in this type of theoretical analysis, due to the generation of efforts during the benching
heaving.

• In the benching it has been simulated the complete layer (5 cm safety+ structural layer). All
the model elements comply with the structural conditions.

Therefore, these "lousy" results of traction and shear that does not comply with the reduction
factors should not condition the support design, since as it has been explained are local points.
After the sequential simulation (top heading and benching) there is a “Theoretical heaving” of
the ground in the shattering that conditions the stresses on the support in the points of union
when it is excavated.

It is concluded that the E&S Class is valid. It is recommended that an auscultation control and
recognition of the status of the support on site would be carried out.

261
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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

ANNEXURE 7.3

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Technical Note 4 (FLAC3D) – Primary lining for E&S Class 4:

Overburden 456 m in Tunnel-1 – Ramban & Sincha Fm.

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

TABLE OF CONTENTS
1 PREFACE .............................................................................................................................................. 265

2 GRID GENERATION ......................................................................................................................... 266

3 INITIAL AND BOUNDARY CONDITIONS ................................................................................. 268

4 GROUND (CONSTITUTIVE MODEL) AND SUPPORT INPUT PARAMETERS ................ 268

4.1 Ground type and constitutive model .................................................................................................. 268

4.2 Specifications for support elements.................................................................................................... 269

5 NUMERICAL ANALYSIS STAGES ............................................................................................... 273

6 CALCULATION RESULTS .............................................................................................................. 274

6.1 Top Heading stage ................................................................................................................................ 274

6.2 Benching stage ...................................................................................................................................... 283

7 CONCLUSIONS................................................................................................................................... 293

264
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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

1 PREFACE

In this Technical Note it has been verified the primary lining for Excavation and Support Class 4
in Sudhmahadev Tunnel, corresponding to the rock mass type RMT-4, located in the geological
stretch of Salkhala formation, with schists. The conditions of design are following:

Overburden 456m (max.) in Tunnel-2 – Salkhala formation

As per DPR Design Report, section type for E&S Class 4 of support has been defined as fol-
lowing:

• Sprayed concrete.- 30 cm (5-7 cm security shotcrete, sealing + 25-23 cm structural layer)

• SN bolts.-  = 25 mm corrugated bar in Steel min. quality 500/550 MPa, 9.00 m long

Pattern spacing: 1.00-1.50 m (along tunnel axis) x 1.50 m (around cross section)

• Steel arch type TH-29, spacing 0.75-1.00 m c/c (along tunnel tube)

The structural verification has been done for combination of moment and forces for TH steel
ribs (beams), and checking compressive axial forces (minimum principal stresses) and tension
stresses (maximum principal) in sprayed concrete zones included in the grid model. The equiva-
lent Von Mises stresses have been verified also to take into consideration the shear stresses
against the concrete compressive strength. Along the process of numerical analysis by FDM it
has been obtained stress and deformation status at complete support stage.

In this verification, it has been selected one slice of 1 m wide located at a distance of 2D (D ≈ 11
m is tunnel diameter) from the face. At such distance, it is assumed that no further significant
deformation and stress increase is produced, and also it is warranted that the section is far
enough from the influence of model boundary with coordinate Y=0. In the model, simulation of
excavation and support stages has been performed up to 30 m from such boundary. Therefore, it
has been analyzed the slice for Y=7-8 m.

For this purpose, it has been used as design tool the software FLAC3D from Itasca Consulting
Group Inc.

To simulate the construction process with stages it has been assumed that the bolts along with
first safety layer of concrete (prone to cracking) have not been installed up to second round from

265
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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

face, the steel rib along with first structural layer up to the third round, and application of second
layer of structural concrete up to fourth round (>4.5 m from face). It has been modelled in
rounds of 1.5 m.

Construction stages are detailed in chapter 5 of this report. The shotcrete strength and elastic
modulus depends on the curing age of concrete.

This construction sequence allows for some deformation in the cavity periphery to release
stresses, although it becomes finally a rigid shell. The safety shotcrete shell is subjected to high
compressive stresses, and therefore, to cracking, while structural layers assume relatively less
stresses. Only structural concrete layers, considered as quasi “permanent” layers, have been ver-
ified structurally.

The conclusions are focused in the advantages and disadvantages of introducing too thick shot-
crete shells and the benefits on progressive introduction of support elements.

For the verification, as overburden taken is conservative, it has been performed structural verifi-
cation without affecting load with partial coefficients.

Finally, it is pertinent to highlight that the conclusions and results of this calculation report
remain valid if there is a variation in the tunnel dimensions (equivalent diameter D) less
than 5% of same. In addition to this, in case of tunnel dimension decrease, analysis could be
considered very slightly conservative, while in case of diameter increase, the inconvenient varia-
tion of results is almost negligible, and absorbed by other conservative assumptions.

2 GRID GENERATION

The grid modelling has a horizontal development of x=60 m by y=60 m, and a vertical dimen-
sion of 100 m, (z=±50 m). For the analysis with cover 456 m it has been applied a boundary
stress condition in the top grid face, which value is following:

Syy = mass density (Depth – y_d)

where: Depth= terrain elevation with reference to the tunnel center

456 m + 5 m (approx.. height of crown with reference to center) = 461 m

y_d = Elevation in the upper side of grid

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4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

By this way it is reduced the number of elements in the grid, the boundaries are located at
enough distance from tunnel center, and there is no erroneous geometries generation in the grid.

For the calculation, it has been adopted a symmetrical model as simplification, in order to save
number of zones and grid points.

In the next figures it is shown the grid in 3D, without and with excavation:

Figure 2.1.- Grid generation without excavation showing zone groups for materials

Figure 2.2.- Grid model with excavation (intermediate stage)

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

3 INITIAL AND BOUNDARY CONDITIONS

As the model limits (boundaries) are located far enough from the tunnel excavation, the defor-
mations which can be developed are practically insignificant. Hence, it has been assumed that
normal displacement in the right, front and rear faces are constrained, as well as in the top and
bottom limits of model.

The tunnel section analyzed is found at more depth than the distance from the upper boundary,
therefore it is subjected to a vertical pressure of model elements situated above it, plus to a sur-
charge consisting on the vertical pressure given by the height difference between real overbur-
den and distance to the upper grid side.

Prior to introduce any construction step in the model, stresses have to be initialized the stresses:

Vertical stress V =  · g · h

Horizontal stress H = K0 · V

It is assumed as acceptable the use of a ratio of in situ stress horizontal to vertical with value of
K0 = 1,00.

4 GROUND (CONSTITUTIVE MODEL) AND SUPPORT INPUT PARAMETERS

The input values for parameters which have been included in the model setup are as below:

4.1 Ground type and constitutive model

• Constitutive model considered is the classical elastoplastic Mohr-Coulomb.

• Ground Type: RMT-4, metamorphic rocks formed by: phyllite, slate, carbonaceous shale
and limestone (Ramban fm., 2.4); Dolomite, dolomitic limestone, Limestone, Quartzite
(Sincha fm., 1.4).

• Overburden: 456 m (maximum for 4 Class).

ELASTIC ROCK MASS PARA- HOEK-BROWN

PLASTIC UNIT
GROUND DEPTH METERS CLASSIFICATION
WEIGHT
TYPE (m) E K G C 
 ci (MPa) GSI mi (kN/m3 )
(MPa) (MPa) (MPa) (MPa) (º)
RMT-4
Ramban & 456 3896 0.26 2705 1546 48 40 12 1.29 35 26,59
Sincha fm

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

4.2 Specifications for support elements

In the calculation model it has been considered the following support elements:

• Rock bolts SN or PG  = 25 mm in steel quality 500/550, for tunnel support.

• Sprayed concrete of strength 35 N/mm2 (C35/45 quality), for tunnel support

• Steel arches Type  N  TH-29

Calculation properties and assumptions which have been established for the support elements
are following.

Rock Bolts

Simulated through unidimensional structural elements of type “cable”

The SN (or PG) bolt foreseen is Steel 500/550 yield tension capacity, corrugated bar  = 25 mm
with 9.00 m of length

Material properties are defined by following parameters:

• Young modulus E = 210 GPa

• Steel bar yield strength fyk= 500 MPa

• Cross section area A = 4.91 e-4 m2

• Breaking force limit ≈25 e4 N

• Bolt rigidity(ground-bolt) Kb = 28 e6 N/m/m

• Ultimate bond (ground-grout cohesion) Sb = 20 e4 N/m (fair-poor rock)

• Spacing: 1.50 m (transverse) x 1.50 m (longitudinal)

Sprayed concrete

Shotcrete thickness is 30 cm (5-7 cm of safety shotcrete (sealing) + 25-23 cm of structural layer)

in Class 4.

The sprayed concrete for tunnel support is simulated by zone group with a determined range in-
cluded in grid.

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

The properties of shotcrete are:

• Young Modulus E = 17 GPa (age 28 days)

• Poisson ratio  = 0.2

• Unit weight  = 2.50 t/m3

• Partial mat. Coefficient ϒ = 1.5

For the numerical modelling of shotcrete in temporary support situations, it has been adjusted
the following curing law:

120%

100%

80%
fcj/fc28

60%

40%

20%

0%
0 5 10 15 20 25 30
Edad (días)

Ensayos Geocontrol (2000) EHE Endurecimiento normal EHE Endurecimiento rápido

Ensayos Estefanía (2000) Ensayos Dramix (1998)

Days 0 1 3 7 28 90
Curing ratio 0.00 0.18 0.55 0.75 1.00 1.15
Based on lab tests, it is derived a direct relationship between the concrete strength for a deter-
mined age (fcj) and the modulus of elasticity at this same time (Ej), like it can be observed in the
following chart developed empirically:

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

40000

35000

30000

25000

Ej(MPa) 20000

15000

10000 y = 491.65x
R2 = 0.7535
5000

0
0 5 10 15 20 25 30 35 40 45
fcj(MPa)

Ensayos Geocontrol (2000) EHE EH-91

For a sprayed concrete of 35 MPa of characteristic compressive strength it is obtained an elastic-

ity modulus at an age of 28 days as following:

Ej = 491.65·f cj → Ec (28) = 491.65·f ck (28) = 491.65·35 = 17207 MPa ≈ 17000 MPa

Based on the value of Ec (28) and curing factors described above it can be determined some
stiffness of shotcrete in primary lining temporary situations.

It has been considered for the safety layer of thickness 5-7 cm that, in temporary conditions, the
curing up to 2-3 days (time period between spraying and when all the load is coming to the lay-
er) reaches the value Ec (5 days) = 11330 MPa, and the strength of the shotcrete for this period
is around 23.1 MPa.

When the second and third layers are installed, it is considered that sprayed concrete is totally
cured/settled and their properties can be replaced by the final ones.

The same assumption can be considered when the support is installed in the benching excava-
tion.

For the stress verification stage, it can be established a characteristic value of sprayed concrete
strength of 35 MPa, and it is estimated a characteristic tension strength value of 2, 25 MPa.

Steel arches

Simulation is performed considering them as unidimensional structural elements of type beam,

which are configured and declared between consecutive nodes located close to the excavation

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

periphery. These elements can be joined between them in a rigid way or with the grid. It deals
with structural elements which show a linear elastic behavior and they have six degrees of free-
dom in each node (3 for displacement and 3 for rotation). Their behavior is elastoplastic.

The foreseen Steel set is of type TH-29 (sliding set with locks), with min. quality S355J and
spacing as below:

• 0.75-1.0 m c/c in tunnel axis direction

The material properties are provided below:

• Young modulus E = 210 GPa

• Cross section area A = 37 e-4 m2

• Second moment of section Ix = 616 e-8 m4

Iy = 775 e-8 m4

• Spacing: s = 0.75 m

• Partial mat. Coefficient ϒ = 1.15

The steel rib is shown below, with connecting elements:

Figure 4.1.- Steel sets with rib TH-29 and connecting elements (1 pair of locks)

In the next figure, it is shown the model with full support included:

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4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 4.2.- Model with support elements in final stage

5 NUMERICAL ANALYSIS STAGES

Calculation steps developed for the model are following:

1. Initial status. Balance of stresses due to overburden

2. Top Heading excavation: It has been adopted 1.5 to 2.0 m round length (1 round per day of
progress pace) without support closest to face.

3. Top Heading Support (1st stage): Safety shotcrete layer of 5-7 cm applied to periphery, and
bolts with specific pattern also, in second round from face. To simplify the program code, it
is assumed that construction pace will be same than for excavation stage.

4. Top Heading Support (2nd stage): Second layer of shotcrete of 10-12 cm applied, plus in-
stallation of steel ribs TH-36 with longitudinal spacing between 0.8 and 1.2 m. This is exe-
cuted in third round from face, and same pace than above.

5. Top Heading Support (3rd stage): Third and last layer of sprayed concrete, thickness 11-15
cm to complete sprayed concrete support shell.

6. Benching excavation: In this case the round length is 3.0 m, with ½ rounds per day of con-
struction pace, same conditions than top heading phase.

7. to 10. Benching support, it has been developed with same sequence than top heading, but as

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4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

per benching round length.

The benching excavation includes invert at same time, and due to axisymmetric model, it has
been considered full benching excavation in one go. This is a conservative approach because in
the construction methodology it is envisaged separates stages in two halves.

With this sequential scheme, it is more or less reproduced the real conditions in the work face.
Nevertheless, the distance between top heading and benching faces can be much more; therefore
time available to redistribute stresses around the cavity normally is much more.

6 CALCULATION RESULTS

6.1 Top Heading stage

TOP HEADING STAGE

Values Observations
Analysed variables Fig.
(y=7-8)
Vertical displacement (mm) -26.12
None
(4th excavation round) (crown) Max. radial deformation (1) =
Horizontal displacement(mm) 17.84 (side- 0.47%
None
(4th excavation round) wall)
Plasticization
Ground

1.25-1.5 6.1-1 Limited extension

(Full excavation & support)
Vertical displacement (mm) -36.15
6.1-2
(Support final stage) (crown)
20.46 (side- Max. radial deformation (1) =
Horizontal displacement (mm) wall, 2 m 0.65%
6.1-3
(Support final stage) above spring
line)
7.5-10.0
Max. Horizontal convergence:
Support beam displacement (crown)
6.1-6 41 mm after top heading support
(mm) 2.5 (eleph.
(0.37%)
foot)
Max. Compression stress (min.
principal) in sprayed concrete 14.8 6.1-4
Support

(MPa) Shotcrete (safety and structural

Max. Tension stress (maximum layers) COMPLY
0.38 (in
principal) in sprayed concrete 6.1-5
sidewall)
(MPa)
Moments in Steel ribs (m·N) -1.86e3 6.1-7 Steel ribs COMPLY structural
Axial force in Steel ribs (N) 8.75e5 6.1-8 verification, acceptable
6.1-9a &
Axial tension in bolts (N) 20.3e4 Average load in bolt is 9.0 t
b

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Note (1): For excavation radius of 5.55 m, this can be modified up to 5% of tunnel diameter

Figure 6.1-1.- Overburden 456 m. Top Heading phase. Plastic/yield state during excavation &
support

Figure 6.1-2.- Overburden 456 m. Top Heading phase. Ground Vert. displacement, once complet-
ed support

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.1-3.- Overburden 456 m. Top Heading phase. Ground Hor. displacement, once complet-
ed support

Below are analyzed the actions on the support elements:

Figure 6.1-4.- Overburden 456 m. Top Heading phase. Max. Compressive stress at Y=7-8 (Min.
principal)

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.1-5.- Overburden 456 m. Top heading phase. Maximum tension stress at Y=7-8 (max.
principal)

It can be observed that the principal maximum tension stresses in the shotcrete is 0,38 MPa in
tension (around 1,1 m above spring line), and around 14.8 MPa in compression (elephant foot),
hence there is no surpass in any points of the acceptable values after applying the corresponding
material strength reduction factors. This is presented in the next page table, where maximum
compression values are reflected in yellow, while tension in green. Maximum values normally
are for safety shotcrete layer and/or elephant foot upper corner.

In conclusion, while the shotcrete does not seem to be overloaded, it has to be checked what is
coming for the steel ribs, and the behavior of bolts must be analyzed also. This will be presented
in next pages.

Below it has been included the Von Mises equivalent stresses for top heading stage. This stress
combines normal and shear stresses, in a maximum envelope:

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

STRUCTURAL VERIFICATION OF SPRAYED CONCRETE FOR E & S CLASS 4. TOP HEADING STAGE
Ppal. stresses in Shotcrete (primary lining) Stresses orientation (normal coordinates)
Concrete layer Zone ID
Maximum Intermediate Minimum Maximum Normal Intermediate Normal Minimum Normal
Safety SC 122904 -8,17E+05 -3,16E+06 -1,34E+07 (-0.835, 0.006,-0.551) ( 0.047, 0.997,-0.059) (-0.549, 0.075, 0.832)
Safety SC 122905 -3,82E+05 -2,62E+06 -1,19E+07 (-0.789,-0.034,-0.613) ( 0.033, 0.995,-0.098) (-0.613, 0.097, 0.784)
Safety SC 122906 -5,50E+05 -2,40E+06 -1,09E+07 (-0.710,-0.044,-0.702) ( 0.036, 0.994,-0.099) (-0.703, 0.096, 0.705)
Safety SC 122907 -4,93E+05 -2,22E+06 -1,02E+07 ( 0.632, 0.054, 0.773) ( 0.042, 0.994,-0.104) ( 0.774,-0.098,-0.626)
Safety SC 122908 -4,21E+05 -2,05E+06 -9,43E+06 ( 0.528, 0.037, 0.848) ( 0.062, 0.995,-0.082) ( 0.847,-0.096,-0.523)
Safety SC 122909 -3,88E+05 -1,93E+06 -8,82E+06 ( 0.422, 0.015, 0.906) ( 0.074, 0.996,-0.051) ( 0.903,-0.088,-0.420)
Safety SC 122910 -3,28E+05 -1,84E+06 -8,32E+06 ( 0.309,-0.012, 0.951) ( 0.067, 0.998,-0.009) ( 0.949,-0.067,-0.309)
Safety SC 122911 -3,36E+05 -1,76E+06 -7,94E+06 ( 0.181,-0.034, 0.983) ( 0.049, 0.999, 0.025) ( 0.982,-0.043,-0.183)
Safety SC 122912 -3,28E+05 -1,71E+06 -7,78E+06 ( 0.071,-0.046, 0.996) ( 0.018, 0.999, 0.045) ( 0.997,-0.014,-0.071)
1st struct.layer 123174 -2,85E+05 -3,05E+06 -9,37E+06 (-0.807, 0.027,-0.590) ( 0.075, 0.995,-0.058) (-0.585, 0.091, 0.806)
1st struct.layer 123175 -1,57E+05 -2,90E+06 -8,69E+06 (-0.778,-0.007,-0.629) ( 0.055, 0.995,-0.078) (-0.626, 0.095, 0.774)
1st struct.layer 123176 -2,44E+05 -2,74E+06 -7,93E+06 ( 0.705, 0.016, 0.709) ( 0.061, 0.995,-0.083) ( 0.707,-0.102,-0.700)
1st struct.layer 123177 -2,09E+05 -2,56E+06 -7,25E+06 ( 0.624, 0.019, 0.781) ( 0.072, 0.994,-0.081) ( 0.778,-0.107,-0.619)
1st struct.layer 123178 -1,79E+05 -2,39E+06 -6,56E+06 ( 0.522, 0.012, 0.853) ( 0.088, 0.994,-0.068) ( 0.848,-0.110,-0.518)
1st struct.layer 123179 -1,49E+05 -2,27E+06 -6,04E+06 ( 0.418, 0.004, 0.908) ( 0.094, 0.994,-0.048) ( 0.903,-0.106,-0.415)
1st struct.layer 123180 -1,44E+05 -2,19E+06 -5,62E+06 ( 0.307,-0.006, 0.952) ( 0.086, 0.996,-0.022) ( 0.948,-0.089,-0.307)
1st struct.layer 123181 -1,21E+05 -2,13E+06 -5,33E+06 ( 0.180,-0.013, 0.984) ( 0.060, 0.998, 0.003) ( 0.982,-0.058,-0.180)
1st struct.layer 123182 -1,24E+05 -2,11E+06 -5,19E+06 ( 0.070,-0.017, 0.997) ( 0.021, 1.000, 0.016) ( 0.997,-0.020,-0.070)
2nd struct. Layer 123444 -1,11E+05 -2,40E+06 -6,19E+06 (-0.813, 0.015,-0.582) ( 0.076, 0.994,-0.080) (-0.577, 0.109, 0.809)
2nd struct. Layer 123445 -7,89E+04 -2,40E+06 -6,12E+06 (-0.769,-0.006,-0.639) ( 0.059, 0.995,-0.080) (-0.637, 0.100, 0.765)
2nd struct. Layer 123446 -8,98E+04 -2,28E+06 -5,61E+06 ( 0.699, 0.015, 0.715) ( 0.067, 0.994,-0.087) ( 0.712,-0.109,-0.694)
2nd struct. Layer 123447 -7,12E+04 -2,13E+06 -4,98E+06 ( 0.613, 0.019, 0.790) ( 0.087, 0.992,-0.092) ( 0.785,-0.125,-0.606)
2nd struct. Layer 123448 -5,34E+04 -1,98E+06 -4,39E+06 ( 0.514, 0.018, 0.858) ( 0.110, 0.990,-0.087) ( 0.851,-0.139,-0.507)
2nd struct. Layer 123449 -4,32E+04 -1,88E+06 -3,93E+06 ( 0.412, 0.015, 0.911) ( 0.121, 0.990,-0.071) ( 0.903,-0.140,-0.406)
2nd struct. Layer 123450 -3,53E+04 -1,80E+06 -3,55E+06 ( 0.302, 0.012, 0.953) ( 0.116, 0.992,-0.049) ( 0.946,-0.125,-0.298)
2nd struct. Layer 123451 -2,84E+04 -1,76E+06 -3,29E+06 ( 0.180, 0.008, 0.984) ( 0.084, 0.996,-0.024) ( 0.980,-0.087,-0.178)
2nd struct. Layer 123452 -2,60E+04 -1,74E+06 -3,18E+06 ( 0.067, 0.007, 0.998) ( 0.029, 1.000,-0.009) ( 0.997,-0.030,-0.067)
2nd struct. Layer 126469 -2,33E+04 -2,11E+06 -5,34E+06 (-0.897, 0.009,-0.441) ( 0.079, 0.987,-0.139) (-0.434, 0.159, 0.887)
2nd struct. Layer 126470 -9,47E+04 -1,85E+06 -4,89E+06 (-0.935, 0.007,-0.355) ( 0.077, 0.980,-0.183) (-0.347, 0.198, 0.917)
2nd struct. Layer 126471 3,76E+05 -2,32E+06 -6,89E+06 (-0.965, 0.017,-0.261) ( 0.067, 0.980,-0.186) (-0.252, 0.197, 0.947)
2nd struct. Layer 126472 -1,73E+06 -3,14E+06 -1,12E+07 (-0.978,-0.176, 0.112) (-0.184, 0.981,-0.065) ( 0.099, 0.085, 0.991)
1st struct.layer 126589 -1,63E+05 -2,75E+06 -7,92E+06 (-0.888, 0.029,-0.459) ( 0.080, 0.993,-0.092) (-0.453, 0.119, 0.884)
1st struct.layer 126590 -1,20E+05 -2,55E+06 -7,24E+06 (-0.939, 0.026,-0.344) ( 0.078, 0.987,-0.138) (-0.336, 0.156, 0.929)
1st struct.layer 126591 1,24E+05 -2,83E+06 -1,02E+07 (-0.977, 0.009,-0.213) ( 0.048, 0.983,-0.176) (-0.208, 0.182, 0.961)
1st struct.layer 126592 -2,40E+06 -3,60E+06 -1,48E+07 (-0.900,-0.419, 0.118) (-0.426, 0.904,-0.039) ( 0.091, 0.086, 0.992)
Safety SC 126709 -2,80E+05 -2,81E+06 -1,09E+07 (-0.896, 0.023,-0.443) ( 0.066, 0.995,-0.081) (-0.438, 0.102, 0.893)
Safety SC 126710 -1,74E+05 -2,71E+06 -9,82E+06 (-0.939, 0.040,-0.342) ( 0.089, 0.988,-0.127) (-0.333, 0.150, 0.931)
Safety SC 126711 -3,28E+05 -2,66E+06 -1,01E+07 (-0.986,-0.047,-0.160) (-0.023, 0.989,-0.148) (-0.165, 0.143, 0.976)
Safety SC 126712 -2,54E+06 -3,31E+06 -1,26E+07 ( 0.607, 0.788,-0.105) ( 0.792,-0.610,-0.000) ( 0.064, 0.083, 0.995)
Elephant foot 128048 -1,37E+06 -2,01E+06 -9,46E+06 ( 0.300, 0.951,-0.068) ( 0.951,-0.304,-0.054) ( 0.072, 0.048, 0.996)
Elephant foot 128078 -1,10E+06 -1,96E+06 -9,33E+06 (-0.990, 0.027,-0.136) ( 0.038, 0.996,-0.081) (-0.133, 0.085, 0.987)
Elephant foot 128108 -4,34E+05 -2,23E+06 -9,62E+06 (-0.924, 0.126,-0.361) ( 0.153, 0.987,-0.047) (-0.350, 0.099, 0.931)
Elephant foot 128138 -9,54E+05 -2,79E+06 -1,13E+07 (-0.830, 0.156,-0.535) ( 0.168, 0.985, 0.025) (-0.532, 0.069, 0.844)

In the following figure it has been reflected the values of axial force (compression, normally),
“y” component of bending moment, and beam displacement (vector) for the TH-29 steel ribs at
top heading phase finalized:

278
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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.1-6.- Overburden 456 m. Top heading phase. Axial Force N in TH-29 steel ribs for Y=7-8

Figure 6.1-7.- Overburden 456 m. Top heading phase. My bending moment in TH-29 steel ribs for
Y=7-8

Regarding displacement (absolute or vector value), it is shown in the next figure below:

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.1-8.- Overburden 456 m. Top heading phase. Total displacement in TH-29 steel ribs for
Y=7-8

• Actions on steel rib TH-29 modelled as structural beam, along with structural verification
for combinations of actions. It is shown in the next page table, where it is reproduced the re-
sults of actions for beam structural elements (sels) at coordinate Y =7-8 (at a distance of 2D
from face).

As it can be noticed, the worst axial compression value is 240 MPa, which combined with the
shear of -0,87 MPa following Treska criterion, does not reach the reduced (design) value of steel
strength, hence condition is satisfied, providing a ground for load increase coefficient of almost
1.3.

280
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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

SUDHMAHADEV TUNNEL T-1 AND T-2_SUPPORT CLASS 4

BEAM (TH-29 STEEL RIB) STRUCTURAL VERIFICATION AT Y COORDINATE 7-8 (distance 2D from face)

Max σ Min σ Compr. Tension Shear τ

SEL-CID Node Axial N (Fx) Shear T (Fz) Torsor Mx, m·N Moment My, m.N Moment Mz, m·N Verification
(MPa) (MPa) (Mpa) (Mpa) (MPa)
569 631 -5,005E+05 4,612E+02 3,390E+00 -3,179E+02 -5,660E+01 129,15 121,92 129,15 0,00 0,12 OK
569 632 -5,005E+05 4,612E+02 3,389E+00 -4,014E+01 -6,108E+01 125,99 125,08 125,99 0,00 0,12 OK
570 632 -5,121E+05 -3,121E+02 1,019E+01 -4,025E+01 -5,879E+01 128,90 127,99 128,90 0,00 -0,08 OK
570 633 -5,121E+05 -3,121E+02 1,019E+01 -2,793E+02 -5,497E+01 131,62 125,27 131,62 0,00 -0,08 OK
571 633 -5,371E+05 3,001E+02 1,640E+01 -2,795E+02 -5,351E+01 137,89 131,54 137,89 0,00 0,08 OK
571 634 -5,371E+05 3,001E+02 1,639E+01 -1,656E+02 -5,726E+01 136,59 132,83 136,59 0,00 0,08 OK
572 634 -5,666E+05 3,117E+02 2,318E+01 -1,661E+02 -5,544E+01 144,00 140,22 144,00 0,00 0,08 OK
572 635 -5,666E+05 3,117E+02 2,318E+01 -7,984E+01 -5,319E+01 143,02 141,20 143,02 0,00 0,08 OK
573 635 -6,064E+05 1,697E+02 2,919E+01 -7,943E+01 -4,990E+01 153,00 151,19 153,00 0,00 0,04 OK
573 636 -6,064E+05 1,697E+02 2,918E+01 -1,113E+02 -7,120E+01 153,36 150,83 153,36 0,00 0,04 OK
574 636 -6,592E+05 8,273E+02 3,730E+01 -1,124E+02 -6,737E+01 166,61 164,06 166,61 0,00 0,21 OK
574 637 -6,592E+05 8,273E+02 3,730E+01 2,556E+02 -6,256E+01 168,24 162,43 168,24 0,00 0,21 OK
575 637 -7,112E+05 -2,218E+02 4,429E+01 2,552E+02 -5,783E+01 181,28 175,48 181,28 0,00 -0,06 OK
575 638 -7,112E+05 -2,218E+02 4,431E+01 -2,900E+01 -2,273E+01 178,71 178,05 178,71 0,00 -0,06 OK
576 638 -7,910E+05 1,035E+03 4,669E+01 -2,832E+01 -1,756E+01 198,72 198,07 198,72 0,00 0,26 OK
576 639 -7,910E+05 1,035E+03 4,665E+01 5,040E+02 -1,293E+02 204,12 192,67 204,12 0,00 0,26 OK
577 639 -8,746E+05 -3,464E+03 6,153E+01 5,044E+02 -1,228E+02 225,09 213,63 225,09 0,00 -0,87 OK
577 640 -8,746E+05 -3,464E+03 6,161E+01 -1,855E+03 1,369E+02 240,44 198,28 240,44 0,00 -0,87 OK
578 640 -7,163E+05 2,556E+03 5,397E+01 -1,175E+03 -9,194E+00 193,01 166,31 193,01 0,00 0,64 OK
578 641 -7,163E+05 2,556E+03 5,402E+01 -2,124E+02 2,386E+01 182,07 177,25 182,07 0,00 0,64 OK
579 641 -6,643E+05 2,017E+02 5,197E+01 -2,140E+02 2,767E+01 169,05 164,18 169,05 0,00 0,05 OK
579 642 -6,643E+05 2,017E+02 5,215E+01 -4,291E+02 2,707E+02 171,49 161,74 171,49 0,00 0,05 OK
580 642 -6,074E+05 1,255E+03 3,426E+01 -4,293E+02 2,733E+02 157,22 147,47 157,22 0,00 0,31 OK
580 643 -6,074E+05 1,255E+03 3,421E+01 -2,393E+01 1,451E+02 152,62 152,07 152,62 0,00 0,31 OK
581 643 -5,676E+05 2,215E+03 2,455E+01 -2,408E+01 1,463E+02 142,64 142,09 142,64 0,00 0,56 OK
581 644 -5,676E+05 2,215E+03 2,505E+01 1,011E+03 3,712E+02 153,85 130,87 153,85 0,00 0,56 OK
582 644 -5,731E+05 -1,280E+03 5,882E-01 1,011E+03 3,718E+02 155,23 132,25 155,23 0,00 -0,32 OK
582 645 -5,731E+05 -1,280E+03 -5,870E-02 2,586E-02 7,308E-02 143,74 143,74 143,74 0,00 -0,32 OK
583 640 -7,221E+05 2,941E+02 -9,569E-03 -6,818E+02 1,516E+02 188,86 173,37 188,86 0,00 0,07 OK
583 646 -7,221E+05 2,941E+02 2,377E-01 -8,412E+02 5,152E+02 190,67 171,55 190,67 0,00 0,07 OK
584 646 -6,157E+05 1,546E+03 2,868E-01 -8,414E+02 5,148E+02 163,99 144,87 163,99 0,00 0,39 OK
584 647 -6,157E+05 1,546E+03 -2,404E-02 -2,242E+02 9,551E+01 156,97 151,88 156,97 0,00 0,39 OK
585 647 -4,531E+05 2,466E+03 1,112E-02 -2,238E+02 9,502E+01 116,19 111,10 116,19 0,00 0,62 OK
585 648 -4,531E+05 2,466E+03 6,893E-01 1,164E+03 2,770E+02 126,87 100,42 126,87 0,00 0,62 OK
586 648 -2,913E+05 -1,407E+03 6,762E-01 1,164E+03 2,769E+02 86,29 59,84 86,29 0,00 -0,35 OK
586 649 -2,913E+05 -1,407E+03 -2,644E-02 -1,892E-02 -4,882E-02 73,06 73,06 73,06 0,00 -0,35 OK
587 650 -7,353E+04 9,603E+00 -6,906E-04 -4,276E-03 -1,820E-01 18,44 18,44 18,44 0,00 0,00 OK
587 651 -7,353E+04 9,603E+00 -6,448E-04 4,673E-03 1,915E-01 18,44 18,44 18,44 0,00 0,00 OK

Material: Steel S355

Yield strengthf yk: 355,00 MPa Laminated steel min. Quality S355
Partial coef. ϒ: 1,15 According to Eurocode-2
X section 39,87 cm2 Includes sectional area of 2 wire-mesh layers 150x150-6mm
2nd mom Iy 616 cm4
Wy 94 cm3
Distance x: 0,07 m To farest tension fibre

For the bolts, following axial loads (in tension) have been obtained from the model:

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.1-9a.- Overburden 456 m. Top heading phase. Axial forces in bolts for full excavation
length

Figure 6.1-9a.- Overburden 456 m. Top heading phase. Axial forces in bolts at Y=7-8 m

As it can be perceived, the worst axial tension force value along bolts is 23.2 t in all excavation
stretch for the model, lower than the yield limit considered for the steel anchor bar, so capacity
of bolt is not fully exploited. In the precise verification location, value is 20.3 t.

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following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Average value of tension force in bolts is 10.9 t.

In one situation of high exigence of work load for anchor bolts, it is highly advisable the check-
ing of behavior of anchors, and also exhaustive load control, in order to confirm the loads ob-
tained theoretically in the model.

6.2 Benching stage

BENCHING STAGE
Analysis variables Values (y=7-8) Fig. Observations
Vertical Displacement
(mm) -36.95 (crown) 6.2-1
(final support stage)
Max radial deformation (1) = 0.79%
Ground

Horizontal Displace-
ment (mm) 44.00 (sidewall) 6.2-2
(final support stage)
Around 2.0-2.5 m
Plasticisation Sidewalls in top heading with almost
in invert and 1.8- 6.2-3
(final support stage) elastic behavior, as in crown
2.1 in sidewall
Support beam dis- 10-12 crown & 22
6.2-4
placement (mm) elephant foot
Compression stress Although Safety shotcrete does not
28.3 in safety SC
(min. principal) in 6.2-5 comply in few zones, there is no re-
22.9 in struct. SC
sprayed concrete (MPa) quirement for this layer, because is
Primary lining

Tension stress (maxi- subjected to initial cracking

2.3 in safety SC
mum principal) in 6.2-6 Structural layers of shotcrete COM-
0.78 in struct. SC
sprayed concrete (MPa) PLY, including tension
Axial Force in Steel ribs
1.26e3 6.2-7
(m·N) COMPLY structural verification, Ac-
My moments in Steel cepted
1.86e3 6.2-8
ribs (N)
Axial tension in bolts
22.2-24.7e4 6.2-9 Average value (max.)= 14.7 t. Full use
(N)
Note (1): For excavation radius of 5.55 m, this can be modified up to 5% of tunnel diameter

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4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.2-1.- Overburden 456m. Benching+Invert phase. Ground Vert. displacement, completed
support

Figure 6.2-2.- Overburden 456 m. Benching+Invert phase. Ground Hor. Displacements, complet-
ed support

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following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.2-3.- Overburden 456 m. Benching+invert phase. Plasticizing during excavation & sup-
port

Below are analyzed the displacement & actions on the support elements, starting with the beam
deformation:

Figure 6.2-4.- Overburden 456 m. Benching+Invert phase. Total displacement in TH beams at

Y=7-8 m

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following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.2-5.- Overburden 456 m. Benching+Invert phase. Max. compressive stress (Min. ppal.)
in shotcrete

Figure 6.2-6.- Overburden 456 m. Benching+Invert phase. Max. tension stress (Max. ppal.) in
shotcrete

It can be observed that the principal stresses in the shotcrete at benching plus invert stage are
practically not surpassing in any point the limiting values of strength, after applying the corre-

286
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4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

sponding material strength reduction factors, except for some safety shotcrete zones, whose
points are slightly surpassing acceptable values. This is presented in the below tables, where it
have been marked zones with maximum compression (in yellow color) and tension (in light
green color) values, near the admissible limit of shotcrete strength. For safety shotcrete, value
surpassing limits has been marked in orange color.

In conclusion, values of stresses in shotcrete (structural layers) are acceptable and comply the
verification.

STRUCTURAL VERIFICATION OF SPRAYED CONCRETE FOR E & S CLASS 4. BN+IN STAGE (TOP HEADING ZONES)
Ppal. stresses in Shotcrete (primary lining) Stresses orientation (normal coordinates)
Concrete layer Zone ID
Maximum Intermediate Minimum Maximum Normal Intermediate Normal Minimum Normal
Safety SC 122904 -1,28E+06 -4,44E+06 -2,14E+07 (-0.801,-0.014,-0.599) (-0.005, 1.000,-0.017) (-0.599, 0.010, 0.801)
Safety SC 122905 -1,07E+06 -4,38E+06 -2,20E+07 (-0.745,-0.030,-0.667) (-0.003, 0.999,-0.041) (-0.667, 0.028, 0.744)
Safety SC 122906 -1,33E+06 -4,54E+06 -2,27E+07 ( 0.673, 0.029, 0.739) ( 0.003, 0.999,-0.042) ( 0.740,-0.030,-0.672)
Safety SC 122907 -1,38E+06 -4,66E+06 -2,34E+07 ( 0.595, 0.025, 0.803) ( 0.012, 0.999,-0.040) ( 0.804,-0.034,-0.594)
Safety SC 122908 -1,37E+06 -4,76E+06 -2,38E+07 ( 0.497, 0.013, 0.867) ( 0.022, 0.999,-0.028) ( 0.867,-0.033,-0.497)
Safety SC 122909 -1,37E+06 -4,87E+06 -2,42E+07 ( 0.394, 0.002, 0.919) ( 0.025, 1.000,-0.013) ( 0.919,-0.028,-0.393)
Safety SC 122910 -1,33E+06 -4,93E+06 -2,45E+07 ( 0.285,-0.009, 0.958) ( 0.021, 1.000, 0.003) ( 0.958,-0.020,-0.285)
Safety SC 122911 -1,36E+06 -4,94E+06 -2,46E+07 ( 0.171,-0.015, 0.985) ( 0.015, 1.000, 0.013) ( 0.985,-0.012,-0.171)
Safety SC 122912 -1,40E+06 -4,94E+06 -2,47E+07 ( 0.060,-0.019, 0.998) ( 0.005, 1.000, 0.019) ( 0.998,-0.004,-0.060)
1st struct.layer 123174 -5,99E+05 -4,54E+06 -1,85E+07 (-0.792, 0.001,-0.610) (-0.000, 1.000, 0.002) (-0.610,-0.002, 0.792)
1st struct.layer 123175 -6,45E+05 -4,88E+06 -2,00E+07 (-0.747,-0.011,-0.664) (-0.002, 1.000,-0.015) (-0.664, 0.010, 0.747)
1st struct.layer 123176 -8,12E+05 -5,10E+06 -2,11E+07 ( 0.677, 0.011, 0.736) ( 0.005, 1.000,-0.020) ( 0.736,-0.018,-0.677)
1st struct.layer 123177 -8,34E+05 -5,21E+06 -2,17E+07 ( 0.596, 0.009, 0.803) ( 0.013, 1.000,-0.020) ( 0.803,-0.022,-0.596)
1st struct.layer 123178 -8,29E+05 -5,26E+06 -2,20E+07 ( 0.499, 0.004, 0.866) ( 0.018, 1.000,-0.015) ( 0.866,-0.023,-0.499)
1st struct.layer 123179 -8,17E+05 -5,33E+06 -2,23E+07 ( 0.396,-0.001, 0.918) ( 0.019, 1.000,-0.007) ( 0.918,-0.020,-0.396)
1st struct.layer 123180 -8,21E+05 -5,38E+06 -2,26E+07 ( 0.287,-0.005, 0.958) ( 0.016, 1.000, 0.000) ( 0.958,-0.015,-0.287)
1st struct.layer 123181 -8,19E+05 -5,42E+06 -2,28E+07 ( 0.173,-0.007, 0.985) ( 0.011, 1.000, 0.006) ( 0.985,-0.010,-0.173)
1st struct.layer 123182 -8,47E+05 -5,43E+06 -2,29E+07 ( 0.060,-0.009, 0.998) ( 0.004, 1.000, 0.009) ( 0.998,-0.003,-0.060)
2nd struct. Layer 123444 -3,49E+05 -4,25E+06 -1,69E+07 (-0.816, 0.003,-0.578) (-0.006, 1.000, 0.013) (-0.578,-0.014, 0.816)
2nd struct. Layer 123445 -3,47E+05 -4,76E+06 -1,95E+07 (-0.756,-0.003,-0.654) (-0.003, 1.000,-0.001) (-0.654,-0.001, 0.756)
2nd struct. Layer 123446 -4,02E+05 -5,02E+06 -2,09E+07 ( 0.684, 0.005, 0.730) ( 0.003, 1.000,-0.010) ( 0.730,-0.009,-0.684)
2nd struct. Layer 123447 -3,80E+05 -5,09E+06 -2,14E+07 ( 0.598, 0.005, 0.802) ( 0.009, 1.000,-0.013) ( 0.802,-0.015,-0.598)
2nd struct. Layer 123448 -3,48E+05 -5,10E+06 -2,15E+07 ( 0.501, 0.004, 0.865) ( 0.012, 1.000,-0.012) ( 0.865,-0.017,-0.501)
2nd struct. Layer 123449 -3,43E+05 -5,14E+06 -2,17E+07 ( 0.398, 0.003, 0.917) ( 0.012, 1.000,-0.009) ( 0.917,-0.015,-0.398)
2nd struct. Layer 123450 -3,42E+05 -5,18E+06 -2,19E+07 ( 0.289, 0.001, 0.957) ( 0.010, 1.000,-0.005) ( 0.957,-0.011,-0.289)
2nd struct. Layer 123451 -3,40E+05 -5,21E+06 -2,21E+07 ( 0.175, 0.001, 0.985) ( 0.007, 1.000,-0.002) ( 0.984,-0.007,-0.175)
2nd struct. Layer 123452 -3,58E+05 -5,24E+06 -2,23E+07 ( 0.060, 0.000, 0.998) ( 0.002, 1.000,-0.000) ( 0.998,-0.002,-0.060)
2nd struct. Layer 126469 -1,43E+05 -3,23E+06 -1,22E+07 (-0.873, 0.011,-0.487) (-0.004, 1.000, 0.028) (-0.487,-0.026, 0.873)
2nd struct. Layer 126470 -4,61E+04 -2,40E+06 -8,39E+06 (-0.904, 0.019,-0.428) ( 0.006, 1.000, 0.031) (-0.428,-0.025, 0.903)
2nd struct. Layer 126471 -2,73E+05 -2,32E+06 -6,45E+06 (-0.963, 0.049,-0.265) ( 0.077, 0.992,-0.096) (-0.259, 0.113, 0.959)
2nd struct. Layer 126472 3,14E+05 -9,82E+05 -3,74E+06 (-0.915,-0.020,-0.402) ( 0.071, 0.975,-0.211) (-0.396, 0.221, 0.891)
1st struct.layer 126589 -2,50E+05 -3,58E+06 -1,37E+07 (-0.850, 0.016,-0.527) ( 0.007, 1.000, 0.019) (-0.527,-0.012, 0.850)
1st struct.layer 126590 -2,82E+05 -2,99E+06 -1,04E+07 (-0.890, 0.054,-0.453) ( 0.048, 0.999, 0.025) (-0.454,-0.001, 0.891)
1st struct.layer 126591 -2,33E+05 -2,54E+06 -9,15E+06 (-0.941, 0.111,-0.321) ( 0.150, 0.984,-0.098) (-0.304, 0.140, 0.942)
1st struct.layer 126592 7,80E+05 -1,17E+06 -9,03E+06 (-0.933,-0.178,-0.312) (-0.121, 0.974,-0.193) (-0.338, 0.143, 0.930)
Safety SC 126709 -3,97E+05 -3,47E+06 -1,59E+07 (-0.852, 0.018,-0.523) ( 0.020, 1.000, 0.003) (-0.523, 0.007, 0.852)
Safety SC 126710 -5,91E+05 -3,19E+06 -1,28E+07 (-0.879, 0.097,-0.466) ( 0.102, 0.995, 0.015) (-0.465, 0.034, 0.885)
Safety SC 126711 -7,38E+04 -2,11E+06 -8,88E+06 (-0.906, 0.132,-0.403) ( 0.161, 0.986,-0.038) (-0.392, 0.099, 0.915)
Safety SC 126712 -7,23E+05 -1,78E+06 -8,62E+06 ( 0.565, 0.822, 0.065) ( 0.757,-0.549, 0.355) (-0.328, 0.151, 0.933)
Elephant foot 128048 1,80E+06 4,92E+05 -6,33E+06 (-0.870, 0.100,-0.483) ( 0.143, 0.988,-0.052) (-0.472, 0.114, 0.874)
Elephant foot 128078 -4,93E+05 -1,67E+06 -9,29E+06 (-0.774, 0.429,-0.466) ( 0.374, 0.903, 0.209) (-0.511, 0.012, 0.860)
Elephant foot 128108 -5,82E+05 -2,61E+06 -1,28E+07 (-0.838, 0.203,-0.507) ( 0.172, 0.979, 0.109) (-0.518,-0.004, 0.855)
Elephant foot 128138 -9,33E+05 -3,25E+06 -1,60E+07 (-0.835, 0.075,-0.545) ( 0.058, 0.997, 0.049) (-0.547,-0.010, 0.837)

287
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

STRUCTURAL VERIFICATION OF SPRAYED CONCRETE FOR E & S CLASS 4. BN+IN STAGE (BENCHING ZONES)
Ppal. stresses in Shotcrete (primary lining) Stresses orientation (normal coordinates)
Concrete layer Zone ID
Maximum Intermediate Minimum Maximum Normal Intermediate Normal Minimum Normal
2nd struct. Layer 129283 5,40E+04 -7,84E+05 -2,60E+06 (-0.978,-0.028,-0.209) (-0.045, 0.996, 0.075) (-0.206,-0.083, 0.975)
2nd struct. Layer 129284 4,94E+04 -8,62E+05 -2,49E+06 (-0.992,-0.012,-0.126) (-0.002, 0.997,-0.082) (-0.126, 0.081, 0.989)
2nd struct. Layer 129285 2,78E+04 -7,83E+05 -2,65E+06 (-0.999,-0.031,-0.012) (-0.028, 0.973,-0.229) (-0.018, 0.229, 0.973)
2nd struct. Layer 129286 3,24E+04 -6,56E+05 -3,02E+06 (-0.994,-0.070, 0.082) (-0.092, 0.953,-0.290) ( 0.058, 0.296, 0.954)
2nd struct. Layer 129287 -2,40E+02 -5,34E+05 -3,48E+06 (-0.979,-0.120, 0.167) (-0.165, 0.943,-0.289) ( 0.123, 0.310, 0.943)
2nd struct. Layer 129288 1,17E+05 -4,25E+05 -4,12E+06 (-0.889,-0.323, 0.326) (-0.393, 0.903,-0.176) ( 0.237, 0.284, 0.929)
1st struct. Layer 129463 1,78E+05 -1,59E+06 -6,10E+06 (-0.975, 0.037,-0.220) ( 0.040, 0.999,-0.007) (-0.219, 0.016, 0.976)
1st struct. Layer 129464 1,19E+05 -1,83E+06 -6,41E+06 (-0.995, 0.024,-0.100) ( 0.037, 0.991,-0.129) (-0.096, 0.132, 0.987)
1st struct. Layer 129465 1,43E+05 -1,82E+06 -6,95E+06 (-1.000, 0.003,-0.007) ( 0.004, 0.981,-0.195) (-0.007, 0.195, 0.981)
1st struct. Layer 129466 1,67E+05 -1,78E+06 -7,58E+06 (-0.998,-0.014, 0.067) (-0.029, 0.973,-0.230) ( 0.062, 0.231, 0.971)
1st struct. Layer 129467 9,13E+04 -1,75E+06 -8,09E+06 (-0.989,-0.032, 0.146) (-0.068, 0.967,-0.246) ( 0.133, 0.253, 0.958)
1st struct. Layer 129468 1,01E+05 -1,36E+06 -8,72E+06 (-0.964,-0.111, 0.241) (-0.170, 0.956,-0.239) ( 0.204, 0.272, 0.940)
Safety shotcrete 129643 1,85E+06 4,53E+05 -1,71E+07 (-0.541, 0.787,-0.295) ( 0.807, 0.585, 0.081) (-0.237, 0.194, 0.952)
Safety shotcrete 129644 1,62E+06 3,15E+05 -1,63E+07 ( 0.033, 0.982,-0.185) ( 0.997,-0.020, 0.073) (-0.068, 0.187, 0.980)
Safety shotcrete 129645 1,35E+06 4,39E+05 -1,84E+07 ( 0.015, 0.978,-0.207) ( 1.000,-0.015, 0.006) (-0.002, 0.207, 0.978)
Safety shotcrete 129646 1,60E+06 5,82E+05 -2,04E+07 ( 0.129, 0.966,-0.224) ( 0.990,-0.140,-0.032) ( 0.062, 0.217, 0.974)
Safety shotcrete 129647 1,77E+06 2,77E+05 -2,28E+07 ( 0.159, 0.962,-0.224) ( 0.980,-0.181,-0.082) ( 0.120, 0.206, 0.971)
Safety shotcrete 129648 1,34E+06 2,66E+05 -2,46E+07 ( 0.448, 0.865,-0.226) ( 0.872,-0.478,-0.105) ( 0.198, 0.150, 0.969)
2nd struct. Layer 131155 -1,72E+04 -3,46E+05 -4,73E+06 (-0.952,-0.206, 0.227) (-0.249, 0.951,-0.185) ( 0.178, 0.233, 0.956)
2nd struct. Layer 131156 -6,46E+04 -2,80E+05 -4,77E+06 (-0.824,-0.461, 0.330) (-0.505, 0.862,-0.056) ( 0.258, 0.213, 0.942)
1st struct. Layer 131215 2,92E+04 -7,08E+05 -8,45E+06 (-0.954,-0.161, 0.253) (-0.223, 0.946,-0.235) ( 0.201, 0.281, 0.938)
1st struct. Layer 131216 -1,37E+05 -6,39E+05 -8,88E+06 (-0.717,-0.583, 0.382) (-0.638, 0.770,-0.023) ( 0.281, 0.260, 0.924)
Safety shotcrete 131275 9,95E+05 1,26E+05 -2,77E+07 ( 0.632, 0.731,-0.258) ( 0.744,-0.665,-0.066) ( 0.220, 0.150, 0.964)
Safety shotcrete 131276 1,05E+06 -3,24E+05 -2,83E+07 ( 0.379, 0.896,-0.231) ( 0.890,-0.422,-0.175) ( 0.254, 0.139, 0.957)
2nd struct. Layer 131455 -1,32E+05 -3,43E+05 -5,28E+06 (-0.711,-0.586, 0.387) (-0.611, 0.789, 0.073) ( 0.348, 0.185, 0.919)
2nd struct. Layer 131456 -1,52E+05 -3,61E+05 -5,55E+06 (-0.658,-0.602, 0.452) (-0.602, 0.781, 0.166) ( 0.453, 0.163, 0.877)
1st struct. Layer 131515 -1,57E+05 -7,35E+05 -9,52E+06 ( 0.460, 0.804,-0.377) ( 0.821,-0.547,-0.164) ( 0.338, 0.234, 0.912)
1st struct. Layer 131516 -4,12E+04 -8,45E+05 -9,58E+06 ( 0.327, 0.866,-0.379) ( 0.837,-0.452,-0.309) ( 0.439, 0.216, 0.872)
Safety shotcrete 131575 1,57E+06 -8,54E+05 -2,83E+07 ( 0.185, 0.960,-0.211) ( 0.927,-0.242,-0.287) ( 0.326, 0.142, 0.935)
Safety shotcrete 131576 2,30E+06 -1,39E+06 -2,76E+07 ( 0.101, 0.973,-0.207) ( 0.905,-0.176,-0.387) ( 0.413, 0.148, 0.899)

In the next image it is shown the Von Mises equivalent stresses, which incorporates the maxi-
mum shear stress:

288
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

STRUCTURAL VERIFICATION OF SPRAYED CONCRETE FOR E & S CLASS 4. BN+IN STAGE (INVERT ZONES)
Ppal. stresses in Shotcrete (primary lining) Stresses orientation (normal coordinates)
Concrete layer Zone ID
Maximum Intermediate Minimum Maximum Normal Intermediate Normal Minimum Normal
Safety shotcrete 131762 3,08E+06 -1,92E+06 -2,59E+07 ( 0.050, 0.978,-0.201) ( 0.866,-0.143,-0.479) ( 0.497, 0.150, 0.854)
1st struct. Layer 131763 -2,09E+02 -9,27E+05 -9,87E+06 ( 0.285, 0.876,-0.388) ( 0.804,-0.439,-0.400) ( 0.521, 0.198, 0.830)
2nd struct. Layer 131764 -2,22E+05 -4,12E+05 -5,85E+06 (-0.581,-0.654, 0.484) (-0.616, 0.742, 0.263) ( 0.532, 0.146, 0.834)
Safety shotcrete 131852 3,20E+06 -2,13E+06 -2,64E+07 ( 0.008, 0.984,-0.180) ( 0.822,-0.109,-0.559) ( 0.569, 0.143, 0.810)
1st struct. Layer 131853 -8,05E+04 -9,95E+05 -1,02E+07 ( 0.242, 0.894,-0.376) ( 0.783,-0.409,-0.469) ( 0.573, 0.181, 0.800)
2nd struct. Layer 131854 -2,53E+05 -4,22E+05 -5,91E+06 (-0.510,-0.700, 0.499) (-0.624, 0.701, 0.346) ( 0.592, 0.135, 0.794)
Safety shotcrete 131942 3,46E+06 -2,00E+06 -2,60E+07 (-0.032, 0.988,-0.152) ( 0.778,-0.071,-0.624) ( 0.628, 0.138, 0.766)
1st struct. Layer 131943 -9,11E+04 -1,05E+06 -1,03E+07 ( 0.199, 0.907,-0.371) ( 0.746,-0.385,-0.543) ( 0.635, 0.169, 0.754)
2nd struct. Layer 131944 -2,60E+05 -4,23E+05 -5,97E+06 (-0.480,-0.694, 0.536) (-0.585, 0.709, 0.393) ( 0.653, 0.125, 0.747)
2nd struct. Layer 133112 -2,49E+05 -4,17E+05 -6,12E+06 (-0.517,-0.541, 0.664) (-0.431, 0.834, 0.344) ( 0.740, 0.108, 0.664)
1st struct. Layer 133113 -4,27E+04 -1,02E+06 -1,02E+07 ( 0.173, 0.902,-0.397) ( 0.663,-0.404,-0.630) ( 0.728, 0.154, 0.668)
Safety shotcrete 133114 3,93E+06 -1,77E+06 -2,45E+07 ( 0.054,-0.988, 0.142) (-0.675, 0.069, 0.735) ( 0.736, 0.136, 0.663)
2nd struct. Layer 133202 -2,52E+05 -4,18E+05 -6,07E+06 (-0.520,-0.591, 0.617) (-0.486, 0.799, 0.355) ( 0.703, 0.115, 0.702)
1st struct. Layer 133203 -6,43E+04 -1,04E+06 -1,02E+07 ( 0.180, 0.907,-0.382) ( 0.701,-0.390,-0.596) ( 0.690, 0.160, 0.706)
Safety shotcrete 133204 3,79E+06 -1,83E+06 -2,47E+07 (-0.059, 0.990,-0.130) ( 0.735,-0.045,-0.676) ( 0.675, 0.136, 0.725)
2nd struct. Layer 133412 -2,42E+05 -4,11E+05 -6,07E+06 (-0.472,-0.521, 0.711) (-0.381, 0.848, 0.369) ( 0.795, 0.096, 0.598)
2nd struct. Layer 133413 -2,23E+05 -4,11E+05 -6,08E+06 (-0.443,-0.394, 0.805) (-0.264, 0.916, 0.303) ( 0.856, 0.079, 0.510)
2nd struct. Layer 133414 -1,78E+05 -3,87E+05 -5,89E+06 (-0.404,-0.296, 0.866) (-0.183, 0.953, 0.240) ( 0.896, 0.061, 0.439)
1st struct. Layer 133502 -3,91E+04 -9,80E+05 -1,02E+07 (-0.162,-0.893, 0.419) (-0.603, 0.426, 0.674) ( 0.781, 0.144, 0.608)
1st struct. Layer 133503 -4,07E+04 -8,67E+05 -1,01E+07 (-0.147,-0.880, 0.452) (-0.522, 0.457, 0.720) ( 0.840, 0.130, 0.526)
1st struct. Layer 133504 -4,42E+04 -6,61E+05 -9,96E+06 (-0.161,-0.834, 0.528) (-0.442, 0.539, 0.717) ( 0.882, 0.118, 0.456)
Safety shotcrete 133592 3,74E+06 -1,97E+06 -2,54E+07 ( 0.055,-0.988, 0.141) (-0.634, 0.074, 0.770) ( 0.772, 0.132, 0.622)
Safety shotcrete 133593 3,84E+06 -2,00E+06 -2,50E+07 ( 0.064,-0.987, 0.144) (-0.561, 0.084, 0.823) ( 0.825, 0.134, 0.549)
Safety shotcrete 133594 4,21E+06 -1,48E+06 -2,39E+07 ( 0.081,-0.985, 0.153) (-0.476, 0.096, 0.874) ( 0.876, 0.143, 0.461)
2nd struct. Layer 135104 -8,67E+04 -2,76E+05 -5,10E+06 (-0.379,-0.156, 0.912) (-0.097, 0.987, 0.128) ( 0.920, 0.040, 0.389)
2nd struct. Layer 135105 -4,20E+04 -3,48E+05 -4,97E+06 (-0.333, 0.006, 0.943) (-0.013, 1.000,-0.011) ( 0.943, 0.016, 0.333)
2nd struct. Layer 135106 -1,73E+04 -4,31E+05 -4,96E+06 (-0.287, 0.024, 0.958) (-0.000, 1.000,-0.026) ( 0.958, 0.008, 0.287)
2nd struct. Layer 135107 5,42E+03 -4,86E+05 -4,96E+06 (-0.241, 0.031, 0.970) ( 0.002, 1.000,-0.031) ( 0.970, 0.006, 0.241)
2nd struct. Layer 135108 1,38E+04 -5,25E+05 -4,97E+06 (-0.200, 0.027, 0.979) (-0.002, 1.000,-0.028) ( 0.980, 0.007, 0.200)
2nd struct. Layer 135109 1,38E+04 -5,52E+05 -5,00E+06 (-0.155, 0.017, 0.988) (-0.005, 1.000,-0.018) ( 0.988, 0.008, 0.155)
2nd struct. Layer 135110 1,27E+04 -5,70E+05 -5,05E+06 (-0.110, 0.007, 0.994) (-0.007, 1.000,-0.008) ( 0.994, 0.007, 0.110)
2nd struct. Layer 135111 1,50E+04 -5,73E+05 -5,05E+06 (-0.067,-0.003, 0.998) (-0.005, 1.000, 0.003) ( 0.998, 0.005, 0.067)
2nd struct. Layer 135112 4,85E+03 -5,88E+05 -5,08E+06 (-0.021,-0.009, 1.000) (-0.002, 1.000, 0.009) ( 1.000, 0.002, 0.021)
1st struct. Layer 135374 -1,26E+05 -5,09E+05 -9,69E+06 (-0.247,-0.657, 0.712) (-0.338, 0.747, 0.573) ( 0.908, 0.099, 0.406)
1st struct. Layer 135375 8,09E+03 -5,62E+05 -9,67E+06 (-0.300,-0.267, 0.916) (-0.162, 0.960, 0.227) ( 0.940, 0.080, 0.331)
1st struct. Layer 135376 1,86E+04 -6,77E+05 -9,75E+06 (-0.270,-0.180, 0.946) (-0.115, 0.981, 0.154) ( 0.956, 0.068, 0.286)
1st struct. Layer 135377 1,85E+04 -7,09E+05 -9,73E+06 (-0.234,-0.147, 0.961) (-0.092, 0.987, 0.129) ( 0.968, 0.058, 0.244)
1st struct. Layer 135378 3,55E+04 -6,76E+05 -9,64E+06 (-0.192,-0.135, 0.972) (-0.075, 0.990, 0.122) ( 0.978, 0.049, 0.201)
1st struct. Layer 135379 2,81E+04 -6,35E+05 -9,62E+06 (-0.148,-0.142, 0.979) (-0.061, 0.989, 0.134) ( 0.987, 0.040, 0.155)
1st struct. Layer 135380 3,36E+04 -5,76E+05 -9,55E+06 (-0.107,-0.151, 0.983) (-0.045, 0.988, 0.146) ( 0.993, 0.029, 0.112)
1st struct. Layer 135381 1,96E+04 -5,29E+05 -9,48E+06 (-0.066,-0.160, 0.985) (-0.028, 0.987, 0.158) ( 0.997, 0.017, 0.070)
1st struct. Layer 135382 3,76E+03 -4,88E+05 -9,35E+06 (-0.022,-0.174, 0.984) (-0.010, 0.985, 0.174) ( 1.000, 0.006, 0.023)
Safety shotcrete 135644 4,06E+06 -9,11E+05 -2,46E+07 ( 0.069,-0.983, 0.170) (-0.409, 0.127, 0.903) ( 0.910, 0.132, 0.394)
Safety shotcrete 135645 4,16E+06 -1,40E+05 -2,32E+07 ( 0.043,-0.981, 0.187) (-0.342, 0.162, 0.926) ( 0.939, 0.104, 0.329)
Safety shotcrete 135646 4,26E+06 -3,18E+04 -2,20E+07 ( 0.032,-0.984, 0.174) (-0.297, 0.157, 0.942) ( 0.954, 0.082, 0.287)
Safety shotcrete 135647 4,53E+06 3,77E+04 -2,09E+07 ( 0.025,-0.988, 0.152) (-0.253, 0.141, 0.957) ( 0.967, 0.062, 0.247)
Safety shotcrete 135648 4,88E+06 9,64E+04 -1,96E+07 ( 0.019,-0.991, 0.130) (-0.208, 0.124, 0.970) ( 0.978, 0.046, 0.204)
Safety shotcrete 135649 5,08E+06 7,47E+04 -1,88E+07 ( 0.012,-0.994, 0.110) (-0.161, 0.107, 0.981) ( 0.987, 0.029, 0.159)
Safety shotcrete 135650 5,19E+06 3,36E+04 -1,82E+07 ( 0.008,-0.995, 0.097) (-0.117, 0.095, 0.989) ( 0.993, 0.019, 0.115)
Safety shotcrete 135651 5,35E+06 -1,52E+03 -1,77E+07 ( 0.006,-0.996, 0.088) (-0.070, 0.087, 0.994) ( 0.997, 0.013, 0.070)
Safety shotcrete 135652 5,52E+06 -2,50E+04 -1,74E+07 ( 0.002,-0.997, 0.082) (-0.023, 0.082, 0.996) ( 1.000, 0.004, 0.022)

289
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

In the next pages it is developed the structural verification for TH-29 beams and cables (anchor
bolts).

Figure 6.2-7.- Overburden 456 m. Benching+Invert phase. Axial Force Fx in TH-29 steel ribs

Figure 6.2-8.- Overburden 456 m. Benching + Invert phase. Moment My in TH-29 steel ribs

• Actions on steel rib TH-29 modelled as structural beam, along with structural verification
for combinations of actions. It is shown in the next page table, for beam sels at Y= 1-2:

290
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

SUDHMAHADEV TUNNEL T-1 AND T-2_SUPPORT CLASS 4

BEAM (TH-29 STEEL RIB) STRUCTURAL VERIFICATION AT Y COORDINATE 7-8 (diatance 2D from face)

Max σ Min σ Compr. Tension Shear τ

SEL-CID Node Axial N (Fx) Shear T (Fz) Torsor Mx, m·N Moment My, m.N Moment Mz, m·N Verification
(MPa) (MPa) (Mpa) (Mpa) (MPa)
569 631 -1,126E+06 3,031E+02 3,747E+00 1,990E+02 -6,396E+01 284,68 280,16 284,68 0,00 0,08 OK
569 632 -1,126E+06 3,031E+02 3,746E+00 4,436E+02 -6,319E+01 287,46 277,38 287,46 0,00 0,08 OK
570 632 -1,129E+06 -6,324E+02 1,113E+01 4,434E+02 -6,223E+01 288,21 278,13 288,21 0,00 -0,16 OK
570 633 -1,129E+06 -6,324E+02 1,113E+01 2,197E+02 -6,227E+01 285,67 280,67 285,67 0,00 -0,16 OK
571 633 -1,135E+06 -2,082E+02 1,849E+01 2,194E+02 -6,057E+01 287,17 282,18 287,17 0,00 -0,05 OK
571 634 -1,135E+06 -2,082E+02 1,848E+01 3,703E+02 -5,889E+01 288,88 280,47 288,88 0,00 -0,05 OK
572 634 -1,136E+06 -3,972E+02 2,550E+01 3,694E+02 -5,598E+01 289,12 280,73 289,12 0,00 -0,10 OK
572 635 -1,136E+06 -3,972E+02 2,550E+01 5,340E+02 -5,596E+01 290,99 278,86 290,99 0,00 -0,10 OK
573 635 -1,141E+06 -7,691E+02 3,142E+01 5,359E+02 -5,232E+01 292,27 280,09 292,27 0,00 -0,19 OK
573 636 -1,141E+06 -7,691E+02 3,144E+01 6,556E+02 -8,448E+01 293,63 278,73 293,63 0,00 -0,19 OK
574 636 -1,153E+06 -5,420E+02 4,135E+01 6,562E+02 -8,096E+01 296,65 281,73 296,65 0,00 -0,14 OK
574 637 -1,153E+06 -5,420E+02 4,135E+01 1,194E+03 -8,816E+01 302,76 275,62 302,76 0,00 -0,14 OK
575 637 -1,155E+06 -2,296E+03 5,145E+01 1,193E+03 -8,355E+01 303,25 276,13 303,25 0,00 -0,58 OK
575 638 -1,155E+06 -2,296E+03 5,142E+01 1,002E+03 -6,279E+01 301,08 278,31 301,08 0,00 -0,58 OK
576 638 -1,169E+06 -2,250E+03 5,847E+01 1,002E+03 -5,633E+01 304,59 281,82 304,59 0,00 -0,56 OK
576 639 -1,169E+06 -2,250E+03 5,875E+01 1,256E+03 -1,791E+02 307,48 278,93 307,48 0,00 -0,56 OK
577 639 -1,174E+06 -6,417E+03 7,925E+01 1,256E+03 -1,709E+02 308,73 280,18 308,73 0,00 -1,61 NOT OK
577 640 -1,174E+06 -6,417E+03 7,858E+01 -8,310E+02 9,649E+01 303,90 285,01 303,90 0,00 -1,61 OK
578 640 -9,095E+05 -1,359E+03 7,529E+01 -4,298E+02 -3,410E+01 233,00 223,23 233,00 0,00 -0,34 OK
578 641 -9,095E+05 -1,359E+03 7,509E+01 3,988E+01 4,577E+01 228,57 227,66 228,57 0,00 -0,34 OK
579 641 -8,092E+05 -2,565E+03 7,137E+01 4,042E+01 5,126E+01 203,42 202,50 203,42 0,00 -0,64 OK
579 642 -8,092E+05 -2,565E+03 7,074E+01 -2,562E+02 2,860E+02 205,87 200,05 205,87 0,00 -0,64 OK
580 642 -6,582E+05 -6,527E+02 5,187E+01 -2,555E+02 2,901E+02 167,99 162,18 167,99 0,00 -0,16 OK
580 643 -6,582E+05 -6,527E+02 5,158E+01 3,673E+02 4,571E+02 169,26 160,91 169,26 0,00 -0,16 OK
581 643 -5,170E+05 -2,004E+03 2,134E+01 3,674E+02 4,598E+02 133,85 125,50 133,85 0,00 -0,50 OK
581 644 -5,170E+05 -2,004E+03 2,291E+01 -3,337E+01 -1,932E+02 130,05 129,29 130,05 0,00 -0,50 OK
582 644 -1,246E+05 6,017E+02 3,544E+01 -3,303E+01 -1,918E+02 31,63 30,88 31,63 0,00 0,15 OK
582 645 -1,246E+05 6,017E+02 3,455E+01 5,441E+02 2,233E+02 37,43 25,07 37,43 0,00 0,15 OK
583 640 -9,136E+05 -2,334E+03 -6,771E-01 -4,010E+02 1,380E+02 233,70 224,59 233,70 0,00 -0,59 OK
583 646 -9,136E+05 -2,334E+03 -1,665E+00 -4,055E+02 5,257E+02 233,75 224,54 233,75 0,00 -0,59 OK
584 646 -7,473E+05 -1,378E+03 -1,627E+00 -4,059E+02 5,255E+02 192,05 182,82 192,05 0,00 -0,35 OK
584 647 -7,473E+05 -1,378E+03 -7,121E-01 -1,366E+02 1,630E+02 188,99 185,88 188,99 0,00 -0,35 OK
585 647 -5,191E+05 3,419E+02 -5,923E-01 -1,371E+02 1,632E+02 131,76 128,64 131,76 0,00 0,09 OK
585 648 -5,191E+05 3,419E+02 -1,316E+00 9,807E+02 6,465E+02 141,34 119,05 141,34 0,00 0,09 OK
586 648 -3,198E+05 -2,236E+03 -1,254E+00 9,814E+02 6,466E+02 91,36 69,06 91,36 0,00 -0,56 OK
586 649 -3,198E+05 -2,236E+03 -6,895E-02 -1,227E+00 6,824E-02 80,22 80,20 80,22 0,00 -0,56 OK
587 650 -1,172E+02 -1,546E-01 -2,270E-02 1,052E-02 4,725E-01 0,03 0,03 0,03 0,00 0,00 OK
587 651 -1,172E+02 -1,546E-01 -2,225E-02 -1,110E-02 6,270E-02 0,03 0,03 0,03 0,00 0,00 OK
2035 645 -2,557E+05 5,263E+03 2,697E+01 5,438E+02 2,244E+02 70,31 57,95 70,31 0,00 1,32 OK
2035 2237 -2,557E+05 5,263E+03 2,570E+01 -6,845E+02 1,661E+02 71,91 56,36 71,91 0,00 1,32 OK
2036 2237 -2,853E+05 -4,025E+02 1,044E+01 -6,848E+02 1,686E+02 79,34 63,78 79,34 0,00 -0,10 OK
2036 2238 -2,853E+05 -4,025E+02 1,047E+01 -8,486E+02 1,207E+02 81,20 61,91 81,20 0,00 -0,10 OK
2037 2238 -3,087E+05 -5,199E+01 3,002E+00 -8,482E+02 1,218E+02 87,07 67,79 87,07 0,00 -0,01 OK
2037 2239 -3,087E+05 -5,199E+01 3,000E+00 -8,693E+02 1,423E+02 87,31 67,55 87,31 0,00 -0,01 OK
2038 2239 -3,289E+05 2,778E+02 -5,812E+00 -8,697E+02 1,424E+02 92,38 72,61 92,38 0,00 0,07 OK
2038 2240 -3,289E+05 2,778E+02 -5,831E+00 -7,717E+02 6,583E+01 91,26 73,72 91,26 0,00 0,07 OK
2039 2240 -3,365E+05 8,586E+02 -1,005E+01 -7,726E+02 6,616E+01 93,18 75,62 93,18 0,00 0,22 OK
2039 2241 -3,365E+05 8,586E+02 -9,890E+00 -4,031E+02 2,507E+02 88,98 79,82 88,98 0,00 0,22 OK
2040 2241 -3,438E+05 5,814E+02 -2,543E+01 -4,035E+02 2,499E+02 90,82 81,65 90,82 0,00 0,15 OK
2040 2242 -3,438E+05 5,814E+02 -2,554E+01 -2,362E+02 8,713E+01 88,91 83,55 88,91 0,00 0,15 OK
2041 2242 -3,207E+05 3,733E+03 -3,093E+01 -2,353E+02 8,510E+01 83,11 77,76 83,11 0,00 0,94 OK
2041 2243 -3,207E+05 3,733E+03 -3,047E+01 1,775E+03 1,113E+02 100,61 60,27 100,61 0,00 0,94 OK
2042 2243 -2,761E+05 -6,152E+03 -3,742E+01 1,775E+03 1,088E+02 89,42 49,08 89,42 0,00 -1,54 OK
2042 2244 -2,761E+05 -6,152E+03 -3,839E+01 -1,861E+03 -3,164E+01 90,40 48,10 90,40 0,00 -1,54 OK
2043 2244 -2,494E+03 1,025E+03 -2,787E+00 -1,861E+03 -4,931E+01 21,77 -20,52 21,77 -20,52 0,26 OK
2043 2245 -2,494E+03 1,025E+03 -2,700E+00 -1,290E+03 -3,448E+01 15,28 -14,03 15,28 -14,03 0,26 OK
2044 2245 -2,538E+03 9,127E+02 -9,603E-01 -1,290E+03 -3,416E+01 15,30 -14,02 15,30 -14,02 0,23 OK
2044 2246 -2,538E+03 9,127E+02 -8,892E-01 -7,823E+02 -2,246E+01 9,53 -8,25 9,53 -8,25 0,23 OK
2045 2246 -2,565E+03 8,088E+02 2,015E-02 -7,837E+02 -2,229E+01 9,55 -8,26 9,55 -8,26 0,20 OK
2045 2247 -2,565E+03 8,088E+02 7,013E-02 -3,347E+02 -1,626E+01 4,45 -3,16 4,45 -3,16 0,20 OK
2046 2247 -2,583E+03 7,045E+02 8,681E-01 -3,360E+02 -1,634E+01 4,47 -3,17 4,47 -3,17 0,18 OK
2046 2248 -2,583E+03 7,045E+02 9,054E-01 5,453E+01 -1,132E+01 1,27 0,03 1,27 0,00 0,18 OK
2047 2248 -2,575E+03 6,074E+02 1,460E+00 5,392E+01 -1,137E+01 1,26 0,03 1,26 0,00 0,15 OK
2047 2249 -2,575E+03 6,074E+02 1,489E+00 3,903E+02 -5,955E+00 5,08 -3,79 5,08 -3,79 0,15 OK
2048 2249 -2,604E+03 4,994E+02 1,595E+00 3,903E+02 -5,468E+00 5,09 -3,78 5,09 -3,78 0,13 OK
2048 2250 -2,604E+03 4,994E+02 1,617E+00 6,665E+02 1,795E-02 8,23 -6,92 8,23 -6,92 0,13 OK
2049 2250 -2,609E+03 3,855E+02 1,406E+00 6,666E+02 9,614E-02 8,23 -6,92 8,23 -6,92 0,10 OK
2049 2251 -2,609E+03 3,855E+02 1,419E+00 8,796E+02 4,175E+00 10,65 -9,34 10,65 -9,34 0,10 OK
2050 2251 -2,588E+03 2,712E+02 1,136E+00 8,783E+02 4,242E+00 10,63 -9,33 10,63 -9,33 0,07 OK
2050 2252 -2,588E+03 2,712E+02 1,142E+00 1,028E+03 6,995E+00 12,33 -11,03 12,33 -11,03 0,07 OK
2051 2252 -2,577E+03 1,607E+02 7,721E-01 1,028E+03 7,040E+00 12,33 -11,04 12,33 -11,04 0,04 OK
2051 2253 -2,577E+03 1,607E+02 7,750E-01 1,116E+03 9,562E+00 13,33 -12,04 13,33 -12,04 0,04 OK
2052 2253 -2,577E+03 5,624E+01 2,730E-01 1,117E+03 9,699E+00 13,34 -12,05 13,34 -12,05 0,01 OK
2052 2254 -2,577E+03 5,624E+01 2,734E-01 1,148E+03 1,113E+01 13,69 -12,40 13,69 -12,40 0,01 OK

Material: Steel S355

Yield strengthf yk: 355,00 MPa Laminated steel min. Quality S355
Partial coef. ϒ: 1,15 According to Eurocode-2
X section 39,87 cm2 Includes sectional area of 2 wire-mesh layers 150x150-6mm
2nd mom Iy 616 cm4
Wy 94 cm3
Distance x: 0,07 m To farest tension fibre

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

As it can be noticed, the worst axial compression value is inside the acceptable values of steel
strength, once applied the corresponding reduction factors, except for one point at tunnel crow,
where the value is 308.73 MPa, against 308.69 of steel admissible strength. This difference be-
tween the actions and the steel strength is so negligible that the verification can be considered as
COMPLIED for the steel ribs TH-29.

The change in spacing from 0.75 m to 1.00 m will not affect substantially to the verification
condition, because the more spacing of steel ribs is compensated with less loading on each steel
set, due to less rigidity of support shell.

For the bolts, following axial loads (in tension) have been obtained from the model:

Figure 6.2-9a.- Overburden 456 m. Benching+Invert phase. Axial forces in support bolts (full
stretch)

As it can be perceived, the worst axial tension force value in one sel inside the bolts is between
24.7 and 22.2 t, which means that steel anchor bar is fully working. So trend of anchor increase
of load with benching stage has been confirmed. Pattern of 1.5 x 1.5 staggered may be decreased
in some cases to compensate this axial force increase, especially at elephant foot level.

In the next figure, it has been shown only the bolts axial forces for the verification section of Y=
7-8 m.

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.2-9b.- Overburden 456 m. Benching+Invert phase. Axial forces in support bolts (section
Y= 7-8)

7 CONCLUSIONS

The actions obtained in the calculations on the numerical model are within the established limits
for material strength, especially for the steel ribs TH-29, in which compression stresses are in-
side of steel yield reduced limit in some points, except for the crown sel beam, where the sur-
passing is practically negligible. Therefore they practically comply with the structural verifica-
tion, and can be accepted.

It has been confirmed also that the slightly overstressed shotcrete zones (localized in the model
through its ID), whose values have been highlighted in orange color, correspond to safety shot-
crete (temporary protective and sealing layer), not to the structural layers, which can be consid-
ered as quasi permanent. Anyway, the values of stressed obtained are rather below the UCS of
concrete.

This is logical because this layer is the first applied in the work face, and has to be neglected as
structural layer due to cracking in earlier ages of concrete, with higher deformation pace and
magnitude.

In the final state it has been obtained the following results:

293
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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

• For the Construction phases, the results for worst values on the TH-29 steel ribs are as un-
der:

COMPRESSION TENSION SHEAR

MPa MPa MPa
240.4 0.00 -0.87
TOP HEADING
COMPLY OK
308.7 -1.54
BENCHING + INVERT -20.52
≈ COMPLY OK
The requirement of sliding steel sets should help to cope with the huge values of loads which
could be developed, especially the axial forces. Some tension stresses have been detected in the
support.

• For the Construction phases, the results for worst values on the Sprayed concrete layers are
as under:

COMPRESSION TENSION
MPa MPa
14.8 (struct. Layer 1) 0.38 (struct. Layer 2)
TOP HEADING
COMPLY COMPLY
28.3 (safety concrete) 4.21 (safety concrete)
NOT COMPLY NOT COMPLY
BENCHING + INVERT
22.9 (struct. Layer 1) 0.78 (struct. Layer 1)
COMPLY COMPLY
For the sprayed concrete, there are values of actions which go beyond the admissible limits, but
it is only for safety shotcrete layer, assumed here as most temporary and subjected to cracking.

Regarding the development of squeezing phenomenon, the deformation is under 1%, but it has
to be kept in mind that the percentages to evaluate the chances and risk of squeezing are without
applying any support.

In the next figure it is shown also the magnitude of face extrusion for top final benching plus in-
vert stage, around 1.7 cm. For that reason, it has been envisaged also in this section the use of
face bolting, in case of requirement.

294
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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 7.1.- Overburden 456 m. Benching+Invert phase. Y cumulated displacement (extrusion) at

tunnel face

In conclusion, with a better knowledge of the ground parameters at construction stage, these par-
ticular support measures, or countermeasures could be adjusted in a proper way.

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

ANNEXURE 7.3

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

SUDHMAHADEV TUNNEL CALCULATION REPORT

Technical Note 5 (FLAC3D) – Primary lining for E&S Class 5:

a) Overburden 432 m in Tunnel-1 – Sincha Fm.

b) Overburden ≤ 300 m in Tunnel-1 & 2 – General case

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

TABLE OF CONTENTS

1 PREFACE ................................................................................................................................................... 300

2 GRID GENERATION .............................................................................................................................. 304

3 INITIAL AND BOUNDARY CONDITIONS ...................................................................................... 306

4 GROUND (CONSTITUTIVE MODEL) AND SUPPORT INPUT PARAMETERS ..................... 307

4.1 Ground type and constitutive model ..........................................................................................307

4.2 Specifications for support elements ...........................................................................................307

5 NUMERICAL ANALYSIS STAGES .................................................................................................... 313

6 CALCULATION RESULTS ................................................................................................................... 315

6.1 Top Heading stage (CASE A without LSC ) .............................................................................315

6.2 Benching stage (CASE A without LSC) ....................................................................................315

6.3 Benching stage (worst case) in CASE A with LSC ...................................................................334

6.4 Top Heading stage (CASE B) ....................................................................................................347

6.5 Benching stage (CASE B) ..........................................................................................................347

7 CONCLUSIONS ........................................................................................................................................ 367

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

1 PREFACE

In this Technical Note it has been verified the primary lining for Excavation and Support Class 5
in Sudhmahadev Tunnel, corresponding to the following cases:

CASE 1) E&S Class 5a, Overburden 432 m in Tunnel-1 – Sincha formation

CASE 2) E&S Class 5a with LSC, Overburden 432 m in Tunnel-1 – Sincha formation

CASE 3) Class 5b, Overburden < 300 m in Tunnel-1 & 2 – General case: Sincha &
Salkhala formation

As per DPR Design Report, section type for E&S Class 5 of support has been defined as fol-
lowing:

For worst case, 5a:

• Sprayed concrete.- 35 cm (5-7 cm security shotcrete, sealing + 28-30 cm structural layer)

• SN bolts.-  = 25 mm corrugated bar in Steel min. quality 500/550 MPa, 12.00 m long

Pattern spacing: 1.00 m (longit., along tunnel axis) x 1.25 m (transverse, cross section)

• Steel arch type TH-36, spacing 1.00 m c/c (along tunnel tube)

For the case 5b:

• prayed concrete.- 35 cm (5-7 cm security shotcrete, sealing + 27-25 cm structural layer)

• SN bolts.-  = 25 mm corrugated bar in Steel min. quality 500/550 MPa, 12.00 m long

Pattern spacing: 1.25 m (longit., along tunnel axis) x 1.25 m (transverse, cross section)

• Steel arch type TH-36, spacing 1.25 m c/c (along tunnel tube)

The structural verification has been done for combination of moment and forces for TH steel
ribs (beams), and checking compressive axial forces (minimum principal stresses) and tension
stresses (maximum principal) in sprayed concrete zones included in the grid model. The equiva-
lent Von Mises stresses have been verified also to take into consideration the shear stresses
against the concrete compressive strength. Along the process of numerical analysis by FDM it
has been obtained stress and deformation status at complete support stage.

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

In this verification, it has been selected one slice of 1 pull wide located at a distance of 2D (D ≈
11 m is tunnel diameter) from the face. At such distance, it is assumed that no further significant
deformation and stress increase is produced, and also it is warranted that the section is far
enough from the influence of model boundary with coordinate Y=0. In the model, simulation of
excavation and support stages has been performed up to 30 m from such boundary. Therefore, it
has been analyzed the slice for Y=7-8 m.

For this purpose, it has been used as design tool the software FLAC3D from Itasca Consulting
Group Inc.

To simulate the construction process with stages it has been assumed that the bolts along with
first safety layer of concrete have not been installed up to second round from face, the steel rib
along with first structural layer up to the third round, and application of second layer of structur-
al concrete up to fourth round (>3 m from face). It has been modelled in rounds of 1.0 m for
E&S Class 5a, and of 1.25 m for E&S Class 5b.

In the following two figures are shown this cyclic sequence for support installation, in the com-
pletion of four rounds:

Figure 1.1.- Detail of four round procedure in top heading

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 1.2.- Detail of four round procedure in benching

Construction stages are detailed in chapter 5 of this report, but analysis has been carried out with
excavation of top heading in complete length of 30 m, and then excavation of benching plus in-
vert for the same length.

The shotcrete strength and elastic modulus depends on the curing age of concrete.

This construction sequence allows for some deformation in the cavity periphery to release
stresses, acting as a relatively rigid shell. The safety shotcrete shell is subjected to high com-
pressive stresses, and therefore, to cracking, while structural layers assume relatively less stress-
es and are considered as quasi “permanent”, hence subjected to verification.

The conclusions are focused in the advantages and disadvantages of introducing too thick shot-
crete shells and the benefits for progressive introduction of support elements and lining stress
controllers. It has been analyzed also the influence of the gap between top heading excavation
face and benching plus invert excavation face. For that, it has been developed two excavation-
support sequence models:

i) Excavation of top heading in successive rounds up to complete 30 m excavation length

(~3D) and further excavation sequence of benching plus invert in successive rounds (round
in benching is double length of top heading round) up to complete 30 m also. Please see next
figure on excavation and support stages:

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 1.3.- Excavation sequence in case of completing 30 m in top heading and benching+invert,
in one go

ii) Excavation of top heading in successive round up to 9-10 m excavation stretch, then excavation
of benching in same stretch, and further sequence up to complete 27-30 m of excavation length.
The excavation sequence (along with support) is shown in the next figure:

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following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 1.4.- Excavation sequence in case of alternate 9 m rounds in top heading and bench-
ing+invert, up to 30 m

In principle, it has been reflected in this report only the case i), and in conclusions is explained
the influence of mentioned change in construction sequence. Please notice that full section is an
extreme case of scenario ii), where the gap between top heading and benching stages is less than
1 pull length.

The results of design calculations included in this report correspond to the final excavation stage
and support (reached 30 m) for top heading, and benching plus invert.

For the verification, as overburdens taken are conservative, it has been performed structural ver-
ification without escalating load with partial coefficients, as per Eurocode.

Finally, it is pertinent to highlight that the conclusions and results of this calculation report
remain valid if there is a variation in the tunnel dimensions (equivalent diameter D) less
than 5% of same. In addition to this, in case of tunnel dimension decrease, analysis could be
considered very slightly conservative, while in case of diameter increase, the inconvenient varia-
tion of results is almost negligible, and absorbed by other conservative assumptions.

2 GRID GENERATION

The grid modelling has an horizontal development of x=60 m by y=60 m, and a vertical dimen-
sion of 100 m (z=±50 m). For the analysis of case with cover 432 m (CASE A) and with cover
291 m (CASE B) it has been applied a boundary stress condition in the top grid face, which val-
ue is following:

Syy = mass density (Depth – y_d)

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

where: Depth= terrain elevation with reference to the tunnel center

Case A: 432 m + 5 m (approx. height of crown with reference to center) = 438 m

Case B: 291 m + 5 m (approx. height of crown with reference to center) = 296 m

y_d = Elevation in the upper side of grid

By this way it is reduced the number of elements in the grid, the boundaries are located at
enough distance from tunnel center, and there is no erroneous geometries generation in the grid.

For the calculation, it has been adopted a symmetrical model as simplification, in order to save
number of zones and grid points.

In the next figures it is shown the grid in 3D, without and with excavation:

Figure 2.1.- Grid generation without excavation showing zone groups for materials

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 2.2.- Grid model with excavation (intermediate stage)

3 INITIAL AND BOUNDARY CONDITIONS

As the model limits (boundaries) are located far enough from the tunnel excavation, the defor-
mations which can be developed are practically insignificant. Hence, it has been assumed that
normal displacement in the right, front and rear faces are constrained, as well as in the top and
bottom limits of model.

The tunnel section analyzed is found at more depth than the distance from the upper boundary,
therefore it is subjected to a vertical pressure of model elements situated above it, plus to a sur-
charge consisting on the vertical pressure given by the height difference between real overbur-
den and distance to the upper grid side.

Prior to introduce any construction step in the model, stresses have to be initialized the stresses:

Vertical stress V = · g · h

Horizontal stress H = K0·V

It is assumed as acceptable the use of a ratio of in situ stress horizontal to vertical with value of
K0 = 1,00.

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

4 GROUND (CONSTITUTIVE MODEL) AND SUPPORT INPUT PARAMETERS

The input values for parameters which have been included in the model setup are as below:

4.1 Ground type and constitutive model

• Constitutive model considered is the classical elastoplastic Mohr-Coulomb.

• Ground Type: RMT-5, metamorphic rocks formed by: phyllite, slate, carbonaceous shale
and limestone (Ramban fm., 2.5); micaschist, quartzite, phyllite and metavocanics (Salkhala
fm., 3.3); Q-phyllite, quartzite, schist and metavolcanics (Salkhala fm. 4.3).

• Overburden: 432 m (maximum for 5a Class), and limited to 300 m (for 5b Class).

ELASTIC ROCK MASS HOEK-BROWN

PLASTIC UNIT
GROUND DEPTH PARAMETERS CLASSIFICATION
WEIGHT
TYPE (m) E K G ci C 
 GSI mi (kN/m3 )
(MPa) (MPa) (MPa) (MPa) (MPa) (º)
RMT-5a
432 1925 0.26 1340 770 83 23 13 1.10 37 26.31
Sincha fm
RMT-5b
291-300 1509 0.26 1040 600 51 23 13 0.69 34 26.31
general
4.2 Specifications for support elements

In the calculation model it has been considered the following support elements:

• Rock bolts SN or PG  = 25 mm in steel quality 500/550, for tunnel support.

• Sprayed concrete of strength 35 N/mm2 (C35/45 quality), for tunnel support

• Steel arches Type  NTH-36 (all cases)

• LSC elements (3 cylinder units per round) in two concrete slot locations at top heading do-
minium, where the TH beam axial forces and bending moments are higher

Calculation properties and assumptions which have been established for the support elements
are following.

Rock Bolts

Simulated through unidimensional structural elements of type “cable”

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

The SN (or PG) bolt foreseen is Steel 500/550 yield tension capacity, corrugated bar  = 25 mm
with 12.00 m of length

Material properties are defined by following parameters:

• Young modulus E = 210 GPa

• Steel bar yield strength fyk= 500 MPa

• Cross section area A = 4,91 e-4 m2

• Breaking force limit ≈25 e4 N

• Bolt rigidity(ground-bolt) Kb = 28 e6 N/m/m

• Ultimate bond (ground-grout cohesion) Sb = 20 e4 N/m (poor rock)

• Spacing: for 5a class 1.25 m (transverse) x 1.00 m (longitudinal, as per round)

for 5b class 1.25 m (transverse) x 1.25 m (longitudinal, as per round)

Sprayed concrete

Shotcrete thickness is 35 cm (assumed 5-7 cm of safety shotcrete (sealing) + 30-28 cm of struc-

tural layer) in both the subclasses 5a and 5b.

The sprayed concrete for tunnel support is simulated by zone group with a determined range in-
cluded in grid.

The properties of shotcrete are:

• Young Modulus E = 17 GPa (age 28 days)

• Poisson ratio  = 0.2

• Unit weight  = 2.50 t/m3

• Partial mat. Coefficient ϒ = 1.5

For the modelling of shotcrete in temporary support situations, it has been adjusted the following
curing law:

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120%

100%

80%

fcj/f c28 60%

40%

20%

0%
0 5 10 15 20 25 30
Edad (días)

Ensayos Geocontrol (2000) EHE Endurecimiento normal EHE Endurecimiento rápido

Ensayos Estefanía (2000) Ensayos Dramix (1998)

Days 0 1 3 7 28 90
Curing ratio 0.00 0.18 0.55 0.75 1.00 1.15
Based on lab tests, it is derived a direct relationship between the concrete strength for a deter-
mined age (fcj) and the modulus of elasticity at this same time (Ej), like it can be observed in the
following chart developed empirically:

40000

35000

30000

25000
Ej(MPa)

20000

15000

10000 y = 491.65x
R2 = 0.7535
5000

0
0 5 10 15 20 25 30 35 40 45
fcj(MPa)

Ensayos Geocontrol (2000) EHE EH-91

For a sprayed concrete of 35 MPa of characteristic compressive strength it is obtained an elastic-

ity modulus at an age of 28 days as following:

Ej = 491.65·f cj → Ec (28) = 491.65·f ck (28) = 491.65·35 = 17207 MPa ≈ 17000 MPa

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Based on the value of Ec (28) and curing factors described above it can be determined some
stiffness of shotcrete in primary lining temporary situations.

It has been considered for the safety layer of thickness 5-7 cm that, in temporary conditions, the
curing up to 2-3 days (time period between spraying and when all the load is coming to the lay-
er) reaches the value Ec (5 days) = 11330 MPa, and the strength of the shotcrete for this period
is around 23.1 MPa.

When the second and third layers are installed, it is considered that sprayed concrete is totally
cured/settled and their properties can be replaced by the final ones.

The same assumption can be considered when the support is installed in the benching excava-
tion.

For the stress verification stage, it can be established a characteristic value of sprayed concrete
strength of 35 MPa, and it is estimated a characteristic tension strength value of 2,25 MPa. Wire
mesh contribution has not been introduced in the model, except in case of steel area for beam
structural verification, but it has been considered in case of apparition of tension stresses in the
shotcrete sections.

Steel arches

Simulation is performed considering them as unidimensional structural elements of type beam,

which are configured and declared between consecutive nodes located close to the excavation
periphery. These elements can be joined between them in a rigid way or with the grid. It deals
with structural elements which show a linear elastic behavior and they have six degrees of free-
dom in each node (3 for displacement and 3 for rotation). Their behavior is elastoplastic.

The foreseen Steel set is of type TH-36 (sliding set with locks), with min. quality S355J and
spacing along tunnel axis depending on round length, as below:

• For 5a Class: 1.00 m c/c

• For 5b Class: 1.25 m c/c

The material properties are provided below:

• Young modulus E = 210 GPa

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

• Cross section area A = 46 e-4 m2

• Second moment of section Ix = 969 e-8 m4

Iy = 1265 e-8 m4

• Spacing: for 5a Class s = 0.50 m

for 5b Class s = 0.75 m

• Partial mat. Coefficient ϒ = 1.15

The steel rib is shown below, with connecting elements:

Lining Stress Controllers (LSC)

Simulation is performed considering them as unidimensional structural elements of type beam,

which are configured and declared in two top heading locations matching with concrete lining
slots, between two consecutive nodes close to the excavation periphery. These elements are in-
serted in the TH beams (to allow them sliding), and their two sel nodes are connected to the
grid, then to the concrete slot respective sides. These structural elements show an elastoplastic
behavior and they have six degrees of freedom in each node.

It has to be highlighted that they have a limiting plastic moment to allow hinge if required (no
transmission of bending moment); also they have a linear behavior up to a axial load of 2,100
kN (3 cylinder elements/round), which generates an axial deformation of 60 mm. The Young’s
modulus E has been adjusted for this behavior.

In the next image there is an example of LSC installed with three cylinder elements, alternating
with steel sets along tunnel axis:

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

The foreseen Steel set is formed by 3 steel ductile pipe cylinders, with spacing along tunnel axis
depending on round length, as below:

• For 5a Class: 1.00 m c/c

• For 5b Class: 1.25 m c/c

The assigned material properties are provided below:

• Young modulus E = 0.941 GPa

• Cross section area A = 16 e-4 m2

• Second moment of section Ix = 217 e-8 m4

Iy = 217 e-8 m4

• Plastic moment Mp = 6.58 e3 m·N

• Spacing: for 5a Class s = 1.00 m

for 5b Class s = 1.25 m

• Partial mat. Coefficient Not applicable

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

5 NUMERICAL ANALYSIS STAGES

Calculation steps developed for the model are following, in both Classes cases, and assuming a
progress rate of 1.5 rounds per day:

1. Initial status. Balance of stresses due to overburden

2. Top Heading excavation. Tension release status for adopted round length after excavation of
nearest round to face

3. Safety shotcrete layer plus bolts. This stage includes safety shotcrete layer application (5-7
cm) along with adopted bolts pattern in second round behind face

4. TH beams installation plus 2nd shotcrete layer. The beams are installed in foreseen location
along with spraying of second layer of shotcrete (~12 cm thick, structural, in several parts if
required). This support is applied in the third round behind face

5. Application of 3rd shotcrete layer to cover THs. This third layer possesses a thickness of
around 16-18 cm, and it is executed in the fourth round behind face.

6. Benching excavation. Once completed top heading selected stretch, the benching plus invert
excavation (in one go) is done for the round nearest to face, leaving for stress release. This is
a conservative approach because in the construction methodology it is envisaged separates
stages in two halves.

7. to 10. Benching support. The sequence of benching support stages is executed with the same
steps and distances to the face than in case of top heading, but progress is ¾ rounds per
day.

Excavation and support sequence up to complete four round cycle of excavation in every phase
(top heading and benching+invert) is shown in the next figure:

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 5.1.- Cycle of four round in top heading (left) and benching (right)

In case of requirement of LSC elements, their stage of installation is along with TH beam instal-
lation in top heading (phase 4.) in the same location than concrete slots generated previously in
the primary lining concrete ring. There are two slots in top heading and one in benching con-
crete shell.

As case 5a is the worst among E&S Classes, the verification introducing LSC controllers has
been performed only in this case, during benching plus invert stage.

The benching excavation includes invert at same time, and due to axisymmetric model, it has
been considered full benching excavation in one go. This is a conservative approach because in
the construction methodology it is envisaged separates stages in two halves.

With this sequential scheme, it is more or less reproduced the real conditions in the work face.
Nevertheless, the distance between top heading and benching faces can be much more; there-
fore, normally there is much more time available to redistribute stresses around the cavity.

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

6 CALCULATION RESULTS

CASE 1.- E&S CLASS 5a, OVERBURDEN 432 M IN TUNNEL-1 – SINCHA FM.

In the following tables, it is included a summary of calculation results, for behavior and structur-
al verification:

6.1 Top Heading stage (E&S Class 5a)

TOP HEADING STAGE

Analysed variables Values (y=7-8) Fig. Observations
Vertical displacement (mm)
-44.04 (crown) None
(4th excavation round) Max. radial deformation (1) =
Horizontal displacement(mm) 0.79%
31.23 (sidewall) None
(4th excavation round)
Ground

Plasticization
1.0-1.5 6.1-1 Limited extension
(Full excavation & support)
Vertical displacement (mm)
-61.35 (crown) 6.1-2
(Support final stage)
Max. radial deformation (1) =
38.62 (sidewall, 2
Horizontal displacement (mm) 1.10%
m above spring 6.1-3
(Support final stage)
line)
Max. Horizontal conver-
16.6 (crown) gence:
Support beam displacement (mm) 6.1-8
7.0 (eleph. foot) 41 mm after top heading
support (0.69%)
Max. Compression stress (min.
21.5 (in safety
principal) in sprayed concrete 6.1-4
shotcrete)
Support

(MPa) Shotcrete (safety and struc-

Max. Tension stress (maximum tural layers) COMPLY
0.71 (in elephant’s
principal) in sprayed concrete 6.1-5
foot)
(MPa)
Axial Forces Fx in Steel ribs (N) -2.26e6 6.1-6 Steel ribs NOT COMPLY
My bending Moments in Steel ribs structural verification, re-
-3.13e3 6.1-7
(m.N) jected
6.1-9a
Axial tension in bolts (N) 24.98e4 Average load in bolt is 12.2 t
&b
Note (1): For excavation radius of 5.60 m, this can be modified up to 5% of tunnel diameter

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.1-1.- Overburden 432 m. Top Heading phase. Plastic/yield state during excavation &
support

Figure 6.1-2.- Overburden 432 m. Top Heading phase. Ground Vert. displacement, once complet-
ed support

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.1-3.- Overburden 432 m. Top Heading phase. Ground Hor. displacement, once complet-
ed support

Below are analyzed the actions on the support elements:

Figure 6.1-4.- Overburden 432 m. Top Heading phase. Max. Compressive stress at Y=7-8 (Min.
principal)

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.1-5.- Overburden 432 m. Top heading phase. Maximum tension stress at Y=7-8 (max.
principal)

It can be observed that the principal maximum tensional stresses in the structural shotcrete is 0.1
MPa (around 1.1 m above spring line), while in elephant foot reaches 0.71 MPa. Regarding
compressive stresses, structural concrete is subjected to around 20 MPa, while in safety shot-
crete compression is 21.5 MPa.

In conclusion, there is no surpassing in any point of the acceptable values after applying the cor-
responding material strength reduction factors. This is presented in the next page table, where
maximum compression values are reflected in yellow, while tension in green. Maximum values
normally are for safety shotcrete layer and/or elephant foot. In next pages it is analyzed the situ-
ation of TH steel ribs (beams) and SN bolts (cables).

Below it has been included the Von Mises equivalent stresses for top heading stage. This stress
combines normal and shear stresses, in a maximum envelope:

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STRUCTURAL VERIFICATION OF SPRAYED CONCRETE FOR E & S CLASS 5a. TOP HEADING STAGE
Ppal. stresses in Shotcrete (primary lining) Stresses orientation (normal coordinates)
Concrete layer Zone ID
Maximum Intermediate Minimum Maximum Normal Intermediate Normal Minimum Normal
Safety SC 255139 -1,26E+06 -2,69E+06 -2,15E+07 (-0.823, 0.058,-0.566) ( 0.097, 0.994,-0.039) (-0.560, 0.088, 0.824)
Safety SC 255140 -7,07E+05 -2,56E+06 -2,01E+07 (-0.762, 0.042,-0.646) ( 0.099, 0.994,-0.051) (-0.640, 0.103, 0.762)
Safety SC 255141 -1,02E+06 -2,96E+06 -1,96E+07 ( 0.702,-0.036, 0.711) ( 0.091, 0.995,-0.039) ( 0.706,-0.092,-0.702)
Safety SC 255142 -9,47E+05 -3,05E+06 -1,87E+07 ( 0.605,-0.053, 0.794) ( 0.092, 0.996,-0.004) ( 0.791,-0.075,-0.607)
Safety SC 255143 -9,36E+05 -3,06E+06 -1,82E+07 ( 0.524,-0.053, 0.850) ( 0.074, 0.997, 0.017) ( 0.848,-0.054,-0.526)
Safety SC 255144 -9,09E+05 -2,89E+06 -1,75E+07 ( 0.400,-0.065, 0.914) ( 0.059, 0.997, 0.046) ( 0.915,-0.036,-0.403)
Safety SC 255145 -8,82E+05 -2,70E+06 -1,71E+07 ( 0.312,-0.065, 0.948) ( 0.041, 0.998, 0.055) ( 0.949,-0.022,-0.313)
Safety SC 255146 -9,21E+05 -2,52E+06 -1,68E+07 ( 0.171,-0.071, 0.983) ( 0.022, 0.997, 0.069) ( 0.985,-0.009,-0.172)
Safety SC 255147 -9,49E+05 -2,37E+06 -1,66E+07 ( 0.076,-0.073, 0.994) ( 0.010, 0.997, 0.072) ( 0.997,-0.004,-0.076)
1st struct.layer 255409 -5,13E+05 -4,27E+06 -1,54E+07 (-0.805, 0.032,-0.592) ( 0.077, 0.996,-0.051) (-0.588, 0.087, 0.804)
1st struct.layer 255410 -3,44E+05 -4,35E+06 -1,51E+07 (-0.763, 0.015,-0.646) ( 0.073, 0.995,-0.063) (-0.642, 0.095, 0.761)
1st struct.layer 255411 -5,10E+05 -4,51E+06 -1,47E+07 ( 0.699,-0.013, 0.715) ( 0.075, 0.996,-0.056) ( 0.711,-0.093,-0.697)
1st struct.layer 255412 -4,62E+05 -4,49E+06 -1,39E+07 ( 0.609,-0.018, 0.793) ( 0.077, 0.996,-0.037) ( 0.789,-0.083,-0.608)
1st struct.layer 255413 -4,39E+05 -4,40E+06 -1,33E+07 ( 0.519,-0.020, 0.854) ( 0.070, 0.997,-0.019) ( 0.852,-0.069,-0.519)
1st struct.layer 255414 -4,02E+05 -4,25E+06 -1,26E+07 ( 0.406,-0.024, 0.914) ( 0.058, 0.998, 0.001) ( 0.912,-0.053,-0.406)
1st struct.layer 255415 -3,95E+05 -4,11E+06 -1,22E+07 ( 0.306,-0.025, 0.952) ( 0.042, 0.999, 0.013) ( 0.951,-0.036,-0.307)
1st struct.layer 255416 -3,83E+05 -3,96E+06 -1,18E+07 ( 0.176,-0.026, 0.984) ( 0.023, 0.999, 0.022) ( 0.984,-0.019,-0.176)
1st struct.layer 255417 -3,89E+05 -3,85E+06 -1,16E+07 ( 0.070,-0.026, 0.997) ( 0.009, 1.000, 0.026) ( 0.998,-0.007,-0.070)
2nd struct. Layer 255679 -1,99E+05 -4,05E+06 -1,14E+07 (-0.812, 0.021,-0.583) ( 0.081, 0.994,-0.078) (-0.577, 0.110, 0.809)
2nd struct. Layer 255680 -1,69E+05 -4,25E+06 -1,20E+07 (-0.763, 0.008,-0.647) ( 0.070, 0.995,-0.070) (-0.643, 0.099, 0.759)
2nd struct. Layer 255681 -2,04E+05 -4,27E+06 -1,17E+07 ( 0.694,-0.005, 0.720) ( 0.074, 0.995,-0.065) ( 0.716,-0.098,-0.691)
2nd struct. Layer 255682 -1,78E+05 -4,18E+06 -1,09E+07 ( 0.604,-0.008, 0.797) ( 0.081, 0.995,-0.052) ( 0.793,-0.096,-0.602)
2nd struct. Layer 255683 -1,55E+05 -4,05E+06 -1,01E+07 ( 0.511,-0.010, 0.860) ( 0.081, 0.996,-0.037) ( 0.856,-0.089,-0.510)
2nd struct. Layer 255684 -1,41E+05 -3,92E+06 -9,51E+06 ( 0.403,-0.013, 0.915) ( 0.073, 0.997,-0.018) ( 0.912,-0.074,-0.402)
2nd struct. Layer 255685 -1,36E+05 -3,80E+06 -9,04E+06 ( 0.300,-0.014, 0.954) ( 0.057, 0.998,-0.003) ( 0.952,-0.055,-0.300)
2nd struct. Layer 255686 -1,27E+05 -3,69E+06 -8,69E+06 ( 0.176,-0.015, 0.984) ( 0.035, 0.999, 0.009) ( 0.984,-0.032,-0.177)
2nd struct. Layer 255687 -1,35E+05 -3,62E+06 -8,56E+06 ( 0.066,-0.015, 0.998) ( 0.012, 1.000, 0.015) ( 0.998,-0.011,-0.066)
2nd struct. Layer 258704 -8,31E+04 -3,53E+06 -9,51E+06 (-0.891, 0.017,-0.454) ( 0.086, 0.987,-0.133) (-0.446, 0.158, 0.881)
2nd struct. Layer 258705 -1,24E+05 -2,97E+06 -8,32E+06 (-0.925, 0.020,-0.380) ( 0.105, 0.973,-0.204) (-0.366, 0.229, 0.902)
2nd struct. Layer 258706 9,14E+04 -2,29E+06 -7,80E+06 (-0.968,-0.028,-0.249) ( 0.033, 0.971,-0.235) (-0.248, 0.236, 0.939)
2nd struct. Layer 258707 -1,49E+06 -3,19E+06 -1,39E+07 (-0.980,-0.173, 0.102) (-0.183, 0.978,-0.103) ( 0.082, 0.119, 0.989)
1st struct.layer 258824 -3,16E+05 -3,65E+06 -1,25E+07 (-0.873, 0.044,-0.485) ( 0.089, 0.994,-0.069) (-0.479, 0.103, 0.872)
1st struct.layer 258825 -1,22E+05 -3,29E+06 -1,11E+07 (-0.924, 0.022,-0.382) ( 0.077, 0.989,-0.129) (-0.375, 0.149, 0.915)
1st struct.layer 258826 -5,81E+05 -3,58E+06 -1,62E+07 (-0.979, 0.006,-0.203) ( 0.038, 0.988,-0.151) (-0.199, 0.156, 0.967)
1st struct.layer 258827 -2,35E+06 -2,99E+06 -1,96E+07 (-0.886,-0.458, 0.075) (-0.462, 0.886,-0.046) ( 0.045, 0.076, 0.996)
Safety SC 258944 -4,56E+05 -1,75E+06 -1,62E+07 (-0.859, 0.146,-0.491) ( 0.175, 0.984,-0.014) (-0.482, 0.098, 0.871)
Safety SC 258945 -5,00E+05 -2,21E+06 -1,56E+07 (-0.921, 0.125,-0.370) ( 0.160, 0.985,-0.067) (-0.356, 0.121, 0.927)
Safety SC 258946 -1,15E+06 -2,71E+06 -1,55E+07 (-0.983,-0.100,-0.156) (-0.082, 0.990,-0.117) (-0.166, 0.102, 0.981)
Safety SC 258947 -1,76E+06 -2,84E+06 -1,64E+07 ( 0.105, 0.993,-0.059) ( 0.994,-0.106,-0.005) ( 0.011, 0.058, 0.998)
Elephant foot 260283 7,09E+05 -1,88E+06 -1,23E+07 (-0.120, 0.993, 0.002) ( 0.993, 0.120, 0.020) (-0.020,-0.005, 1.000)
Elephant foot 260313 -6,25E+05 -2,05E+06 -1,41E+07 (-0.232, 0.970,-0.067) ( 0.955, 0.241, 0.175) (-0.186, 0.024, 0.982)
Elephant foot 260343 -5,66E+05 -1,53E+06 -1,56E+07 (-0.505, 0.816,-0.282) ( 0.763, 0.575, 0.297) (-0.404, 0.065, 0.912)
Elephant foot 260373 -7,68E+05 -2,24E+06 -1,67E+07 (-0.434, 0.833,-0.343) ( 0.720, 0.550, 0.423) (-0.541, 0.064, 0.838)

319
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

In the following figure it has been reflected the values of axial force (compression, normally),
“y” component of bending moment, and beam displacement (vector) for the TH-36 steel ribs
once top heading phase has been completed:

Figure 6.1-6.- Overburden 432 m. Top heading phase. Axial Force N in TH-36 steel ribs for Y=7-8

Figure 6.1-7.- Overburden 432 m. Top heading phase. My bending moment in TH-36 steel ribs for
Y=7-8

320
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Regarding displacement (absolute or vector value), it is shown in the next figure below:

Figure 6.1-8.- Overburden 432 m. Top heading phase. Total displacement in TH-36 steel ribs for
Y=7-8

• Actions on steel rib TH-29 modelled as structural beam, along with structural verification
for combinations of actions. It is shown in the next page table, where it is reproduced the re-
sults of actions for beam structural elements (SELs) at coordinate Y =7-8 (at a distance of
2D from face).

As it can be noticed, the worst axial compression value is 484 MPa, which reaches a value sig-
nificantly higher than the value of steel strength, even without the reduction factor; hence the
verification exigence is long far to be complied.

Consequently, this solution cannot be acceptable in structural terms. The difference of value
above the steel strength is huge, so adjustment of rib spacing will not provide enough improve-
ment to cope with the structural requirement.

Then it shall be introduced the LSC controllers to get the improvement required. It has been de-
veloped in report point 6.3.

321
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

SUDHMAHADEV TUNNEL T-1 _SUPPORT CLASS 5A

BEAM (TH-36 STEEL RIB) STRUCTURAL VERIFICATION AT Y COORDINATE 7-8 (distance 2D from face)

Max σ Min σ Compr. Tension Shear τ

SEL-CID Node Axial N (Fx) Shear T (Fz) Torsor Mx, m·N Moment My, m.N Moment Mz, m·N Verification
(MPa) (MPa) (Mpa) (Mpa) (MPa)
787 855 -1,721E+06 3,524E+03 7,995E+00 -1,439E+03 -1,370E+02 362,55 341,76 362,55 0,00 0,72 NOT OK
787 856 -1,721E+06 3,524E+03 7,943E+00 7,132E+02 -4,044E+02 357,31 347,01 357,31 0,00 0,72 NOT OK
788 856 -1,734E+06 -3,107E+03 5,513E+01 7,137E+02 -4,019E+02 359,97 349,66 359,97 0,00 -0,64 NOT OK
788 857 -1,734E+06 -3,107E+03 5,527E+01 -1,426E+03 -7,852E+01 365,12 344,52 365,12 0,00 -0,64 NOT OK
789 857 -1,781E+06 3,558E+03 6,403E+01 -1,427E+03 -7,091E+01 374,74 354,13 374,74 0,00 0,73 NOT OK
789 858 -1,781E+06 3,558E+03 6,389E+01 4,640E+02 -2,234E+02 367,79 361,08 367,79 0,00 0,73 NOT OK
790 858 -1,805E+06 -1,700E+03 8,914E+01 4,643E+02 -2,140E+02 372,70 365,99 372,70 0,00 -0,35 NOT OK
790 859 -1,805E+06 -1,700E+03 8,926E+01 -1,092E+03 -8,790E+01 377,24 361,46 377,24 0,00 -0,35 NOT OK
791 859 -1,882E+06 3,593E+03 9,901E+01 -1,091E+03 -7,768E+01 392,98 377,22 392,98 0,00 0,74 NOT OK
791 860 -1,882E+06 3,593E+03 9,897E+01 5,392E+02 -7,602E+01 389,00 381,21 389,00 0,00 0,74 NOT OK
792 860 -1,946E+06 -4,241E+02 1,070E+02 5,361E+02 -6,393E+01 402,07 394,33 402,07 0,00 -0,09 NOT OK
792 861 -1,946E+06 -4,241E+02 1,071E+02 -4,120E+02 7,617E+01 401,18 395,22 401,18 0,00 -0,09 NOT OK
793 861 -2,048E+06 2,951E+03 9,780E+01 -4,089E+02 8,792E+01 422,02 416,12 422,02 0,00 0,60 NOT OK
793 862 -2,048E+06 2,951E+03 9,776E+01 7,674E+02 -1,506E+02 424,61 413,53 424,61 0,00 0,60 NOT OK
794 862 -2,129E+06 -5,304E+02 1,142E+02 7,673E+02 -1,368E+02 441,19 430,10 441,19 0,00 -0,11 NOT OK
794 863 -2,129E+06 -5,304E+02 1,139E+02 -1,545E+02 -5,806E+02 436,76 434,53 436,76 0,00 -0,11 NOT OK
795 863 -2,258E+06 -3,136E+03 1,801E+02 -1,565E+02 -5,638E+02 463,17 460,91 463,17 0,00 -0,64 NOT OK
795 864 -2,258E+06 -3,136E+03 1,802E+02 -3,022E+03 -2,734E+02 483,87 440,21 483,87 0,00 -0,64 NOT OK
796 864 -1,724E+06 3,728E+03 2,273E+02 -2,077E+03 -7,636E+02 367,78 337,77 367,78 0,00 0,76 NOT OK
796 865 -1,724E+06 3,728E+03 2,277E+02 -1,227E+03 -3,439E+02 361,64 343,91 361,64 0,00 0,76 NOT OK
797 865 -1,638E+06 1,739E+03 2,536E+02 -1,228E+03 -3,257E+02 344,05 326,30 344,05 0,00 0,36 NOT OK
797 866 -1,638E+06 1,739E+03 2,556E+02 -1,666E+03 9,809E+02 347,21 323,14 347,21 0,00 0,36 NOT OK
798 866 -1,522E+06 4,613E+03 1,906E+02 -1,667E+03 9,963E+02 323,48 299,40 323,48 0,00 0,94 NOT OK
798 867 -1,522E+06 4,613E+03 1,907E+02 -6,202E+02 9,307E+02 315,92 306,96 315,92 0,00 0,94 NOT OK
799 867 -1,372E+06 9,887E+03 1,286E+02 -6,204E+02 9,411E+02 285,23 276,26 285,23 0,00 2,02 OK
799 868 -1,372E+06 9,887E+03 1,330E+02 3,876E+03 1,915E+03 308,74 252,74 308,74 0,00 2,02 NOT OK
800 868 -1,287E+06 -4,713E+03 5,881E+00 3,876E+03 1,918E+03 291,35 235,35 291,35 0,00 -0,96 OK
800 869 -1,287E+06 -4,713E+03 -4,961E-02 -7,381E-01 7,202E-01 263,36 263,35 263,36 0,00 -0,96 OK
801 864 -1,735E+06 -9,720E+02 6,703E-02 -9,485E+02 5,108E+02 361,88 348,17 361,88 0,00 -0,20 NOT OK
801 870 -1,735E+06 -9,720E+02 1,026E+00 -3,131E+03 1,578E+03 377,64 332,41 377,64 0,00 -0,20 NOT OK
802 870 -1,605E+06 5,680E+03 1,568E+00 -3,132E+03 1,579E+03 351,05 305,80 351,05 0,00 1,16 NOT OK
802 871 -1,605E+06 5,680E+03 6,771E-01 -1,448E+03 7,536E+02 338,88 317,96 338,88 0,00 1,16 NOT OK
803 871 -1,169E+06 9,646E+03 7,585E-01 -1,450E+03 7,529E+02 249,68 228,73 249,68 0,00 1,97 OK
803 872 -1,169E+06 9,646E+03 5,555E+00 3,451E+03 1,225E+03 264,14 214,28 264,14 0,00 1,97 OK
804 872 -7,531E+05 -3,567E+03 5,741E+00 3,451E+03 1,224E+03 179,03 129,17 179,03 0,00 -0,73 OK
804 873 -7,531E+05 -3,567E+03 2,381E-01 -9,057E-01 -1,235E+00 154,11 154,10 154,11 0,00 -0,73 OK
805 874 -3,000E+04 1,562E+01 -5,979E-03 -9,914E-03 -5,455E-01 6,14 6,14 6,14 0,00 0,00 OK
805 875 -3,000E+04 1,562E+01 -5,429E-03 1,092E-02 5,567E-01 6,14 6,14 6,14 0,00 0,00 OK

Material: Steel S355

Yield strengthf yk: 355,00 MPa Laminated steel min. Quality S355
Partial coef. ϒ: 1,15 According to Eurocode-2
X section 48,87 cm2 Includes sectional area of 2 wire-mesh layers 150x150-6mm
2nd mom Iy 969 cm4
Wy 136 cm3
Distance x: 0,07 m To farest tension fibre

For the bolts, following axial loads (in tension) have been obtained from the model:

322
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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.1-9a.- Overburden 432 m. Top heading phase. Axial forces in bolts for full excavation
length

Figure 6.1-9a.- Overburden 432 m. Top heading phase. Axial forces in bolts at Y=7-8 m

As it can be perceived, the worst axial tension force value along bolts is 25 t in all excavation
stretch for the model, so the steel anchor bar is working at full capacity. In the precise verifica-
tion location, value is practically same.

323
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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Average value of tension force along bolt’s length is 12.2 t.

In one situation of high exigence of work load for anchor bolts, it is highly advisable the check-
ing of behavior of anchors, and also exhaustive load control, in order to confirm the loads ob-
tained theoretically in the model.

6.2 Benching stage (E&S Class 5a)

BENCHING STAGE
Analysis variables Values (y=7-8) Fig. Observations
Vertical Displacement
(mm) -63.06 (crown) 6.2-1
(final support stage)
Max radial deformation (1) = 1.33%
Ground

Horizontal Displacement
(mm) 74.47 (sidewall) 6.2-2
(final support stage)
Around 3.2 m in
Plasticisation Relatively low extension of plastic
invert and 1.2-1.6 m 6.2-3
(final support stage) ring
in sidewall
Support beam displace- 15-18 in crown &
6.2-4
ment (mm) 38 in elephant ft.
Compression stress (min.
49.8 in safety SC
principal) in sprayed con- 6.2-5 Neither Safety shotcrete layer, nor
32.0 in struct. SC
crete (MPa) Structural layers of shotcrete fulfill
Primary lining

Tension stress (maximum 16.8 in safety SC structural requirements

principal) in sprayed con- 1.87 in struct. SC 6.2-6 NOT COMPLIED
crete (MPa) 5.57 in eleph. ft.
Axial Force in Steel ribs
2.59e6 6.2-7
(m·N) NOT COMPLIED structural verifi-
My moments in Steel ribs cation. Rejected
3.60e3 6.2-8
(N)
Average value (max.)= 17.7 t. Full
Axial tension in bolts (N) 23.2-25e4 6.2-9
use
Note (1): For excavation radius of 5.60 m, this can be modified up to 5% of tunnel diameter

324
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.2-1.- Overburden 432m. Benching+Invert phase. Ground Vert. displacement, completed
support

Figure 6.2-2.- Overburden 432 m. Benching+Invert phase. Ground Hor. Displacements, complet-
ed support

325
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.2-3.- Overburden 432 m. Benching+invert phase. Plasticizing during excavation & sup-
port

Below are analyzed the displacement & actions on the support elements, starting with the beam
deformation:

Figure 6.2-4.- Overburden 432 m. Benching+Invert phase. Total displacement in TH beams at

Y=7-8 m

326
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.2-5.- Overburden 432 m. Benching+Invert phase. Max. compressive stress (Min. ppal.)
in shotcrete

Figure 6.2-6.- Overburden 432 m. Benching+Invert phase. Max. tensional stress (Max. ppal.) in
shotcrete

It can be observed that the principal stresses in the shotcrete at benching plus invert stage are
clearly surpassing the limiting values of concrete strength, once applied the corresponding mate-

327
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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

rial strength reduction factors. This is presented in the below tables, where it have been marked
zones with maximum compression (in yellow color) and tension (in light green color) values; al-
so, cells with maximum values of the zones outside admissible limit of shotcrete strength, have
been highlighted in orange color.

In conclusion, values of stresses in shotcrete (structural layers) are not complying the verifica-
tion, and must be rejected.

STRUCTURAL VERIFICATION OF SPRAYED CONCRETE FOR E & S CLASS 5a. BN+IN STAGE (TOP HEADING ZONES)
Ppal. stresses in Shotcrete (primary lining) Stresses orientation (normal coordinates)
Concrete layer Zone ID
Maximum Intermediate Minimum Maximum Normal Intermediate Normal Minimum Normal
Safety SC 255139 -1,68E+06 -3,50E+06 -2,91E+07 (-0.786, 0.082,-0.612) ( 0.088, 0.996, 0.019) (-0.611, 0.039, 0.790)
Safety SC 255140 -1,36E+06 -3,89E+06 -2,95E+07 (-0.732, 0.037,-0.681) ( 0.061, 0.998,-0.011) (-0.679, 0.050, 0.733)
Safety SC 255141 -1,95E+06 -4,84E+06 -3,13E+07 ( 0.675,-0.026, 0.737) ( 0.051, 0.999,-0.011) ( 0.736,-0.045,-0.675)
Safety SC 255142 -2,07E+06 -5,44E+06 -3,25E+07 ( 0.586,-0.030, 0.810) ( 0.045, 0.999, 0.004) ( 0.809,-0.035,-0.587)
Safety SC 255143 -2,15E+06 -5,85E+06 -3,37E+07 ( 0.499,-0.026, 0.866) ( 0.033, 0.999, 0.011) ( 0.866,-0.023,-0.499)
Safety SC 255144 -2,16E+06 -6,01E+06 -3,44E+07 ( 0.386,-0.024, 0.922) ( 0.022, 1.000, 0.016) ( 0.922,-0.014,-0.387)
Safety SC 255145 -2,19E+06 -6,08E+06 -3,51E+07 ( 0.289,-0.020, 0.957) ( 0.013, 1.000, 0.017) ( 0.957,-0.008,-0.290)
Safety SC 255146 -2,26E+06 -6,04E+06 -3,54E+07 ( 0.168,-0.017, 0.986) ( 0.006, 1.000, 0.016) ( 0.986,-0.003,-0.168)
Safety SC 255147 -2,34E+06 -5,95E+06 -3,54E+07 ( 0.064,-0.015, 0.998) ( 0.002, 1.000, 0.015) ( 0.998,-0.001,-0.064)
1st struct.layer 255409 -8,47E+05 -5,41E+06 -2,50E+07 (-0.781, 0.029,-0.623) ( 0.033, 0.999, 0.004) (-0.623, 0.018, 0.782)
1st struct.layer 255410 -9,14E+05 -6,12E+06 -2,71E+07 (-0.739, 0.011,-0.673) ( 0.026, 1.000,-0.012) (-0.673, 0.026, 0.739)
1st struct.layer 255411 -1,26E+06 -6,83E+06 -2,89E+07 ( 0.679,-0.008, 0.734) ( 0.027, 1.000,-0.013) ( 0.734,-0.029,-0.678)
1st struct.layer 255412 -1,33E+06 -7,26E+06 -2,99E+07 ( 0.593,-0.010, 0.805) ( 0.026, 1.000,-0.007) ( 0.804,-0.025,-0.594)
1st struct.layer 255413 -1,34E+06 -7,52E+06 -3,07E+07 ( 0.500,-0.010, 0.866) ( 0.022, 1.000,-0.001) ( 0.866,-0.020,-0.500)
1st struct.layer 255414 -1,33E+06 -7,66E+06 -3,12E+07 ( 0.393,-0.010, 0.920) ( 0.017, 1.000, 0.004) ( 0.920,-0.014,-0.393)
1st struct.layer 255415 -1,35E+06 -7,75E+06 -3,17E+07 ( 0.288,-0.009, 0.958) ( 0.011, 1.000, 0.006) ( 0.958,-0.009,-0.288)
1st struct.layer 255416 -1,36E+06 -7,74E+06 -3,20E+07 ( 0.171,-0.008, 0.985) ( 0.006, 1.000, 0.007) ( 0.985,-0.004,-0.171)
1st struct.layer 255417 -1,39E+06 -7,70E+06 -3,20E+07 ( 0.061,-0.007, 0.998) ( 0.002, 1.000, 0.007) ( 0.998,-0.002,-0.061)
2nd struct. Layer 255679 -4,94E+05 -5,77E+06 -2,39E+07 (-0.807, 0.023,-0.590) ( 0.025, 1.000, 0.004) (-0.590, 0.011, 0.807)
2nd struct. Layer 255680 -5,37E+05 -6,72E+06 -2,77E+07 (-0.753, 0.010,-0.657) ( 0.018, 1.000,-0.006) (-0.657, 0.016, 0.753)
2nd struct. Layer 255681 -6,48E+05 -7,31E+06 -2,97E+07 ( 0.686,-0.006, 0.728) ( 0.019, 1.000,-0.010) ( 0.728,-0.021,-0.686)
2nd struct. Layer 255682 -6,25E+05 -7,57E+06 -3,04E+07 ( 0.598,-0.005, 0.801) ( 0.020, 1.000,-0.009) ( 0.801,-0.021,-0.598)
2nd struct. Layer 255683 -5,87E+05 -7,69E+06 -3,06E+07 ( 0.502,-0.004, 0.865) ( 0.018, 1.000,-0.006) ( 0.865,-0.018,-0.502)
2nd struct. Layer 255684 -5,77E+05 -7,78E+06 -3,08E+07 ( 0.397,-0.004, 0.918) ( 0.014, 1.000,-0.002) ( 0.918,-0.014,-0.397)
2nd struct. Layer 255685 -5,86E+05 -7,85E+06 -3,12E+07 ( 0.289,-0.003, 0.957) ( 0.010, 1.000, 0.000) ( 0.957,-0.010,-0.289)
2nd struct. Layer 255686 -5,85E+05 -7,88E+06 -3,14E+07 ( 0.175,-0.003, 0.985) ( 0.006, 1.000, 0.002) ( 0.985,-0.005,-0.175)
2nd struct. Layer 255687 -6,13E+05 -7,90E+06 -3,16E+07 ( 0.060,-0.003, 0.998) ( 0.002, 1.000, 0.003) ( 0.998,-0.002,-0.060)
2nd struct. Layer 258704 -2,04E+05 -4,23E+06 -1,71E+07 (-0.865, 0.049,-0.499) ( 0.052, 0.999, 0.007) (-0.499, 0.020, 0.866)
2nd struct. Layer 258705 -5,15E+03 -2,88E+06 -1,17E+07 (-0.895, 0.107,-0.433) ( 0.124, 0.992,-0.011) (-0.428, 0.063, 0.901)
2nd struct. Layer 258706 -3,76E+05 -1,49E+06 -7,20E+06 (-0.893, 0.316,-0.321) ( 0.355, 0.932,-0.070) (-0.277, 0.176, 0.944)
2nd struct. Layer 258707 8,64E+05 6,30E+03 -4,93E+06 (-0.739, 0.528,-0.420) ( 0.579, 0.815, 0.006) (-0.345, 0.239, 0.908)
1st struct.layer 258824 -3,57E+05 -3,99E+06 -1,86E+07 (-0.831, 0.071,-0.551) ( 0.069, 0.997, 0.025) (-0.551, 0.018, 0.834)
1st struct.layer 258825 -1,83E+05 -3,08E+06 -1,40E+07 (-0.873, 0.130,-0.471) ( 0.140, 0.990, 0.015) (-0.468, 0.053, 0.882)
1st struct.layer 258826 -3,77E+05 -2,60E+06 -1,48E+07 (-0.897, 0.307,-0.317) ( 0.337, 0.941,-0.042) (-0.285, 0.144, 0.947)
1st struct.layer 258827 2,49E+05 -6,24E+04 -1,32E+07 (-0.924,-0.285,-0.254) (-0.236, 0.950,-0.204) (-0.299, 0.128, 0.946)
Safety SC 258944 -4,08E+05 -1,94E+06 -2,13E+07 (-0.801, 0.230,-0.552) ( 0.213, 0.972, 0.096) (-0.559, 0.040, 0.828)
Safety SC 258945 -5,43E+05 -2,16E+06 -1,82E+07 (-0.798, 0.409,-0.442) ( 0.393, 0.910, 0.134) (-0.457, 0.066, 0.887)
Safety SC 258946 -2,03E+05 -1,65E+06 -1,39E+07 (-0.815, 0.473,-0.336) ( 0.476, 0.876, 0.078) (-0.331, 0.096, 0.939)
Safety SC 258947 9,34E+05 -1,10E+06 -1,16E+07 ( 0.395, 0.918,-0.043) ( 0.890,-0.370, 0.265) (-0.227, 0.142, 0.963)
Elephant foot 260283 5,57E+06 2,81E+06 -8,90E+06 (-0.769, 0.488,-0.412) ( 0.463, 0.870, 0.167) (-0.440, 0.063, 0.896)
Elephant foot 260313 6,44E+05 -2,09E+06 -1,40E+07 (-0.339, 0.921,-0.190) ( 0.815, 0.389, 0.429) (-0.470, 0.010, 0.883)
Elephant foot 260343 2,62E+05 -1,49E+06 -1,80E+07 (-0.514, 0.793,-0.327) ( 0.689, 0.608, 0.393) (-0.511, 0.023, 0.859)
Elephant foot 260373 -5,69E+05 -2,09E+06 -2,11E+07 (-0.483, 0.802,-0.351) ( 0.667, 0.597, 0.447) (-0.568, 0.018, 0.823)

328
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

STRUCTURAL VERIFICATION OF SPRAYED CONCRETE FOR E & S CLASS 5a. BN+IN STAGE (BENCHING ZONES)
Ppal. stresses in Shotcrete (primary lining) Stresses orientation (normal coordinates)
Concrete layer Zone ID
Maximum Intermediate Minimum Maximum Normal Intermediate Normal Minimum Normal
2nd struct. Layer 261518 -6,34E+04 -1,32E+06 -5,68E+06 (-0.966, 0.144,-0.213) ( 0.136, 0.989, 0.050) (-0.218,-0.020, 0.976)
2nd struct. Layer 261519 -1,16E+05 -1,48E+06 -5,38E+06 (-0.963, 0.236,-0.132) ( 0.248, 0.965,-0.089) (-0.107, 0.118, 0.987)
2nd struct. Layer 261520 -1,46E+05 -1,35E+06 -5,57E+06 (-0.967, 0.245,-0.069) ( 0.254, 0.934,-0.251) (-0.003, 0.260, 0.966)
2nd struct. Layer 261521 -1,57E+05 -1,08E+06 -6,29E+06 (-0.968, 0.251, 0.003) ( 0.234, 0.908,-0.348) ( 0.090, 0.336, 0.938)
2nd struct. Layer 261522 -1,80E+05 -7,31E+05 -7,37E+06 (-0.941, 0.336, 0.035) ( 0.297, 0.873,-0.386) ( 0.160, 0.353, 0.922)
2nd struct. Layer 261523 -8,14E+04 -2,42E+05 -8,99E+06 (-0.946,-0.114, 0.303) (-0.204, 0.937,-0.284) ( 0.252, 0.330, 0.910)
1st struct. Layer 261698 -4,02E+04 -1,83E+06 -1,54E+07 (-0.923, 0.302,-0.239) ( 0.331, 0.939,-0.090) (-0.198, 0.162, 0.967)
1st struct. Layer 261699 -4,57E+05 -1,52E+06 -1,50E+07 (-0.937, 0.321,-0.137) ( 0.338, 0.933,-0.123) (-0.088, 0.162, 0.983)
1st struct. Layer 261700 -4,51E+05 -1,63E+06 -1,51E+07 (-0.962, 0.265,-0.064) ( 0.272, 0.950,-0.155) (-0.020, 0.167, 0.986)
1st struct. Layer 261701 -5,33E+05 -1,67E+06 -1,53E+07 (-0.977, 0.210, 0.035) ( 0.199, 0.959,-0.200) ( 0.075, 0.188, 0.979)
1st struct. Layer 261702 -6,04E+05 -1,50E+06 -1,65E+07 (-0.967, 0.238, 0.094) ( 0.211, 0.951,-0.227) ( 0.144, 0.199, 0.969)
1st struct. Layer 261703 -6,18E+05 -1,37E+06 -1,87E+07 (-0.968, 0.163, 0.190) ( 0.120, 0.968,-0.219) ( 0.220, 0.189, 0.957)
Safety shotcrete 261878 1,27E+07 2,24E+05 -3,06E+07 (-0.172, 0.919,-0.354) ( 0.953, 0.246, 0.175) (-0.248, 0.307, 0.919)
Safety shotcrete 261879 9,22E+06 -1,99E+06 -3,40E+07 ( 0.122, 0.977,-0.175) ( 0.990,-0.109, 0.086) (-0.065, 0.183, 0.981)
Safety shotcrete 261880 6,46E+06 -1,97E+06 -3,69E+07 ( 0.091, 0.983,-0.162) ( 0.996,-0.086, 0.036) (-0.021, 0.164, 0.986)
Safety shotcrete 261881 6,00E+06 -1,84E+06 -3,90E+07 ( 0.117, 0.981,-0.152) ( 0.991,-0.125,-0.046) ( 0.065, 0.145, 0.987)
Safety shotcrete 261882 5,65E+06 -2,22E+06 -4,18E+07 ( 0.094, 0.987,-0.133) ( 0.988,-0.108,-0.106) ( 0.119, 0.122, 0.985)
Safety shotcrete 261883 8,82E+06 -1,24E+06 -4,25E+07 ( 0.068, 0.990,-0.126) ( 0.977,-0.092,-0.193) ( 0.202, 0.110, 0.973)
2nd struct. Layer 263390 6,71E+04 -1,19E+05 -1,03E+07 (-0.214, 0.944,-0.249) ( 0.942, 0.133,-0.307) ( 0.257, 0.301, 0.918)
2nd struct. Layer 263391 1,65E+05 -2,57E+05 -1,17E+07 ( 0.181, 0.927,-0.329) ( 0.928,-0.272,-0.256) ( 0.326, 0.259, 0.909)
1st struct. Layer 263450 -7,36E+04 -3,11E+05 -1,73E+07 ( 0.006, 0.972,-0.234) ( 0.959,-0.072,-0.273) ( 0.282, 0.222, 0.933)
1st struct. Layer 263451 5,97E+05 -8,46E+05 -1,87E+07 ( 0.055, 0.970,-0.238) ( 0.937,-0.132,-0.324) ( 0.346, 0.205, 0.916)
Safety shotcrete 263510 1,03E+07 -2,05E+06 -4,93E+07 ( 0.046, 0.995,-0.083) ( 0.965,-0.066,-0.254) ( 0.258, 0.068, 0.964)
Safety shotcrete 263511 1,11E+07 -2,79E+06 -4,98E+07 ( 0.013, 0.998,-0.064) ( 0.961,-0.031,-0.275) ( 0.276, 0.058, 0.959)
2nd struct. Layer 263690 -4,48E+04 -5,17E+05 -1,39E+07 ( 0.215, 0.926,-0.311) ( 0.897,-0.314,-0.312) ( 0.386, 0.212, 0.898)
2nd struct. Layer 263691 -1,73E+05 -7,54E+05 -1,47E+07 ( 0.087, 0.965,-0.246) ( 0.882,-0.190,-0.432) ( 0.464, 0.179, 0.868)
1st struct. Layer 263750 1,08E+06 -1,13E+06 -2,03E+07 ( 0.017, 0.978,-0.208) ( 0.911,-0.101,-0.399) ( 0.412, 0.182, 0.893)
1st struct. Layer 263751 1,33E+06 -1,57E+06 -2,12E+07 (-0.032, 0.985,-0.172) ( 0.876,-0.055,-0.479) ( 0.481, 0.166, 0.861)
Safety shotcrete 263810 1,26E+07 -3,02E+06 -4,87E+07 (-0.008, 0.998,-0.063) ( 0.929,-0.015,-0.369) ( 0.369, 0.061, 0.927)
Safety shotcrete 263811 1,39E+07 -3,02E+06 -4,66E+07 (-0.020, 0.998,-0.067) ( 0.891,-0.012,-0.453) ( 0.453, 0.069, 0.889)

In the next image it is shown the Von Mises equivalent stresses, which incorporates the maxi-
mum shear stress:

329
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

STRUCTURAL VERIFICATION OF SPRAYED CONCRETE FOR E & S CLASS 5a. BN+IN STAGE (INVERT ZONES)
Ppal. stresses in Shotcrete (primary lining) Stresses orientation (normal coordinates)
Concrete layer Zone ID
Maximum Intermediate Minimum Maximum Normal Intermediate Normal Minimum Normal
Safety shotcrete 263997 1,46E+07 -2,86E+06 -4,67E+07 (-0.020, 0.998,-0.066) ( 0.847,-0.018,-0.531) ( 0.531, 0.066, 0.845)
1st struct. Layer 263998 1,37E+06 -2,26E+06 -2,22E+07 (-0.064, 0.988,-0.138) ( 0.845,-0.020,-0.534) ( 0.531, 0.150, 0.834)
2nd struct. Layer 263999 -3,10E+05 -1,14E+06 -1,53E+07 (-0.012, 0.984,-0.178) ( 0.845,-0.085,-0.528) ( 0.534, 0.157, 0.831)
Safety shotcrete 264087 1,51E+07 -3,43E+06 -4,54E+07 (-0.023, 0.997,-0.068) ( 0.816,-0.020,-0.577) ( 0.577, 0.069, 0.814)
1st struct. Layer 264088 1,49E+06 -2,63E+06 -2,23E+07 (-0.085, 0.990,-0.110) ( 0.813, 0.005,-0.583) ( 0.576, 0.139, 0.805)
2nd struct. Layer 264089 -3,22E+05 -1,28E+06 -1,53E+07 (-0.047, 0.989,-0.143) ( 0.802,-0.048,-0.595) ( 0.595, 0.142, 0.791)
Safety shotcrete 264177 1,56E+07 -4,10E+06 -4,35E+07 (-0.022, 0.997,-0.074) ( 0.767,-0.031,-0.641) ( 0.641, 0.071, 0.764)
1st struct. Layer 264178 1,72E+06 -2,76E+06 -2,17E+07 (-0.102, 0.991,-0.084) ( 0.769, 0.025,-0.639) ( 0.631, 0.130, 0.765)
2nd struct. Layer 264179 -3,09E+05 -1,24E+06 -1,53E+07 (-0.056, 0.991,-0.122) ( 0.753,-0.038,-0.657) ( 0.655, 0.129, 0.744)
2nd struct. Layer 265347 -3,91E+05 -1,02E+06 -1,56E+07 ( 0.042,-0.993, 0.112) (-0.673, 0.055, 0.738) ( 0.739, 0.106, 0.665)
1st struct. Layer 265348 1,87E+06 -2,53E+06 -2,12E+07 ( 0.110,-0.992, 0.058) (-0.666,-0.031, 0.746) ( 0.738, 0.121, 0.664)
Safety shotcrete 265349 1,53E+07 -4,28E+06 -4,58E+07 ( 0.021,-0.997, 0.073) (-0.686, 0.039, 0.727) ( 0.727, 0.065, 0.683)
2nd struct. Layer 265437 -3,69E+05 -1,09E+06 -1,56E+07 (-0.051, 0.992,-0.112) ( 0.709,-0.042,-0.704) ( 0.703, 0.115, 0.702)
1st struct. Layer 265438 1,82E+06 -2,73E+06 -2,13E+07 (-0.110, 0.992,-0.064) ( 0.715, 0.034,-0.699) ( 0.691, 0.123, 0.713)
Safety shotcrete 265439 1,54E+07 -4,38E+06 -4,53E+07 (-0.021, 0.997,-0.079) ( 0.718,-0.040,-0.695) ( 0.696, 0.071, 0.715)
2nd struct. Layer 265647 -3,43E+05 -9,21E+05 -1,52E+07 ( 0.011,-0.990, 0.137) (-0.610, 0.102, 0.786) ( 0.793, 0.092, 0.603)
2nd struct. Layer 265648 -3,80E+05 -7,37E+05 -1,50E+07 (-0.041,-0.979, 0.198) (-0.525, 0.190, 0.830) ( 0.850, 0.070, 0.522)
2nd struct. Layer 265649 -3,42E+05 -4,52E+05 -1,42E+07 ( 0.113, 0.944,-0.310) (-0.456, 0.326, 0.828) ( 0.883, 0.048, 0.468)
1st struct. Layer 265737 1,84E+06 -2,19E+06 -2,13E+07 ( 0.104,-0.993, 0.054) (-0.604,-0.020, 0.797) ( 0.790, 0.116, 0.602)
1st struct. Layer 265738 1,71E+06 -1,88E+06 -2,13E+07 ( 0.102,-0.994, 0.039) (-0.535,-0.022, 0.845) ( 0.839, 0.107, 0.534)
1st struct. Layer 265739 1,68E+06 -9,58E+05 -2,09E+07 ( 0.116,-0.993,-0.004) (-0.471,-0.058, 0.880) ( 0.875, 0.100, 0.474)
Safety shotcrete 265827 1,63E+07 -2,98E+06 -4,30E+07 ( 0.033,-0.998, 0.059) (-0.626, 0.025, 0.780) ( 0.779, 0.063, 0.623)
Safety shotcrete 265828 1,67E+07 -2,36E+06 -4,19E+07 ( 0.054,-0.998, 0.037) (-0.567,-0.000, 0.824) ( 0.822, 0.065, 0.566)
Safety shotcrete 265829 1,68E+07 -2,23E+06 -4,04E+07 ( 0.078,-0.997, 0.011) (-0.518,-0.031, 0.855) ( 0.852, 0.072, 0.519)
2nd struct. Layer 267339 -8,08E+04 -2,26E+05 -1,14E+07 (-0.235, 0.863, 0.448) (-0.352,-0.505, 0.788) ( 0.906, 0.028, 0.422)
2nd struct. Layer 267340 -9,89E+04 -4,53E+05 -1,04E+07 (-0.308, 0.467, 0.829) ( 0.155, 0.884,-0.441) ( 0.939, 0.008, 0.344)
2nd struct. Layer 267341 -9,32E+04 -6,78E+05 -1,01E+07 (-0.280, 0.286, 0.917) ( 0.083, 0.958,-0.273) ( 0.956, 0.000, 0.292)
2nd struct. Layer 267342 -1,07E+05 -8,62E+05 -9,93E+06 (-0.239, 0.223, 0.945) ( 0.054, 0.975,-0.216) ( 0.969, 0.001, 0.245)
2nd struct. Layer 267343 -1,08E+05 -9,69E+05 -9,88E+06 (-0.197, 0.190, 0.962) ( 0.034, 0.982,-0.187) ( 0.980, 0.004, 0.200)
2nd struct. Layer 267344 -1,10E+05 -1,02E+06 -9,90E+06 (-0.153, 0.170, 0.973) ( 0.018, 0.985,-0.169) ( 0.988, 0.008, 0.154)
2nd struct. Layer 267345 -1,24E+05 -1,05E+06 -1,00E+07 (-0.108, 0.154, 0.982) ( 0.007, 0.988,-0.155) ( 0.994, 0.010, 0.108)
2nd struct. Layer 267346 -1,47E+05 -1,05E+06 -1,01E+07 (-0.065, 0.143, 0.988) ( 0.002, 0.990,-0.143) ( 0.998, 0.007, 0.064)
2nd struct. Layer 267347 -1,44E+05 -1,04E+06 -1,01E+07 (-0.020, 0.139, 0.990) ( 0.000, 0.990,-0.139) ( 1.000, 0.002, 0.020)
1st struct. Layer 267609 1,22E+06 -6,67E+05 -2,01E+07 ( 0.141,-0.986,-0.094) (-0.410,-0.144, 0.901) ( 0.901, 0.088, 0.424)
1st struct. Layer 267610 5,19E+05 -6,57E+05 -1,94E+07 ( 0.147,-0.971,-0.189) (-0.319,-0.227, 0.920) ( 0.936, 0.075, 0.344)
1st struct. Layer 267611 1,51E+05 -5,06E+05 -1,90E+07 ( 0.167,-0.924,-0.344) (-0.246,-0.377, 0.893) ( 0.955, 0.065, 0.290)
1st struct. Layer 267612 -3,69E+04 -5,21E+05 -1,87E+07 ( 0.171,-0.862,-0.476) (-0.184,-0.503, 0.844) ( 0.968, 0.057, 0.245)
1st struct. Layer 267613 -6,95E+04 -4,95E+05 -1,83E+07 ( 0.146,-0.858,-0.492) (-0.148,-0.511, 0.847) ( 0.978, 0.051, 0.202)
1st struct. Layer 267614 -2,20E+04 -4,36E+05 -1,81E+07 ( 0.102,-0.908,-0.406) (-0.124,-0.417, 0.901) ( 0.987, 0.042, 0.155)
1st struct. Layer 267615 9,74E+04 -3,91E+05 -1,79E+07 ( 0.061,-0.958,-0.280) (-0.098,-0.285, 0.953) ( 0.993, 0.031, 0.112)
1st struct. Layer 267616 2,37E+05 -3,81E+05 -1,76E+07 ( 0.031,-0.982,-0.189) (-0.061,-0.190, 0.980) ( 0.998, 0.019, 0.066)
1st struct. Layer 267617 3,57E+05 -3,65E+05 -1,74E+07 ( 0.010,-0.988,-0.152) (-0.022,-0.152, 0.988) ( 1.000, 0.007, 0.023)
Safety shotcrete 267879 1,56E+07 -7,97E+05 -4,09E+07 ( 0.080,-0.997, 0.015) (-0.382,-0.016, 0.924) ( 0.920, 0.080, 0.382)
Safety shotcrete 267880 1,33E+07 -1,13E+06 -4,13E+07 ( 0.064,-0.998, 0.009) (-0.335,-0.014, 0.942) ( 0.940, 0.063, 0.335)
Safety shotcrete 267881 1,17E+07 -9,41E+05 -3,92E+07 ( 0.048,-0.999, 0.004) (-0.293,-0.010, 0.956) ( 0.955, 0.048, 0.293)
Safety shotcrete 267882 1,07E+07 -9,26E+05 -3,72E+07 ( 0.039,-0.999, 0.007) (-0.250,-0.003, 0.968) ( 0.967, 0.039, 0.250)
Safety shotcrete 267883 1,04E+07 -8,10E+05 -3,53E+07 ( 0.028,-1.000, 0.008) (-0.206, 0.002, 0.979) ( 0.978, 0.029, 0.206)
Safety shotcrete 267884 1,06E+07 -7,23E+05 -3,32E+07 ( 0.019,-1.000, 0.009) (-0.163, 0.005, 0.987) ( 0.986, 0.020, 0.163)
Safety shotcrete 267885 1,08E+07 -6,77E+05 -3,15E+07 ( 0.010,-1.000, 0.008) (-0.118, 0.007, 0.993) ( 0.993, 0.011, 0.118)
Safety shotcrete 267886 1,09E+07 -6,65E+05 -3,01E+07 ( 0.004,-1.000, 0.008) (-0.072, 0.008, 0.997) ( 0.997, 0.005, 0.072)
Safety shotcrete 267887 1,11E+07 -6,53E+05 -2,93E+07 ( 0.001,-1.000, 0.008) (-0.024, 0.008, 1.000) ( 1.000, 0.001, 0.024)

330
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

In the next pages it is developed the structural verification for TH-36 beams and cables (anchor
bolts).

Figure 6.2-7.- Overburden 432 m. Benching+Invert phase. Axial Force Fx in TH-36 steel ribs

Figure 6.2-8.- Overburden 432 m. Benching + Invert phase. Moment My in TH-36 steel ribs

• Actions on steel rib TH-29 modelled as structural beam, along with structural verification

331
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

for combinations of actions. It is shown in the next page table, for beam sels at Y= 1-2:
SUDHMAHADEV TUNNEL T-1 AND T-2_SUPPORT CLASS 5a
BEAM (TH-36 STEEL RIB) STRUCTURAL VERIFICATION AT Y COORDINATE 7-8 (diatance 2D from face)

Max σ Min σ Compr. Tension Shear τ

SEL-CID Node Axial N (Fx) Shear T (Fz) Torsor Mx, m·N Moment My, m.N Moment Mz, m·N Verification
(MPa) (MPa) (Mpa) (Mpa) (MPa)
569 631 -2,582E+06 2,803E+03 8,612E+00 8,321E+01 -1,460E+02 528,94 527,74 528,94 0,00 0,57 NOT OK
569 632 -2,582E+06 2,803E+03 8,631E+00 2,097E+03 -4,088E+02 543,49 513,19 543,49 0,00 0,57 NOT OK
570 632 -2,585E+06 -4,705E+03 5,631E+01 2,098E+03 -4,038E+02 544,11 513,80 544,11 0,00 -0,96 NOT OK
570 633 -2,585E+06 -4,705E+03 5,620E+01 8,801E+00 -8,360E+01 529,02 528,89 529,02 0,00 -0,96 NOT OK
571 633 -2,603E+06 8,841E+02 6,555E+01 9,909E+00 -7,646E+01 532,71 532,57 532,71 0,00 0,18 NOT OK
571 634 -2,603E+06 8,841E+02 6,562E+01 1,905E+03 -2,213E+02 546,40 518,88 546,40 0,00 0,18 NOT OK
572 634 -2,579E+06 -5,208E+03 9,038E+01 1,906E+03 -2,112E+02 541,50 513,96 541,50 0,00 -1,07 NOT OK
572 635 -2,579E+06 -5,208E+03 9,025E+01 5,742E+02 -8,658E+01 531,87 523,58 531,87 0,00 -1,07 NOT OK
573 635 -2,593E+06 -1,175E+03 9,991E+01 5,753E+02 -7,566E+01 534,75 526,44 534,75 0,00 -0,24 NOT OK
573 636 -2,593E+06 -1,175E+03 9,993E+01 2,459E+03 -7,053E+01 548,36 512,83 548,36 0,00 -0,24 NOT OK
574 636 -2,578E+06 -6,491E+03 1,078E+02 2,459E+03 -6,006E+01 545,29 509,76 545,29 0,00 -1,33 NOT OK
574 637 -2,578E+06 -6,491E+03 1,075E+02 1,987E+03 6,590E+01 541,88 513,17 541,88 0,00 -1,33 NOT OK
575 637 -2,586E+06 -5,215E+03 9,919E+01 1,986E+03 7,754E+01 543,51 514,81 543,51 0,00 -1,07 NOT OK
575 638 -2,586E+06 -5,215E+03 1,002E+02 3,595E+03 -1,911E+02 555,13 503,19 555,13 0,00 -1,07 NOT OK
576 638 -2,567E+06 -1,252E+04 1,220E+02 3,596E+03 -1,781E+02 551,25 499,29 551,25 0,00 -2,56 NOT OK
576 639 -2,567E+06 -1,252E+04 1,235E+02 2,067E+03 -6,234E+02 540,20 510,34 540,20 0,00 -2,56 NOT OK
577 639 -2,608E+06 -1,596E+04 1,958E+02 2,061E+03 -6,030E+02 548,55 518,77 548,55 0,00 -3,27 NOT OK
577 640 -2,608E+06 -1,596E+04 1,936E+02 -5,739E+02 -1,748E+02 537,81 529,51 537,81 0,00 -3,27 NOT OK
578 640 -1,955E+06 -9,799E+03 2,362E+02 -3,686E+02 -6,982E+02 402,70 397,38 402,70 0,00 -2,01 NOT OK
578 641 -1,955E+06 -9,799E+03 2,341E+02 -7,959E+02 -2,368E+02 405,79 394,29 405,79 0,00 -2,01 NOT OK
579 641 -1,809E+06 -8,220E+03 2,515E+02 -7,912E+02 -2,187E+02 375,88 364,45 375,88 0,00 -1,68 NOT OK
579 642 -1,809E+06 -8,220E+03 2,466E+02 -1,027E+03 9,068E+02 377,58 362,75 377,58 0,00 -1,68 NOT OK
580 642 -1,583E+06 -5,500E+03 1,861E+02 -1,027E+03 9,212E+02 331,34 316,50 331,34 0,00 -1,13 NOT OK
580 643 -1,583E+06 -5,500E+03 1,821E+02 -4,496E+02 1,961E+03 327,17 320,67 327,17 0,00 -1,13 NOT OK
581 643 -1,305E+06 2,742E+03 5,175E+01 -4,501E+02 1,969E+03 270,29 263,78 270,29 0,00 0,56 OK
581 644 -1,305E+06 2,742E+03 6,650E+01 4,627E+03 -6,791E+02 300,46 233,61 300,46 0,00 0,56 OK
582 644 -1,163E+06 -1,360E+04 1,121E+02 4,635E+03 -6,725E+02 271,46 204,50 271,46 0,00 -2,78 OK
582 645 -1,163E+06 -1,360E+04 9,940E+01 -1,616E+02 1,064E+03 239,15 236,81 239,15 0,00 -2,78 OK
583 640 -1,967E+06 -1,168E+04 -3,395E+00 -2,041E+02 5,441E+02 403,97 401,02 403,97 0,00 -2,39 NOT OK
583 646 -1,967E+06 -1,168E+04 -8,591E+00 -2,312E+03 1,612E+03 419,20 385,79 419,20 0,00 -2,39 NOT OK
584 646 -1,747E+06 -4,775E+03 -8,264E+00 -2,308E+03 1,612E+03 374,15 340,81 374,15 0,00 -0,98 NOT OK
584 647 -1,747E+06 -4,775E+03 -4,781E+00 -9,354E+02 9,070E+02 364,24 350,72 364,24 0,00 -0,98 NOT OK
585 647 -1,267E+06 3,159E+02 -4,562E+00 -9,353E+02 9,067E+02 266,02 252,50 266,02 0,00 0,06 OK
585 648 -1,267E+06 3,159E+02 -4,752E+00 2,578E+03 1,818E+03 277,88 240,64 277,88 0,00 0,06 OK
586 648 -8,282E+05 -7,063E+03 -4,333E+00 2,580E+03 1,818E+03 188,11 150,83 188,11 0,00 -1,45 OK
586 649 -8,282E+05 -7,063E+03 1,905E-02 -3,128E-01 4,396E-01 169,47 169,47 169,47 0,00 -1,45 OK
587 650 2,807E+05 1,432E+03 -3,758E-02 2,559E-02 4,106E-01 -57,44 -57,44 0,00 -57,44 0,29 OK
587 651 2,807E+05 1,432E+03 -3,421E-02 -2,771E-02 -2,343E-01 -57,44 -57,44 0,00 -57,44 0,29 OK
2035 645 -5,069E+05 2,483E+04 9,618E+01 -1,678E+02 1,063E+03 104,94 102,51 104,94 0,00 5,08 OK
2035 2237 -5,069E+05 2,483E+04 5,041E+01 -1,909E+03 1,927E+02 117,51 89,93 117,51 0,00 5,08 OK
2036 2237 -5,202E+05 -1,135E+02 2,563E+01 -1,912E+03 1,967E+02 120,26 92,63 120,26 0,00 -0,02 OK
2036 2238 -5,202E+05 -1,135E+02 2,559E+01 -1,852E+03 2,715E+02 119,82 93,07 119,82 0,00 -0,02 OK
2037 2238 -5,332E+05 -3,565E+02 9,303E+00 -1,852E+03 2,760E+02 122,48 95,73 122,48 0,00 -0,07 OK
2037 2239 -5,332E+05 -3,565E+02 9,298E+00 -2,088E+03 2,371E+02 124,19 94,02 124,19 0,00 -0,07 OK
2038 2239 -5,424E+05 1,153E+03 -4,842E+00 -2,094E+03 2,361E+02 126,12 95,86 126,12 0,00 0,24 OK
2038 2240 -5,424E+05 1,153E+03 -4,774E+00 -1,644E+03 3,007E+02 122,86 99,11 122,86 0,00 0,24 OK
2039 2240 -5,567E+05 7,983E+02 -2,276E+01 -1,645E+03 2,992E+02 125,80 102,03 125,80 0,00 0,16 OK
2039 2241 -5,567E+05 7,983E+02 -2,258E+01 -1,551E+03 4,431E+02 125,12 102,71 125,12 0,00 0,16 OK
2040 2241 -5,677E+05 2,465E+03 -4,951E+01 -1,554E+03 4,422E+02 127,39 104,94 127,39 0,00 0,50 OK
2040 2242 -5,677E+05 2,465E+03 -4,994E+01 -6,487E+02 4,548E+01 120,85 111,48 120,85 0,00 0,50 OK
2041 2242 -5,204E+05 7,549E+03 -5,226E+01 -6,493E+02 4,145E+01 111,18 101,80 111,18 0,00 1,54 OK
2041 2243 -5,204E+05 7,549E+03 -5,095E+01 3,166E+03 3,253E+02 129,36 83,62 129,36 0,00 1,54 OK
2042 2243 -3,879E+05 -9,067E+03 -7,041E+01 3,169E+03 3,215E+02 102,27 56,48 102,27 0,00 -1,86 OK
2042 2244 -3,879E+05 -9,067E+03 -7,229E+01 -2,220E+03 -8,039E+01 95,41 63,34 95,41 0,00 -1,86 OK
2043 2244 -2,755E+03 1,294E+03 7,782E+00 -2,222E+03 -1,056E+02 16,62 -15,49 16,62 -15,49 0,26 OK
2043 2245 -2,755E+03 1,294E+03 7,899E+00 -1,489E+03 -6,938E+01 11,32 -10,19 11,32 -10,19 0,26 OK
2044 2245 -2,774E+03 1,206E+03 1,114E+01 -1,486E+03 -6,897E+01 11,30 -10,17 11,30 -10,17 0,25 OK
2044 2246 -2,774E+03 1,206E+03 1,123E+01 -8,045E+02 -3,928E+01 6,38 -5,24 6,38 -5,24 0,25 OK
2045 2246 -2,764E+03 1,079E+03 1,313E+01 -8,035E+02 -3,878E+01 6,37 -5,24 6,37 -5,24 0,22 OK
2045 2247 -2,764E+03 1,079E+03 1,321E+01 -1,940E+02 -1,618E+01 1,97 -0,84 1,97 -0,84 0,22 OK
2046 2247 -2,741E+03 9,340E+02 1,416E+01 -2,020E+02 -1,513E+01 2,02 -0,90 2,02 -0,90 0,19 OK
2046 2248 -2,741E+03 9,340E+02 1,422E+01 3,251E+02 6,496E+00 2,91 -1,79 2,91 -1,79 0,19 OK
2047 2248 -2,767E+03 7,820E+02 1,355E+01 3,228E+02 8,041E+00 2,90 -1,77 2,90 -1,77 0,16 OK
2047 2249 -2,767E+03 7,820E+02 1,359E+01 7,637E+02 2,715E+01 6,08 -4,95 6,08 -4,95 0,16 OK
2048 2249 -2,797E+03 6,423E+02 1,219E+01 7,632E+02 2,668E+01 6,09 -4,94 6,09 -4,94 0,13 OK
2048 2250 -2,797E+03 6,423E+02 1,222E+01 1,125E+03 4,370E+01 8,70 -7,55 8,70 -7,55 0,13 OK
2049 2250 -2,815E+03 4,942E+02 1,048E+01 1,125E+03 4,474E+01 8,70 -7,55 8,70 -7,55 0,10 OK
2049 2251 -2,815E+03 4,942E+02 1,050E+01 1,403E+03 5,449E+01 10,71 -9,56 10,71 -9,56 0,10 OK
2050 2251 -2,809E+03 3,605E+02 7,690E+00 1,404E+03 5,450E+01 10,72 -9,57 10,72 -9,57 0,07 OK
2050 2252 -2,809E+03 3,605E+02 7,697E+00 1,607E+03 6,053E+01 12,18 -11,03 12,18 -11,03 0,07 OK
2051 2252 -2,816E+03 2,174E+02 4,820E+00 1,606E+03 6,161E+01 12,18 -11,03 12,18 -11,03 0,04 OK
2051 2253 -2,816E+03 2,174E+02 4,821E+00 1,728E+03 6,345E+01 13,06 -11,91 13,06 -11,91 0,04 OK
2052 2253 -2,825E+03 7,264E+01 1,571E+00 1,724E+03 6,397E+01 13,03 -11,88 13,03 -11,88 0,01 OK
2052 2254 -2,825E+03 7,264E+01 1,571E+00 1,765E+03 6,380E+01 13,33 -12,17 13,33 -12,17 0,01 OK

Material: Steel S355

Yield strengthf yk: 355,00 MPa Laminated steel min. Quality S355
Partial coef. ϒ: 1,15 According to Eurocode-2
X section 48,87 cm2 Includes sectional area of 2 wire-mesh layers 150x150-6mm
2nd mom Iy 969 cm4
Wy 136 cm3
Distance x: 0,07 m To farest tension fibre

332
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

As it can be noticed, the worst axial compression value is far beyond the acceptable values of
steel strength, even without applying the corresponding reduction factors, reaching 555 MPa as
maximum. Therefore verification is not complied as per structural requirements, and so huge
difference between the actions and the steel strength cannot be corrected with rib spacing ad-
justments, even with the change of rib.

In view of the results, sliding ribs are most required and it has to be provided some additional
support flexibility/deformability measure, like LSC combined with concrete channel at their lo-
cation in the cross section.

For the bolts, following axial loads (in tension) have been obtained from the model:

Figure 6.2-9a.- Overburden 432 m. Benching+Invert phase. Axial forces in support bolts (full
stretch)

As it can be perceived, the worst axial tension force value in one SEL inside the bolts is between
25 and 23 t, which means that steel anchor bar is fully working. So trend of anchor increase of
load with benching stage has been confirmed. Pattern of 1.0 x 1.25 staggered may be readjusted
in some cases to compensate this axial force increase, especially at elephant foot level.

Maximum average value of tensional force along bolt’s length is 17,7 MPa.

In the next figure, it has been shown only the bolts axial forces for the verification section of Y=
7-8 m.

333
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.2-9b.- Overburden 432 m. Benching+Invert phase. Axial forces in support bolts (section
Y= 7-8)

CASE 2.- E&S CLASS 5a WITH LSC, OVERBURDEN 432 M (T-1) – SINCHA FM.

6.3 Benching stage (E&S Class 5a with LSC)

It has been evaluated only the benching plus invert stage because this is the worst case. Next
summary table show the results:

BENCHING STAGE
Values
Analysis variables Fig. Observations
(y=7-8)
Vertical Displacement (mm) -95.06
6.3-1
(final support stage) (crown)
Max radial deformation (1) =
Horizontal Displacement
94.06 1.70%
Ground

(mm) 6.3-2
(sidewall)
(final support stage)
Around 2.5
Plasticisation m in invert, Relatively limited extension
6.3-3
(final support stage) sidewalls of plastic ring
and crown
5-10 (in-
Primary
lining

Support beam displacement vert) 50-

6.3-4
(mm) 65 (side-
wall) 45-

334
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

BENCHING STAGE
Values
Analysis variables Fig. Observations
(y=7-8)
50 (crown)
37.0 in Although Safety shotcrete
Compression stress (min.
safety SC does not comply in few
principal) in sprayed con- 6.3-5
20.9 in zones, there is no requirement
crete (MPa)
struct. SC for this layer, because is sub-
jected to initial cracking
2.3 in safe- Structural layers of shotcrete
Tension stress (maximum
ty SC COMPLY. Values of tension
principal) in sprayed con- 6.3-6
0.78-3.5 in 3.5 Mpa in transition bench-
crete (MPa)
struct. invert have not been consid-
ered, as singular points
Axial Force in Steel ribs
1.15e6 6.3-7
(m·N) COMPLY structural verifica-
My moments in Steel ribs tion, Accepted
8.53e3 6.3-8
(N)
6.3-9a Average value (max.)= 16.2 t.
Axial tension in bolts (N) 23.0-25e4
&b Full use
Note (1): For excavation radius of 5.60 m, this can be modified up to 5% of tunnel diameter

For this case, it has been analyzed directly the benching plus invert construction stage because is
the most unfavorable case of solicitation generation on the support elements. In the next pages,
it is presented some clarifying figures.

It has been observed that the release of stresses has been produced, due to increase in the flexi-
bility of support, which has allowed a higher ground deformation.

335
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.3-1.- Overburden 432m. Benching+Invert phase. Ground Vert. displacement, completed
support

Figure 6.3-2.- Overburden 432 m. Benching+Invert phase. Ground Hor. Displacements, complet-
ed support

336
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.3-3.- Overburden 432 m. Benching+invert phase. Plasticizing during excavation & sup-
port

Below are analyzed the displacement & actions on the support elements, starting with the beam
deformation:

Figure 6.3-4.- Overburden 432 m. Benching+Invert phase. Total displacement in TH beams at

Y=7-8 m

337
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.3-5.- Overburden 432 m. Benching+Invert phase. Max. compressive stress (Min. ppal.)
in shotcrete

Figure 6.3-6.- Overburden 432 m. Benching+Invert phase. Max. tensile stress (Max. ppal.) in
shotcrete

It can be observed that the principal stresses in the shotcrete at benching plus invert stage are
practically not surpassing in any point the limiting values of strength in compression, after ap-

338
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

plying the corresponding material strength reduction factors, except for some isolated safety
shotcrete zones. This is presented in the below tables, where it have been marked zones with
maximum compression (in yellow color) and tension (in light green color) values, and orange
values are those above the marked strength limits. Only one point of safety shotcrete is surpas-
sing the compression limits, while for tensile stresses there are some points in structural layer
zones.

These tensile stress locations out of limits are sometimes at concrete slots sides, and in other oc-
casions near the turning transition between benching and invert, which is generated by a invert
heave that it is produced in the practice only in rare cases.

In conclusion, assuming the singularity of these tensioned points, which may be generated dur-
ing the swelling or theoretical heave in the FDM numerical processing, values of stresses in
shotcrete (structural layers) are acceptable, and they comply with the verification.

To increase the accuracy of calculation and adjust the slots wide to the dimensions of LSC, the
grid has been increased in zone number for support groups.

339
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

STRUCTURAL VERIFICATION OF SPRAYED CONCRETE FOR E & S CLASS 5a WITH LSC. BN+IN STAGE (TOP HEADING ZONES)
Ppal. stresses in Shotcrete (primary lining) Stresses orientation (normal coordinates)
Concrete layer Zone ID
Maximum Intermediate Minimum Maximum Normal Intermediate Normal Minimum Normal
Safety SC 255202 0,00E+00 0,00E+00 0,00E+00 ( 0.000, 0.000, 1.000) ( 0.000, 1.000, 0.000) ( 1.000, 0.000, 0.000)
Safety SC 255203 -1,68E+05 -8,12E+05 -6,27E+06 ( 0.629,-0.221, 0.746) ( 0.126, 0.975, 0.182) ( 0.767, 0.021,-0.641)
Safety SC 255204 2,50E+05 -1,67E+05 -4,66E+06 ( 0.518,-0.453, 0.725) ( 0.331, 0.888, 0.319) ( 0.789,-0.075,-0.610)
Safety SC 255205 2,89E+05 -5,71E+04 -5,26E+06 ( 0.450,-0.522, 0.724) ( 0.373, 0.847, 0.379) ( 0.811,-0.100,-0.576)
Safety SC 255206 5,66E+04 -2,27E+04 -5,85E+06 ( 0.360,-0.755, 0.548) ( 0.549, 0.646, 0.530) ( 0.754,-0.110,-0.647)
Safety SC 255207 7,80E+05 2,32E+04 -6,80E+06 ( 0.677, 0.019, 0.736) ( 0.069, 0.994,-0.089) ( 0.733,-0.111,-0.671)
Safety SC 255208 6,20E+05 -9,01E+05 -1,06E+07 (-0.868,-0.217,-0.446) (-0.168, 0.975,-0.147) (-0.467, 0.053, 0.883)
Safety SC 255209 0,00E+00 0,00E+00 0,00E+00 ( 0.000, 0.000, 1.000) ( 0.000, 1.000, 0.000) ( 1.000, 0.000, 0.000)
Safety SC 255210 -8,16E+05 -3,48E+06 -2,09E+07 ( 0.266, 0.047, 0.963) (-0.007, 0.999,-0.047) ( 0.964,-0.006,-0.266)
Safety SC 255211 2,91E+05 -1,21E+06 -1,12E+07 ( 0.295,-0.077, 0.952) ( 0.053, 0.996, 0.065) ( 0.954,-0.032,-0.298)
Safety SC 255212 -2,20E+05 -1,24E+06 -1,11E+07 ( 0.207,-0.140, 0.968) ( 0.078, 0.989, 0.126) ( 0.975,-0.050,-0.215)
Safety SC 255213 1,95E+05 -9,91E+05 -1,06E+07 ( 0.124,-0.124, 0.985) ( 0.069, 0.991, 0.116) ( 0.990,-0.053,-0.131)
Safety SC 255214 -1,84E+05 -8,74E+05 -1,01E+07 ( 0.155,-0.157, 0.975) ( 0.084, 0.986, 0.145) ( 0.984,-0.060,-0.166)
Safety SC 255215 -3,94E+05 -9,28E+05 -1,03E+07 ( 0.127,-0.268, 0.955) ( 0.090, 0.962, 0.257) ( 0.988,-0.053,-0.147)
Safety SC 255216 -4,61E+05 -8,92E+05 -1,04E+07 ( 0.116,-0.329, 0.937) ( 0.085, 0.944, 0.320) ( 0.990,-0.043,-0.137)
Safety SC 255217 -7,02E+05 -9,26E+05 -1,05E+07 ( 0.065,-0.514, 0.855) ( 0.078, 0.857, 0.509) ( 0.995,-0.033,-0.096)
Safety SC 255218 -9,80E+05 -1,19E+06 -1,12E+07 ( 0.045,-0.853, 0.520) ( 0.114, 0.522, 0.845) ( 0.992,-0.021,-0.121)
Safety SC 255219 -1,02E+06 -1,36E+06 -1,17E+07 ( 0.013,-0.861, 0.509) ( 0.037, 0.509, 0.860) ( 0.999,-0.008,-0.038)
1st struct.layer 255652 0,00E+00 0,00E+00 0,00E+00 ( 0.000, 0.000, 1.000) ( 0.000, 1.000, 0.000) ( 1.000, 0.000, 0.000)
1st struct.layer 255653 -1,73E+05 -2,23E+06 -3,40E+06 (-0.686, 0.025,-0.727) ( 0.696,-0.270,-0.666) ( 0.213, 0.963,-0.167)
1st struct.layer 255654 1,34E+05 -2,04E+06 -2,86E+06 (-0.533, 0.031,-0.846) ( 0.832,-0.162,-0.530) ( 0.153, 0.986,-0.060)
1st struct.layer 255655 2,19E+05 -2,66E+06 -2,91E+06 ( 0.570,-0.010, 0.822) (-0.223, 0.960, 0.166) ( 0.791, 0.278,-0.545)
1st struct.layer 255656 2,24E+05 -2,58E+06 -3,47E+06 ( 0.661,-0.001, 0.751) (-0.037, 0.999, 0.034) ( 0.750, 0.050,-0.660)
1st struct.layer 255657 3,06E+05 -2,56E+06 -4,13E+06 (-0.758,-0.004,-0.653) (-0.007, 1.000, 0.002) (-0.653,-0.006, 0.758)
1st struct.layer 255658 1,22E+05 -2,52E+06 -4,09E+06 (-0.872,-0.069,-0.485) (-0.092, 0.995, 0.024) (-0.481,-0.065, 0.874)
1st struct.layer 255659 0,00E+00 0,00E+00 0,00E+00 ( 0.000, 0.000, 1.000) ( 0.000, 1.000, 0.000) ( 1.000, 0.000, 0.000)
1st struct.layer 255660 -3,46E+05 -3,58E+06 -7,64E+06 ( 0.313, 0.022, 0.949) ( 0.034, 0.999,-0.034) ( 0.949,-0.043,-0.312)
1st struct.layer 255661 6,13E+04 -3,25E+06 -7,27E+06 ( 0.185,-0.043, 0.982) ( 0.062, 0.998, 0.032) ( 0.981,-0.055,-0.187)
1st struct.layer 255662 4,15E+05 -3,20E+06 -8,18E+06 ( 0.155,-0.034, 0.987) ( 0.067, 0.997, 0.024) ( 0.986,-0.063,-0.157)
1st struct.layer 255663 3,46E+05 -3,30E+06 -9,29E+06 ( 0.128,-0.031, 0.991) ( 0.067, 0.997, 0.023) ( 0.989,-0.064,-0.130)
1st struct.layer 255664 5,39E+04 -3,40E+06 -9,97E+06 ( 0.165,-0.025, 0.986) ( 0.067, 0.998, 0.014) ( 0.984,-0.064,-0.167)
1st struct.layer 255665 -3,08E+05 -3,54E+06 -1,07E+07 ( 0.165,-0.028, 0.986) ( 0.061, 0.998, 0.018) ( 0.984,-0.057,-0.166)
1st struct.layer 255666 -4,06E+05 -3,59E+06 -1,12E+07 ( 0.151,-0.027, 0.988) ( 0.047, 0.999, 0.020) ( 0.987,-0.044,-0.152)
1st struct.layer 255667 -4,24E+05 -3,59E+06 -1,15E+07 ( 0.135,-0.021, 0.991) ( 0.035, 0.999, 0.016) ( 0.990,-0.033,-0.136)
1st struct.layer 255668 -6,21E+05 -3,65E+06 -1,18E+07 ( 0.118,-0.024, 0.993) ( 0.026, 0.999, 0.021) ( 0.993,-0.023,-0.118)
1st struct.layer 255669 -8,66E+05 -3,69E+06 -1,19E+07 ( 0.045,-0.035, 0.998) ( 0.010, 0.999, 0.035) ( 0.999,-0.008,-0.045)
2nd struct. Layer 256102 0,00E+00 0,00E+00 0,00E+00 ( 0.000, 0.000, 1.000) ( 0.000, 1.000, 0.000) ( 1.000, 0.000, 0.000)
2nd struct. Layer 256103 0,00E+00 0,00E+00 0,00E+00 ( 0.000, 0.000, 1.000) ( 0.000, 1.000, 0.000) ( 1.000, 0.000, 0.000)
2nd struct. Layer 256104 1,14E+02 -1,24E+06 -3,71E+06 (-0.545, 0.007,-0.838) ( 0.827,-0.155,-0.540) ( 0.134, 0.988,-0.079)
2nd struct. Layer 256105 8,27E+04 -2,00E+06 -3,55E+06 (-0.640,-0.015,-0.769) ( 0.736,-0.300,-0.607) ( 0.221, 0.954,-0.203)
2nd struct. Layer 256106 4,82E+04 -2,46E+06 -3,51E+06 (-0.700,-0.002,-0.714) ( 0.613,-0.515,-0.600) ( 0.366, 0.857,-0.362)
2nd struct. Layer 256107 6,98E+04 -2,38E+06 -3,29E+06 ( 0.777,-0.018, 0.629) (-0.507, 0.574, 0.643) ( 0.372, 0.819,-0.437)
2nd struct. Layer 256108 -5,82E+03 -1,39E+06 -2,68E+06 ( 0.774, 0.028, 0.633) (-0.618, 0.252, 0.745) ( 0.139, 0.967,-0.213)
2nd struct. Layer 256109 0,00E+00 0,00E+00 0,00E+00 ( 0.000, 0.000, 1.000) ( 0.000, 1.000, 0.000) ( 1.000, 0.000, 0.000)
2nd struct. Layer 256110 -1,04E+05 -1,77E+06 -3,04E+06 (-0.562,-0.023,-0.827) ( 0.815, 0.155,-0.558) (-0.141, 0.988, 0.069)
2nd struct. Layer 256111 2,34E+05 -3,14E+06 -4,24E+06 ( 0.159,-0.031, 0.987) ( 0.169, 0.986, 0.004) ( 0.973,-0.167,-0.162)
2nd struct. Layer 256112 2,00E+05 -3,57E+06 -7,24E+06 ( 0.238,-0.016, 0.971) ( 0.055, 0.998, 0.003) ( 0.970,-0.053,-0.239)
2nd struct. Layer 256113 2,16E+04 -4,09E+06 -1,05E+07 ( 0.247,-0.009, 0.969) ( 0.037, 0.999, 0.000) ( 0.968,-0.036,-0.247)
2nd struct. Layer 256114 -1,12E+05 -4,53E+06 -1,31E+07 ( 0.249,-0.005, 0.968) ( 0.030, 1.000,-0.002) ( 0.968,-0.030,-0.249)
2nd struct. Layer 256115 -2,30E+05 -4,82E+06 -1,50E+07 ( 0.224,-0.006, 0.975) ( 0.027, 1.000,-0.001) ( 0.974,-0.027,-0.224)
2nd struct. Layer 256116 -2,68E+05 -4,98E+06 -1,62E+07 ( 0.186,-0.006, 0.983) ( 0.022, 1.000, 0.001) ( 0.982,-0.021,-0.186)
2nd struct. Layer 256117 -2,73E+05 -5,00E+06 -1,66E+07 ( 0.149,-0.004, 0.989) ( 0.017, 1.000, 0.002) ( 0.989,-0.017,-0.149)
2nd struct. Layer 256118 -3,18E+05 -4,93E+06 -1,64E+07 ( 0.106,-0.005, 0.994) ( 0.012, 1.000, 0.004) ( 0.994,-0.012,-0.106)
2nd struct. Layer 256119 -3,85E+05 -4,86E+06 -1,61E+07 ( 0.039,-0.008, 0.999) ( 0.005, 1.000, 0.008) ( 0.999,-0.004,-0.039)
2nd struct. Layer 260864 4,45E+05 -2,47E+05 -1,45E+06 (-0.303,-0.144,-0.942) ( 0.897,-0.376,-0.231) ( 0.321, 0.915,-0.243)
2nd struct. Layer 260865 1,15E+06 1,10E+05 -1,08E+06 ( 0.214,-0.080,-0.974) ( 0.945,-0.236, 0.227) ( 0.248, 0.969,-0.025)
2nd struct. Layer 260866 2,51E+06 -1,71E+05 -7,50E+05 ( 0.376, 0.125,-0.918) ( 0.782,-0.574, 0.242) ( 0.497, 0.809, 0.313)
2nd struct. Layer 260867 3,08E+06 3,60E+05 1,56E+05 ( 0.135, 0.249,-0.959) ( 0.973, 0.152, 0.176) (-0.189, 0.957, 0.222)
1st struct.layer 260964 4,12E+05 -2,75E+05 -1,74E+06 (-0.706,-0.078,-0.704) (-0.356, 0.898, 0.258) (-0.613,-0.433, 0.661)
1st struct.layer 260965 1,01E+05 -7,09E+05 -1,57E+06 (-0.863, 0.287,-0.417) (-0.058, 0.762, 0.644) (-0.502,-0.580, 0.641)
1st struct.layer 260966 9,25E+04 -1,11E+06 -5,25E+06 (-0.924, 0.334,-0.184) ( 0.371, 0.901,-0.227) (-0.090, 0.278, 0.956)
1st struct.layer 260967 5,11E+05 -6,30E+04 -6,05E+06 ( 0.483, 0.875, 0.025) ( 0.822,-0.463, 0.330) (-0.301, 0.139, 0.943)
Safety SC 261064 1,97E+06 5,48E+05 -3,55E+06 (-0.066, 0.996,-0.062) ( 0.938, 0.083, 0.336) (-0.340, 0.036, 0.940)
Safety SC 261065 7,01E+05 -6,54E+05 -5,17E+06 (-0.417, 0.893,-0.169) ( 0.852, 0.449, 0.270) (-0.317, 0.032, 0.948)
Safety SC 261066 4,81E+05 -4,33E+05 -5,08E+06 (-0.808, 0.571,-0.147) ( 0.580, 0.814,-0.029) (-0.104, 0.109, 0.989)
Safety SC 261067 1,12E+06 -8,97E+05 -5,52E+06 ( 0.297, 0.953,-0.066) ( 0.949,-0.286, 0.132) (-0.107, 0.102, 0.989)
Elephant foot 262123 4,31E+06 3,37E+06 -4,58E+06 (-0.778, 0.545,-0.313) ( 0.506, 0.838, 0.204) (-0.374, 0.000, 0.928)
Elephant foot 262148 1,95E+06 -1,37E+06 -5,68E+06 (-0.342, 0.939,-0.024) ( 0.900, 0.335, 0.279) (-0.270,-0.074, 0.960)
Elephant foot 262173 2,08E+06 -7,99E+05 -6,04E+06 (-0.306, 0.948,-0.087) ( 0.837, 0.311, 0.450) (-0.454,-0.065, 0.889)
Elephant foot 262198 2,20E+06 -1,21E+06 -5,18E+06 ( 0.078,-0.995, 0.055) ( 0.669, 0.094, 0.737) ( 0.739, 0.020,-0.674)

340
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

STRUCTURAL VERIFICATION OF SPRAYED CONCRETE FOR E & S CLASS 5a WITH LSC. BN+IN STAGE (BENCHING ZONES)
Ppal. stresses in Shotcrete (primary lining) Stresses orientation (normal coordinates)
Concrete layer Zone ID
Maximum Intermediate Minimum Maximum Normal Intermediate Normal Minimum Normal
2nd struct. Layer 263640 1,65E+06 -1,95E+04 -1,70E+06 ( 0.372,-0.183,-0.910) ( 0.928, 0.033, 0.372) ( 0.038, 0.982,-0.182)
2nd struct. Layer 263641 8,90E+05 -5,22E+04 -2,22E+06 ( 0.230,-0.115,-0.966) ( 0.972,-0.021, 0.234) ( 0.047, 0.993,-0.107)
2nd struct. Layer 263642 6,89E+05 -1,81E+05 -2,76E+06 ( 0.273,-0.043,-0.961) ( 0.962, 0.002, 0.273) ( 0.009, 0.999,-0.042)
2nd struct. Layer 263643 5,47E+05 -3,19E+05 -3,34E+06 ( 0.497,-0.005,-0.868) ( 0.867, 0.016, 0.497) (-0.011, 1.000,-0.012)
2nd struct. Layer 263644 2,76E+05 -3,26E+05 -3,99E+06 ( 0.703, 0.006,-0.712) ( 0.711, 0.022, 0.703) (-0.021, 1.000,-0.011)
2nd struct. Layer 263645 0,00E+00 0,00E+00 0,00E+00 ( 0.000, 0.000, 1.000) ( 0.000, 1.000, 0.000) ( 1.000, 0.000, 0.000)
2nd struct. Layer 263646 1,10E+06 3,32E+03 -6,42E+04 ( 0.090,-0.996,-0.030) ( 0.495, 0.018, 0.869) ( 0.865, 0.093,-0.494)
2nd struct. Layer 263647 1,21E+06 3,72E+04 -9,77E+04 ( 0.016,-0.992,-0.123) (-0.500,-0.115, 0.858) ( 0.866,-0.048, 0.498)
2nd struct. Layer 263648 1,19E+06 2,86E+04 -4,38E+05 (-0.052, 0.988, 0.145) ( 0.805, 0.127,-0.579) ( 0.590,-0.087, 0.802)
2nd struct. Layer 263649 1,09E+06 7,78E+03 -1,14E+06 (-0.088, 0.991, 0.099) ( 0.865, 0.126,-0.486) ( 0.494,-0.043, 0.868)
2nd struct. Layer 263650 9,69E+05 7,07E+04 -2,46E+06 (-0.097, 0.995, 0.023) ( 0.882, 0.097,-0.461) ( 0.461, 0.024, 0.887)
2nd struct. Layer 263651 8,72E+05 7,46E+04 -4,33E+06 (-0.080, 0.996,-0.040) ( 0.917, 0.058,-0.394) ( 0.390, 0.068, 0.918)
1st struct. Layer 263940 1,40E+05 -1,34E+06 -4,21E+06 (-0.978, 0.190,-0.088) ( 0.192, 0.981,-0.024) (-0.081, 0.041, 0.996)
1st struct. Layer 263941 -1,01E+05 -1,79E+06 -3,80E+06 (-0.977, 0.049,-0.206) ( 0.057, 0.998,-0.033) (-0.203, 0.044, 0.978)
1st struct. Layer 263942 -4,53E+05 -2,36E+06 -2,98E+06 (-0.992,-0.043,-0.119) (-0.046, 0.999, 0.022) (-0.118,-0.027, 0.993)
1st struct. Layer 263943 -3,45E+05 -2,15E+06 -3,06E+06 ( 0.995, 0.076,-0.071) ( 0.048, 0.270, 0.962) (-0.092, 0.960,-0.265)
1st struct. Layer 263944 -1,07E+05 -9,83E+05 -3,85E+06 ( 0.996, 0.046,-0.071) ( 0.061, 0.184, 0.981) (-0.058, 0.982,-0.180)
1st struct. Layer 263945 0,00E+00 0,00E+00 0,00E+00 ( 0.000, 0.000, 1.000) ( 0.000, 1.000, 0.000) ( 1.000, 0.000, 0.000)
1st struct. Layer 263946 3,40E+06 7,52E+04 -3,54E+05 ( 0.106, 0.973, 0.203) ( 0.886,-0.185, 0.426) (-0.452,-0.135, 0.882)
1st struct. Layer 263947 2,30E+06 -2,14E+05 -1,22E+06 ( 0.031, 0.968, 0.249) ( 0.826, 0.115,-0.551) ( 0.562,-0.223, 0.796)
1st struct. Layer 263948 1,32E+06 -1,99E+05 -2,46E+06 (-0.021, 0.989, 0.148) ( 0.914, 0.079,-0.397) ( 0.404,-0.127, 0.906)
1st struct. Layer 263949 8,04E+05 -4,40E+05 -3,80E+06 (-0.041, 0.999, 0.017) ( 0.932, 0.044,-0.360) ( 0.360,-0.001, 0.933)
1st struct. Layer 263950 8,24E+05 -3,48E+05 -5,47E+06 (-0.034, 0.997,-0.069) ( 0.906, 0.001,-0.424) ( 0.422, 0.077, 0.903)
1st struct. Layer 263951 1,18E+06 -1,29E+05 -7,12E+06 (-0.032, 0.991,-0.126) ( 0.908,-0.024,-0.419) ( 0.419, 0.128, 0.899)
Safety shotcrete 264240 1,56E+07 2,20E+06 -1,60E+07 (-0.218, 0.846,-0.486) ( 0.881, 0.385, 0.276) (-0.421, 0.368, 0.829)
Safety shotcrete 264241 1,28E+07 -9,12E+05 -1,09E+07 ( 0.126, 0.970,-0.210) ( 0.969,-0.074, 0.237) (-0.214, 0.233, 0.949)
Safety shotcrete 264242 1,10E+07 -1,06E+06 -1,07E+07 ( 0.108, 0.980,-0.167) ( 0.982,-0.079, 0.171) (-0.154, 0.182, 0.971)
Safety shotcrete 264243 9,58E+06 -1,62E+06 -9,83E+06 ( 0.146, 0.980,-0.133) ( 0.984,-0.130, 0.123) (-0.103, 0.149, 0.983)
Safety shotcrete 264244 8,86E+06 -2,06E+06 -8,36E+06 ( 0.168, 0.982,-0.091) ( 0.970,-0.148, 0.194) (-0.177, 0.121, 0.977)
Safety shotcrete 264245 0,00E+00 0,00E+00 0,00E+00 ( 0.000, 0.000, 1.000) ( 0.000, 1.000, 0.000) ( 1.000, 0.000, 0.000)
Safety shotcrete 264246 9,81E+06 -4,23E+05 -9,74E+06 ( 0.056, 0.997,-0.052) ( 0.992,-0.061,-0.110) ( 0.113, 0.045, 0.993)
Safety shotcrete 264247 8,47E+06 -1,70E+06 -1,75E+07 ( 0.061, 0.992,-0.115) ( 0.982,-0.080,-0.168) ( 0.176, 0.103, 0.979)
Safety shotcrete 264248 8,41E+06 -1,52E+06 -2,30E+07 ( 0.056, 0.990,-0.126) ( 0.985,-0.075,-0.153) ( 0.161, 0.115, 0.980)
Safety shotcrete 264249 8,47E+06 -1,64E+06 -2,73E+07 ( 0.041, 0.992,-0.118) ( 0.986,-0.059,-0.156) ( 0.161, 0.110, 0.981)
Safety shotcrete 264250 8,68E+06 -1,93E+06 -3,04E+07 ( 0.030, 0.994,-0.109) ( 0.977,-0.052,-0.205) ( 0.210, 0.100, 0.973)
Safety shotcrete 264251 1,04E+07 -1,06E+06 -3,27E+07 ( 0.020, 0.994,-0.107) ( 0.957,-0.050,-0.285) ( 0.289, 0.097, 0.953)
2nd struct. Layer 266290 8,83E+05 -1,06E+05 -6,52E+06 (-0.020, 0.995,-0.093) ( 0.939,-0.014,-0.345) ( 0.344, 0.094, 0.934)
2nd struct. Layer 266291 1,10E+06 -7,24E+04 -8,52E+06 ( 0.073, 0.990,-0.120) ( 0.928,-0.112,-0.357) ( 0.366, 0.085, 0.927)
1st struct. Layer 266340 1,65E+06 -3,67E+05 -9,36E+06 ( 0.008, 0.986,-0.169) ( 0.914,-0.076,-0.399) ( 0.406, 0.151, 0.901)
1st struct. Layer 266341 2,69E+06 -2,61E+05 -1,03E+07 ( 0.047, 0.981,-0.186) ( 0.904,-0.121,-0.410) ( 0.425, 0.149, 0.893)
Safety shotcrete 266390 1,14E+07 -1,65E+06 -3,70E+07 ( 0.003, 0.997,-0.078) ( 0.959,-0.025,-0.281) ( 0.282, 0.074, 0.956)
Safety shotcrete 266391 1,30E+07 -2,03E+06 -3,67E+07 (-0.007, 0.998,-0.066) ( 0.961,-0.012,-0.277) ( 0.277, 0.065, 0.959)
2nd struct. Layer 266530 9,14E+05 -4,02E+05 -1,13E+07 ( 0.091, 0.991,-0.101) ( 0.919,-0.123,-0.375) ( 0.384, 0.058, 0.921)
2nd struct. Layer 266531 9,62E+05 -6,70E+05 -1,20E+07 ( 0.066, 0.995,-0.074) ( 0.886,-0.093,-0.453) ( 0.458, 0.036, 0.888)
1st struct. Layer 266580 3,29E+06 -6,18E+05 -1,15E+07 ( 0.023, 0.987,-0.161) ( 0.892,-0.093,-0.442) ( 0.451, 0.134, 0.882)
1st struct. Layer 266581 3,39E+06 -1,27E+06 -1,32E+07 (-0.004, 0.992,-0.129) ( 0.863,-0.062,-0.502) ( 0.506, 0.113, 0.855)
Safety shotcrete 266630 1,49E+07 -1,78E+06 -3,56E+07 (-0.017, 0.998,-0.068) ( 0.921,-0.011,-0.390) ( 0.390, 0.070, 0.918)
Safety shotcrete 266631 1,57E+07 -2,07E+06 -3,63E+07 (-0.027, 0.997,-0.070) ( 0.886,-0.009,-0.463) ( 0.462, 0.075, 0.884)

In the next image it is shown the Von Mises equivalent stresses, which incorporates the maxi-
mum shear stress:

341
FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

STRUCTURAL VERIFICATION OF SPRAYED CONCRETE FOR E & S CLASS 5a WITH LSC. BN+IN STAGE (INVERT ZONES)
Ppal. stresses in Shotcrete (primary lining) Stresses orientation (normal coordinates)
Concrete layer Zone ID
Maximum Intermediate Minimum Maximum Normal Intermediate Normal Minimum Normal
Safety shotcrete 266777 1,63E+07 -1,77E+06 -3,65E+07 (-0.025, 0.997,-0.067) ( 0.848,-0.014,-0.530) ( 0.530, 0.070, 0.845)
1st struct. Layer 266778 3,52E+06 -1,83E+06 -1,41E+07 (-0.024, 0.995,-0.102) ( 0.842,-0.035,-0.539) ( 0.539, 0.099, 0.836)
2nd struct. Layer 266779 9,18E+05 -1,13E+06 -1,25E+07 ( 0.046, 0.998,-0.050) ( 0.846,-0.066,-0.529) ( 0.531, 0.018, 0.847)
Safety shotcrete 266852 1,73E+07 -2,20E+06 -3,30E+07 (-0.032, 0.997,-0.067) ( 0.821,-0.012,-0.571) ( 0.570, 0.073, 0.818)
1st struct. Layer 266853 3,77E+06 -2,04E+06 -1,40E+07 (-0.045, 0.996,-0.077) ( 0.829,-0.006,-0.560) ( 0.558, 0.089, 0.825)
2nd struct. Layer 266854 9,95E+05 -1,20E+06 -1,24E+07 ( 0.039, 0.999,-0.037) ( 0.812,-0.053,-0.581) ( 0.582, 0.007, 0.813)
Safety shotcrete 266927 1,73E+07 -3,43E+06 -3,29E+07 (-0.030, 0.997,-0.071) ( 0.764,-0.023,-0.645) ( 0.645, 0.074, 0.761)
1st struct. Layer 266928 3,93E+06 -2,33E+06 -1,39E+07 (-0.059, 0.997,-0.057) ( 0.787, 0.011,-0.617) ( 0.614, 0.081, 0.785)
2nd struct. Layer 266929 1,10E+06 -1,14E+06 -1,22E+07 ( 0.037, 0.999,-0.026) ( 0.771,-0.045,-0.635) ( 0.635,-0.003, 0.772)
2nd struct. Layer 267857 1,10E+06 -9,08E+05 -1,24E+07 (-0.042,-0.999, 0.017) (-0.688, 0.041, 0.725) ( 0.725,-0.019, 0.689)
1st struct. Layer 267858 3,84E+06 -2,16E+06 -1,49E+07 ( 0.064,-0.997, 0.034) (-0.651,-0.016, 0.759) ( 0.756, 0.070, 0.650)
Safety shotcrete 267859 1,70E+07 -3,71E+06 -3,52E+07 ( 0.028,-0.997, 0.070) (-0.671, 0.033, 0.741) ( 0.741, 0.068, 0.668)
2nd struct. Layer 267932 1,08E+06 -9,76E+05 -1,25E+07 ( 0.040, 0.999,-0.021) ( 0.726,-0.043,-0.686) ( 0.686,-0.012, 0.727)
1st struct. Layer 267933 3,90E+06 -2,38E+06 -1,44E+07 (-0.064, 0.997,-0.040) ( 0.714, 0.017,-0.700) ( 0.697, 0.074, 0.713)
Safety shotcrete 267934 1,70E+07 -3,82E+06 -3,50E+07 (-0.029, 0.997,-0.075) ( 0.712,-0.032,-0.702) ( 0.702, 0.074, 0.708)
2nd struct. Layer 268097 1,26E+06 -7,56E+05 -1,17E+07 (-0.052,-0.999, 0.013) (-0.623, 0.043, 0.781) ( 0.780,-0.033, 0.625)
2nd struct. Layer 268098 1,32E+06 -6,34E+05 -1,12E+07 (-0.063,-0.998, 0.004) (-0.541, 0.038, 0.840) ( 0.839,-0.050, 0.542)
2nd struct. Layer 268099 1,32E+06 -4,33E+05 -1,06E+07 (-0.068,-0.998,-0.011) (-0.471, 0.023, 0.882) ( 0.879,-0.065, 0.471)
1st struct. Layer 268172 3,70E+06 -1,84E+06 -1,58E+07 ( 0.058,-0.998, 0.029) (-0.580,-0.010, 0.814) ( 0.812, 0.064, 0.580)
1st struct. Layer 268173 3,50E+06 -1,53E+06 -1,65E+07 ( 0.057,-0.998, 0.013) (-0.518,-0.019, 0.855) ( 0.853, 0.056, 0.518)
1st struct. Layer 268174 3,27E+06 -1,02E+06 -1,70E+07 ( 0.062,-0.998,-0.016) (-0.464,-0.043, 0.885) ( 0.884, 0.048, 0.466)
Safety shotcrete 268247 1,77E+07 -2,47E+06 -3,36E+07 ( 0.039,-0.998, 0.057) (-0.601, 0.023, 0.799) ( 0.798, 0.065, 0.599)
Safety shotcrete 268248 1,77E+07 -1,97E+06 -3,43E+07 ( 0.057,-0.998, 0.039) (-0.531, 0.003, 0.847) ( 0.845, 0.069, 0.530)
Safety shotcrete 268249 1,75E+07 -1,57E+06 -3,49E+07 ( 0.072,-0.997, 0.024) (-0.467,-0.012, 0.884) ( 0.881, 0.074, 0.466)
2nd struct. Layer 270242 1,33E+06 -1,67E+05 -9,47E+06 (-0.069,-0.997,-0.045) (-0.426,-0.011, 0.905) ( 0.902,-0.081, 0.423)
2nd struct. Layer 270243 1,01E+06 -2,68E+05 -9,08E+06 (-0.106,-0.994,-0.004) (-0.373, 0.036, 0.927) ( 0.922,-0.100, 0.375)
2nd struct. Layer 270244 1,27E+06 -2,55E+05 -1,06E+07 (-0.043,-0.998,-0.035) (-0.332,-0.018, 0.943) ( 0.942,-0.052, 0.331)
2nd struct. Layer 270245 5,66E+06 -1,41E+05 -1,12E+07 (-0.031,-0.995,-0.095) (-0.328,-0.079, 0.941) ( 0.944,-0.060, 0.324)
2nd struct. Layer 270246 3,37E+04 -1,30E+05 -9,59E+06 ( 0.061, 0.998, 0.003) (-0.294, 0.015, 0.956) ( 0.954,-0.059, 0.294)
2nd struct. Layer 270247 1,63E+04 -2,85E+05 -9,54E+06 ( 0.130,-0.765,-0.631) (-0.256,-0.641, 0.724) ( 0.958,-0.067, 0.279)
2nd struct. Layer 270248 -4,17E+04 -3,91E+05 -9,51E+06 (-0.174, 0.579, 0.797) ( 0.201, 0.813,-0.547) ( 0.964,-0.065, 0.257)
2nd struct. Layer 270249 -7,71E+04 -5,04E+05 -9,45E+06 (-0.186, 0.450, 0.874) ( 0.158, 0.891,-0.425) ( 0.970,-0.059, 0.237)
2nd struct. Layer 270250 -8,75E+04 -6,04E+05 -9,43E+06 (-0.180, 0.364, 0.914) ( 0.125, 0.930,-0.346) ( 0.976,-0.052, 0.213)
2nd struct. Layer 270251 -1,03E+05 -6,94E+05 -9,46E+06 (-0.167, 0.314, 0.935) ( 0.099, 0.949,-0.301) ( 0.981,-0.042, 0.190)
2nd struct. Layer 270252 -1,13E+05 -7,64E+05 -9,53E+06 (-0.151, 0.283, 0.947) ( 0.079, 0.959,-0.274) ( 0.985,-0.033, 0.167)
2nd struct. Layer 270253 -1,16E+05 -8,18E+05 -9,65E+06 (-0.133, 0.253, 0.958) ( 0.060, 0.967,-0.247) ( 0.989,-0.025, 0.144)
2nd struct. Layer 270254 -1,27E+05 -8,66E+05 -9,79E+06 (-0.114, 0.231, 0.966) ( 0.045, 0.973,-0.228) ( 0.993,-0.018, 0.121)
2nd struct. Layer 270255 -1,29E+05 -9,07E+05 -9,94E+06 (-0.093, 0.215, 0.972) ( 0.032, 0.976,-0.213) ( 0.995,-0.011, 0.097)
2nd struct. Layer 270256 -1,27E+05 -9,34E+05 -1,01E+07 (-0.072, 0.203, 0.976) ( 0.022, 0.979,-0.202) ( 0.997,-0.007, 0.075)
2nd struct. Layer 270257 -1,39E+05 -9,53E+05 -1,02E+07 (-0.052, 0.195, 0.979) ( 0.014, 0.981,-0.195) ( 0.999,-0.004, 0.054)
2nd struct. Layer 270258 -1,48E+05 -9,67E+05 -1,03E+07 (-0.030, 0.186, 0.982) ( 0.008, 0.983,-0.186) ( 1.000,-0.002, 0.031)
2nd struct. Layer 270259 -1,49E+05 -9,75E+05 -1,04E+07 (-0.010, 0.180, 0.984) ( 0.002, 0.984,-0.180) ( 1.000,-0.000, 0.011)
1st struct. Layer 270692 3,05E+06 -5,80E+05 -1,66E+07 ( 0.073,-0.996,-0.055) (-0.420,-0.080, 0.904) ( 0.905, 0.043, 0.424)
1st struct. Layer 270693 2,37E+06 -1,01E+06 -1,69E+07 ( 0.028,-0.999, 0.034) (-0.358, 0.022, 0.933) ( 0.933, 0.038, 0.357)
1st struct. Layer 270694 1,12E+07 -6,54E+05 -2,06E+07 ( 0.033,-0.999,-0.011) (-0.336,-0.021, 0.942) ( 0.941, 0.027, 0.336)
1st struct. Layer 270695 2,08E+06 1,91E+05 -1,43E+07 ( 0.035,-0.999,-0.038) (-0.341,-0.048, 0.939) ( 0.939, 0.020, 0.342)
1st struct. Layer 270696 6,37E+05 -7,43E+05 -1,88E+07 ( 0.080,-0.987,-0.139) (-0.325,-0.157, 0.932) ( 0.942, 0.029, 0.334)
1st struct. Layer 270697 6,01E+05 -5,32E+05 -1,84E+07 ( 0.089,-0.972,-0.217) (-0.267,-0.233, 0.935) ( 0.960, 0.026, 0.280)
1st struct. Layer 270698 4,60E+05 -4,76E+05 -1,82E+07 ( 0.090,-0.964,-0.251) (-0.241,-0.265, 0.934) ( 0.966, 0.024, 0.256)
1st struct. Layer 270699 3,16E+05 -4,69E+05 -1,83E+07 ( 0.089,-0.956,-0.279) (-0.216,-0.292, 0.932) ( 0.972, 0.023, 0.232)
1st struct. Layer 270700 2,12E+05 -4,60E+05 -1,83E+07 ( 0.089,-0.945,-0.314) (-0.191,-0.325, 0.926) ( 0.977, 0.022, 0.210)
1st struct. Layer 270701 1,50E+05 -4,51E+05 -1,83E+07 ( 0.087,-0.935,-0.345) (-0.169,-0.355, 0.920) ( 0.982, 0.022, 0.189)
1st struct. Layer 270702 1,11E+05 -4,56E+05 -1,83E+07 ( 0.080,-0.930,-0.358) (-0.147,-0.366, 0.919) ( 0.986, 0.021, 0.166)
1st struct. Layer 270703 9,94E+04 -4,43E+05 -1,84E+07 ( 0.071,-0.929,-0.363) (-0.126,-0.369, 0.921) ( 0.990, 0.020, 0.143)
1st struct. Layer 270704 1,12E+05 -4,44E+05 -1,84E+07 ( 0.059,-0.938,-0.342) (-0.108,-0.346, 0.932) ( 0.992, 0.018, 0.121)
1st struct. Layer 270705 1,49E+05 -4,31E+05 -1,84E+07 ( 0.047,-0.946,-0.321) (-0.089,-0.324, 0.942) ( 0.995, 0.016, 0.099)
1st struct. Layer 270706 2,02E+05 -3,97E+05 -1,83E+07 ( 0.035,-0.952,-0.303) (-0.069,-0.304, 0.950) ( 0.997, 0.013, 0.077)
1st struct. Layer 270707 2,36E+05 -4,12E+05 -1,83E+07 ( 0.024,-0.963,-0.270) (-0.050,-0.271, 0.961) ( 0.998, 0.009, 0.055)
1st struct. Layer 270708 2,77E+05 -4,07E+05 -1,82E+07 ( 0.014,-0.968,-0.251) (-0.030,-0.251, 0.968) ( 0.999, 0.006, 0.033)
1st struct. Layer 270709 3,16E+05 -3,91E+05 -1,82E+07 ( 0.005,-0.972,-0.235) (-0.010,-0.235, 0.972) ( 1.000, 0.002, 0.011)
Safety shotcrete 271142 1,64E+07 -6,33E+05 -3,63E+07 ( 0.074,-0.997, 0.015) (-0.389,-0.015, 0.921) ( 0.918, 0.074, 0.389)
Safety shotcrete 271143 1,36E+07 -1,67E+06 -3,84E+07 ( 0.065,-0.998, 0.009) (-0.341,-0.014, 0.940) ( 0.938, 0.064, 0.341)
Safety shotcrete 271144 1,37E+07 -2,53E+05 -2,77E+07 ( 0.056,-0.998, 0.003) (-0.342,-0.016, 0.940) ( 0.938, 0.054, 0.342)
Safety shotcrete 271145 1,15E+07 -1,20E+06 -3,90E+07 ( 0.069,-0.997, 0.035) (-0.335, 0.010, 0.942) ( 0.940, 0.077, 0.333)
Safety shotcrete 271146 1,26E+07 -6,74E+05 -3,91E+07 ( 0.053,-0.999, 0.004) (-0.298,-0.012, 0.955) ( 0.953, 0.052, 0.298)
Safety shotcrete 271147 1,26E+07 -8,78E+05 -3,84E+07 ( 0.036,-0.999, 0.004) (-0.282,-0.006, 0.960) ( 0.959, 0.036, 0.282)
Safety shotcrete 271148 1,23E+07 -7,34E+05 -3,75E+07 ( 0.025,-1.000, 0.003) (-0.258,-0.003, 0.966) ( 0.966, 0.025, 0.258)
Safety shotcrete 271149 1,19E+07 -7,60E+05 -3,68E+07 ( 0.019,-1.000, 0.003) (-0.236,-0.002, 0.972) ( 0.972, 0.019, 0.236)
Safety shotcrete 271150 1,16E+07 -7,62E+05 -3,61E+07 ( 0.013,-1.000, 0.002) (-0.215,-0.001, 0.977) ( 0.977, 0.013, 0.215)
Safety shotcrete 271151 1,13E+07 -7,49E+05 -3,57E+07 ( 0.008,-1.000, 0.001) (-0.193,-0.001, 0.981) ( 0.981, 0.008, 0.193)
Safety shotcrete 271152 1,11E+07 -7,33E+05 -3,49E+07 ( 0.006,-1.000, 0.000) (-0.172,-0.001, 0.985) ( 0.985, 0.006, 0.172)
Safety shotcrete 271153 1,10E+07 -7,14E+05 -3,40E+07 ( 0.004,-1.000,-0.000) (-0.150,-0.001, 0.989) ( 0.989, 0.004, 0.150)
Safety shotcrete 271154 1,09E+07 -7,21E+05 -3,32E+07 ( 0.002,-1.000, 0.001) (-0.127, 0.001, 0.992) ( 0.992, 0.002, 0.127)
Safety shotcrete 271155 1,09E+07 -7,23E+05 -3,25E+07 (-0.000,-1.000, 0.002) (-0.105, 0.002, 0.994) ( 0.994,-0.000, 0.105)
Safety shotcrete 271156 1,08E+07 -6,93E+05 -3,19E+07 (-0.002,-1.000, 0.001) (-0.083, 0.002, 0.997) ( 0.997,-0.002, 0.083)
Safety shotcrete 271157 1,07E+07 -7,00E+05 -3,14E+07 (-0.001,-1.000, 0.002) (-0.060, 0.002, 0.998) ( 0.998,-0.001, 0.060)
Safety shotcrete 271158 1,07E+07 -7,30E+05 -3,10E+07 (-0.001,-1.000, 0.002) (-0.038, 0.002, 0.999) ( 0.999,-0.001, 0.038)
Safety shotcrete 271159 1,07E+07 -7,33E+05 -3,08E+07 (-0.000,-1.000, 0.002) (-0.012, 0.002, 1.000) ( 1.000,-0.000, 0.012)

342
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

In the next pages it is developed the structural verification for TH-36 beams and cables (anchor
bolts).

Figure 6.3-7.- Overburden 432 m. Benching+Invert phase. Axial Force Fx (decreased) in TH-36
steel ribs

Figure 6.3-8.- Overburden 432 m. Benching + Invert phase. Moment My in TH-36 steel ribs

343
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

• Actions on steel rib TH-36 modelled as structural beam, along with structural verification
for combinations of actions. It is shown in the next page table, for beam sels at Y= 7-8:
SUDHMAHADEV TUNNEL T-1_SUPPORT CLASS 5a WITH LSC
BEAM (TH-36 STEEL RIB) STRUCTURAL VERIFICATION AT Y COORDINATE 7-8 (distance 2D from face) BENCHING+INVERT STAGE

TOP HEADING BEAM SELS

Max σ Min σ Compr. Tension Shear τ

SEL-CID Node Axial N (Fx) Shear T (Fz) Torsor Mx, m·N Moment My, m.N Moment Mz, m·N Verification
(MPa) (MPa) (Mpa) (Mpa) (MPa)
953 1058 -1,188E+06 -2,193E+02 -5,481E+00 4,499E+03 1,877E+02 275,59 210,59 275,59 0,00 -0,04 OK
953 1059 -1,188E+06 -2,193E+02 -5,533E+00 4,567E+03 3,275E+02 276,09 210,10 276,09 0,00 -0,04 OK
954 1059 -1,151E+06 1,087E+04 -2,499E+01 4,568E+03 3,291E+02 268,52 202,52 268,52 0,00 2,22 OK
954 1060 -1,151E+06 1,087E+04 -2,492E+01 8,529E+03 1,007E+02 297,14 173,91 297,14 0,00 2,22 OK
955 1060 -1,104E+06 -1,207E+04 -3,083E+01 8,526E+03 1,006E+02 287,50 164,31 287,50 0,00 -2,47 OK
955 1061 -1,104E+06 -1,207E+04 -3,082E+01 5,464E+03 2,230E+02 265,38 186,43 265,38 0,00 -2,47 OK
956 1061 -1,096E+06 -4,165E+03 -4,365E+01 5,466E+03 2,214E+02 263,75 184,78 263,75 0,00 -0,85 OK
956 1062 -1,096E+06 -4,165E+03 -4,349E+01 5,291E+03 1,799E+02 262,49 186,05 262,49 0,00 -0,85 OK
957 1062 -1,067E+06 -4,962E+03 -5,371E+01 5,290E+03 1,784E+02 256,55 180,12 256,55 0,00 -1,02 OK
957 1063 -1,067E+06 -4,962E+03 -5,319E+01 5,118E+03 6,189E+01 255,31 181,36 255,31 0,00 -1,02 OK
958 1063 -1,023E+06 -1,743E+03 -5,743E+01 5,119E+03 5,961E+01 246,31 172,35 246,31 0,00 -0,36 OK
958 1064 -1,023E+06 -1,743E+03 -5,691E+01 6,210E+03 -9,716E+01 254,19 164,47 254,19 0,00 -0,36 OK
959 1064 -1,021E+06 -2,375E+04 -5,186E+01 6,209E+03 -9,852E+01 253,78 164,07 253,78 0,00 -4,86 OK
959 1065 -1,021E+06 -2,375E+04 -4,940E+01 4,416E+02 -2,080E+02 212,11 205,73 212,11 0,00 -4,86 OK
960 1065 -1,046E+06 -2,018E+04 -3,787E+01 4,381E+02 -2,104E+02 217,20 210,87 217,20 0,00 -4,13 OK
960 1066 -1,046E+06 -2,018E+04 -3,338E+01 -4,092E+03 -6,532E+02 243,60 184,48 243,60 0,00 -4,13 OK
961 1066 -1,033E+06 7,001E+03 5,709E+00 -4,096E+03 -6,537E+02 240,97 181,79 240,97 0,00 1,43 OK
961 1067 -1,033E+06 7,001E+03 -5,810E-02 3,347E+00 -2,050E+00 211,40 211,35 211,40 0,00 1,43 OK
962 1068 -9,929E-05 -1,244E-05 -3,035E-07 2,196E-06 7,415E-07 0,00 0,00 0,00 0,00 0,00 OK
962 1069 -9,929E-05 -1,244E-05 -2,484E-07 -3,220E-06 2,173E-06 0,00 0,00 0,00 0,00 0,00 OK
963 1070 2,663E+01 3,930E+00 -6,992E-01 5,897E+00 4,376E+00 0,04 -0,05 0,04 -0,05 0,00 OK
963 1071 2,663E+01 3,930E+00 -8,536E-01 7,044E+00 1,509E+01 0,05 -0,06 0,05 -0,06 0,00 OK
964 1071 -6,576E+05 -1,580E+04 -2,386E+00 3,210E+00 1,655E+01 134,58 134,54 134,58 0,00 -3,23 OK
964 1072 -6,576E+05 -1,580E+04 -4,445E+00 -2,052E+03 1,817E+02 149,38 119,74 149,38 0,00 -3,23 OK
965 1072 -6,033E+05 3,996E+03 -1,449E+01 -2,048E+03 1,813E+02 138,24 108,66 138,24 0,00 0,82 OK
965 1073 -6,033E+05 3,996E+03 -1,460E+01 2,017E+03 1,098E+02 138,02 108,88 138,02 0,00 0,82 OK
966 1073 -5,309E+05 -5,797E+03 -2,256E+01 2,015E+03 1,166E+02 123,19 94,08 123,19 0,00 -1,19 OK
966 1074 -5,309E+05 -5,797E+03 -2,398E+01 2,617E+03 1,983E+02 127,54 89,73 127,54 0,00 -1,19 OK
967 1074 -4,829E+05 -2,453E+04 -3,533E+01 2,614E+03 1,983E+02 117,70 79,93 117,70 0,00 -5,02 OK
967 1075 -4,829E+05 -2,453E+04 -2,109E+01 -3,031E+03 -5,674E+02 120,71 76,92 120,71 0,00 -5,02 OK
968 1075 -3,985E+05 3,581E+03 1,175E+01 -3,033E+03 -5,670E+02 103,45 59,63 103,45 0,00 0,73 OK
968 1076 -3,985E+05 3,581E+03 1,112E+00 -1,481E+01 2,131E+01 81,65 81,44 81,65 0,00 0,73 OK
969 1076 4,846E+00 2,188E+01 7,638E-01 -1,790E+01 2,202E+01 0,13 -0,13 0,13 -0,13 0,00 OK
969 1077 4,846E+00 2,188E+01 1,034E+00 -1,084E+01 2,725E+00 0,08 -0,08 0,08 -0,08 0,00 OK
970 1078 -1,798E-04 -4,510E-04 6,833E-06 2,595E-05 -8,350E-05 0,00 0,00 0,00 0,00 0,00 OK
970 1079 -1,798E-04 -4,510E-04 -3,709E-06 -1,157E-04 7,105E-05 0,00 0,00 0,00 0,00 0,00 OK
971 1080 -5,792E+05 -5,828E+03 4,205E+01 -9,812E+02 -1,035E+03 125,61 111,43 125,61 0,00 -1,19 OK
971 1081 -5,792E+05 -5,828E+03 4,173E+01 -3,550E+03 -1,299E+03 144,16 92,87 144,16 0,00 -1,19 OK
972 1081 -6,025E+05 6,855E+02 1,389E+02 -3,545E+03 -1,291E+03 148,90 97,68 148,90 0,00 0,14 OK
972 1082 -6,025E+05 6,855E+02 1,394E+02 -3,220E+03 4,603E+02 146,55 100,03 146,55 0,00 0,14 OK
973 1082 -6,410E+05 5,670E+03 1,078E+02 -3,220E+03 4,693E+02 154,43 107,90 154,43 0,00 1,16 OK
973 1083 -6,410E+05 5,670E+03 1,101E+02 -1,368E+02 1,652E+03 132,15 130,18 132,15 0,00 1,16 OK
974 1083 -6,362E+05 4,200E+02 2,628E-01 -1,380E+02 1,656E+03 131,18 129,19 131,18 0,00 0,09 OK
974 1084 -6,362E+05 4,200E+02 -2,978E+00 -4,019E+02 -6,542E+02 133,09 127,28 133,09 0,00 0,09 OK
975 1084 -1,123E+05 -2,746E+03 4,032E+01 -4,065E+02 -6,506E+02 25,92 20,04 25,92 0,00 -0,56 OK
975 1085 -1,123E+05 -2,746E+03 4,144E+01 -2,222E+03 9,910E+02 39,03 6,93 39,03 0,00 -0,56 OK
976 1080 -6,071E+05 -1,013E+04 1,019E+00 9,847E+02 1,035E+03 131,34 117,11 131,34 0,00 -2,07 OK
976 1086 -6,071E+05 -1,013E+04 -1,018E+00 -6,036E+03 5,055E+02 167,83 80,62 167,83 0,00 -2,07 OK
977 1086 -7,060E+05 6,336E+03 -1,456E+00 -6,037E+03 5,055E+02 188,08 100,85 188,08 0,00 1,30 OK
977 1087 -7,060E+05 6,336E+03 1,315E+00 -1,976E+03 1,198E+03 158,74 130,19 158,74 0,00 1,30 OK
978 1087 -5,102E+05 7,117E+03 7,277E-01 -1,973E+03 1,198E+03 118,65 90,15 118,65 0,00 1,46 OK
978 1088 -5,102E+05 7,117E+03 5,991E+00 2,534E+03 2,079E+03 122,70 86,09 122,70 0,00 1,46 OK
979 1088 -3,706E+05 -3,131E+03 5,700E+00 2,539E+03 2,078E+03 94,18 57,49 94,18 0,00 -0,64 OK
979 1089 -3,706E+05 -3,131E+03 1,039E-01 -1,239E+00 -3,775E-01 75,84 75,82 75,84 0,00 -0,64 OK
980 1090 -1,768E+01 1,143E-01 6,256E-03 -1,093E-02 -2,829E-01 0,00 0,00 0,00 0,00 0,00 OK
980 1091 -1,768E+01 1,143E-01 1,008E-02 -1,422E-02 2,782E-01 0,00 0,00 0,00 0,00 0,00 OK

344
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

BENCHING PLUS INVERT BEAM SELS

Max σ Min σ Compr. Tension Shear τ

SEL-CID Node Axial N (Fx) Shear T (Fz) Torsor Mx, m·N Moment My, m.N Moment Mz, m·N Verification
(MPa) (MPa) (Mpa) (Mpa) (MPa)
3763 1085 -2,231E+05 2,819E+04 1,209E+02 -2,223E+03 9,614E+02 61,71 29,59 61,71 0,00 5,77 OK
3763 4178 -2,231E+05 2,819E+04 1,887E+01 -2,171E+03 1,496E+02 61,33 29,97 61,33 0,00 5,77 OK
3764 4178 -2,292E+05 -3,436E+03 -1,185E+01 -2,175E+03 9,233E+01 62,61 31,19 62,61 0,00 -0,70 OK
3764 4179 -2,292E+05 -3,436E+03 -1,134E+01 -3,147E+03 -3,467E+01 69,63 24,17 69,63 0,00 -0,70 OK
3765 4179 -1,952E+05 -1,285E+01 -1,151E+01 -3,152E+03 -5,540E+01 62,71 17,17 62,71 0,00 0,00 OK
3765 4180 -1,952E+05 -1,285E+01 -1,151E+01 -3,156E+03 -3,664E+02 62,74 17,14 62,74 0,00 0,00 OK
3766 4180 -1,260E+05 1,090E+04 7,282E-01 -3,160E+03 -3,571E+02 48,61 2,96 48,61 0,00 2,23 OK
3766 4181 -1,260E+05 1,090E+04 -1,048E+00 -3,146E+00 -1,439E+00 25,81 25,76 25,81 0,00 2,23 OK
3767 4181 2,240E+01 5,247E+01 -3,884E-01 -1,269E+01 -1,038E+00 0,09 -0,10 0,09 -0,10 0,01 OK
3767 4182 2,240E+01 5,247E+01 -4,010E-01 2,566E+00 -6,351E+00 0,01 -0,02 0,01 -0,02 0,01 OK
3768 4183 -1,248E+00 -2,965E-03 -5,965E-07 -1,017E-06 1,795E-06 0,00 0,00 0,00 0,00 0,00 OK
3768 4184 -1,248E+00 -2,965E-03 -5,921E-07 -4,317E-06 -2,978E-07 0,00 0,00 0,00 0,00 0,00 OK
3769 4185 3,498E+01 -1,431E+01 -1,785E-01 -4,460E+00 8,840E+00 0,03 -0,04 0,03 -0,04 0,00 OK
3769 4186 3,498E+01 -1,431E+01 -6,880E-02 -8,556E+00 2,628E+01 0,05 -0,07 0,05 -0,07 0,00 OK
3770 4186 -2,155E+04 -2,168E+03 -1,726E+00 -1,125E+01 4,308E+01 4,49 4,33 4,49 0,00 -0,44 OK
3770 4187 -2,155E+04 -2,168E+03 -5,863E+00 -6,812E+02 -6,057E+02 9,33 -0,51 9,33 -0,51 -0,44 OK
3771 4187 -2,692E+04 4,344E+03 1,364E+01 -7,055E+02 -6,026E+02 10,60 0,41 10,60 0,00 0,89 OK
3771 4188 -2,692E+04 4,344E+03 1,945E+01 5,078E+02 3,043E+02 9,18 1,84 9,18 0,00 0,89 OK
3772 4188 -4,578E+04 -1,586E+02 9,317E+00 4,923E+02 3,093E+02 12,92 5,81 12,92 0,00 -0,03 OK
3772 4189 -4,578E+04 -1,586E+02 9,280E+00 3,619E+02 3,041E+02 11,98 6,75 11,98 0,00 -0,03 OK
3773 4189 -7,376E+04 7,123E+03 -4,653E-01 3,667E+02 3,125E+02 17,74 12,44 17,74 0,00 1,46 OK
3773 4190 -7,376E+04 7,123E+03 5,926E+00 2,304E+03 1,311E+03 31,74 -1,55 31,74 -1,55 1,46 OK
3774 4190 -9,880E+04 3,774E+03 -3,407E+01 2,286E+03 1,312E+03 36,73 3,70 36,73 0,00 0,77 OK
3774 4191 -9,880E+04 3,774E+03 -3,888E+01 3,213E+03 4,698E+02 43,43 -2,99 43,43 -2,99 0,77 OK
3775 4191 -2,270E+05 4,384E+03 -5,171E+01 3,195E+03 4,674E+02 69,53 23,37 69,53 0,00 0,90 OK
3775 4192 -2,270E+05 4,384E+03 -4,852E+01 4,108E+03 1,004E+03 76,13 16,77 76,13 0,00 0,90 OK
3776 4192 -2,132E+05 8,402E+03 -8,111E+01 4,105E+03 1,009E+03 73,28 13,97 73,28 0,00 1,72 OK
3776 4193 -2,132E+05 8,402E+03 -8,321E+01 6,247E+03 4,164E+02 88,75 -1,50 88,75 -1,50 1,72 OK
3777 4193 -1,141E+05 2,827E+04 -9,829E+01 6,247E+03 4,234E+02 68,48 -21,78 68,48 -21,78 5,78 OK
3777 4194 -1,141E+05 2,827E+04 -9,545E+01 1,434E+04 2,846E+02 126,94 -80,24 126,94 -80,24 5,78 OK
3778 4194 1,615E+05 -6,003E+04 -1,060E+02 1,435E+04 2,891E+02 70,62 -136,71 70,62 -136,71 -12,28 OK
3778 4195 1,615E+05 -6,003E+04 -1,145E+02 -2,999E+03 -1,015E+02 -11,38 -54,71 0,00 -54,71 -12,28 OK
3779 4195 -3,550E+03 1,956E+03 -4,720E+00 -2,996E+03 -1,543E+02 22,37 -20,92 22,37 -20,92 0,40 OK
3779 4196 -3,550E+03 1,956E+03 -4,352E+00 -1,898E+03 -1,047E+02 14,44 -12,98 14,44 -12,98 0,40 OK
3780 4196 -3,679E+03 1,735E+03 -4,293E-01 -1,906E+03 -1,046E+02 14,52 -13,02 14,52 -13,02 0,36 OK
3780 4197 -3,679E+03 1,735E+03 -1,489E-01 -9,345E+02 -7,010E+01 7,50 -6,00 7,50 -6,00 0,36 OK
3781 4197 -3,785E+03 1,491E+03 1,416E+00 -9,393E+02 -7,104E+01 7,56 -6,01 7,56 -6,01 0,31 OK
3781 4198 -3,785E+03 1,491E+03 1,627E+00 -1,064E+02 -4,382E+01 1,54 0,01 1,54 0,00 0,31 OK
3782 4198 -3,874E+03 1,322E+03 3,442E+00 -1,063E+02 -4,351E+01 1,56 0,02 1,56 0,00 0,27 OK
3782 4199 -3,874E+03 1,322E+03 3,594E+00 6,316E+02 -2,379E+01 5,36 -3,77 5,36 -3,77 0,27 OK
3783 4199 -3,976E+03 1,132E+03 4,609E+00 6,314E+02 -2,340E+01 5,37 -3,75 5,37 -3,75 0,23 OK
3783 4200 -3,976E+03 1,132E+03 4,710E+00 1,262E+03 -9,916E+00 9,93 -8,30 9,93 -8,30 0,23 OK
3784 4200 -4,055E+03 9,437E+02 5,005E+00 1,264E+03 -8,218E+00 9,96 -8,30 9,96 -8,30 0,19 OK
3784 4201 -4,055E+03 9,437E+02 5,077E+00 1,790E+03 4,334E+00 13,76 -12,10 13,76 -12,10 0,19 OK
3785 4201 -4,103E+03 7,252E+02 4,821E+00 1,790E+03 5,089E+00 13,77 -12,09 13,77 -12,09 0,15 OK
3785 4202 -4,103E+03 7,252E+02 4,866E+00 2,194E+03 1,537E+01 16,69 -15,01 16,69 -15,01 0,15 OK
3786 4202 -4,134E+03 5,075E+02 4,159E+00 2,194E+03 1,554E+01 16,70 -15,00 16,70 -15,00 0,10 OK
3786 4203 -4,134E+03 5,075E+02 4,187E+00 2,476E+03 2,604E+01 18,73 -17,04 18,73 -17,04 0,10 OK
3787 4203 -4,154E+03 2,652E+02 2,794E+00 2,477E+03 2,630E+01 18,74 -17,04 18,74 -17,04 0,05 OK
3787 4204 -4,154E+03 2,652E+02 2,806E+00 2,624E+03 3,428E+01 19,81 -18,11 19,81 -18,11 0,05 OK
3788 4204 -4,168E+03 8,305E+01 9,782E-01 2,621E+03 3,389E+01 19,79 -18,08 19,79 -18,08 0,02 OK
3788 4205 -4,168E+03 8,305E+01 9,801E-01 2,667E+03 3,833E+01 20,12 -18,41 20,12 -18,41 0,02 OK

Material: Steel S355

Yield strengthf yk: 355,00 MPa Laminated steel min. Quality S355
Partial coef. ϒ: 1,15 According to Eurocode-2
X section 48,87 cm2 Includes sectional area of 2 wire-mesh layers 150x150-6mm
2nd mom Iy 969 cm4
Wy 136 cm3
Distance x: 0,07 m To farest tension fibre

Note: Concrete primary lining slots locations marked in grey

As it can be noticed, the worst axial compression values, between 250 and 297 MPa are inside

345
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

the acceptable values of steel strength, once applied the corresponding reduction factors. Maxi-
mum value is located in a point close to tunnel crown. Hence the structural condition has been
complied and solution can be considered as admissible.

The introduction of slots or channels in the primary lining shotcrete can create some disturbance
in values of the tensile stresses generated to the slot sides. The critical point in the analysis with
reference to structural calculation is the rotation point of beams which connects benching and
invert. At this point it has been obtained a maximum tension value of 126 MPa. This can be tak-
en as a singular point with no practical consequences. The beams are complying with the struc-
tural verification.

For the bolts, following axial loads (in tension) have been obtained from the model:

Figure 6.3-9a.- Overburden 432 m. Benching+Invert phase. Axial forces in support bolts (full
stretch)

As it can be perceived, the worst axial tension force value in one sel inside the bolts is between
25 and 22.2 t, which means that steel anchor bar is fully working. So trend of anchor increase of
load with benching stage has been confirmed. Pattern of 1.25 x 1.0 staggered may be adjusted in
some cases to compensate this axial force increase, especially at elephant foot level.

In the next figure, it has been shown only the bolts axial forces for the verification section of Y=
7-8 m.

346
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.3-9b.- Overburden 432 m. Benching+Invert phase. Axial forces in support bolts (section
Y= 7-8)

CASE 3.- E&S CLASS 5b, OVERBURDEN: 300 M (MAXIMUM) – SINCHA & SALKHALA
FM.

Below it can be found the summary table with calculation results:

6.4 Top Heading stage (E&S Class 5b)

TOP HEADING STAGE

Values
Analysed variables Fig. Observations
(y=7-8)
Vertical displacement (mm) -42.83
None
(4th excavation round) (crown)
Max. radial deformation (1) = 0.76%
Horizontal displacement(mm) 29.7 (side-
None
(4th excavation round) wall)
Ground

Plasticization
Around 1 m 6.4-1 Limited extension
(Full excavation & support)
Vertical displacement (mm) -58.76
6.4-2
(Support final stage) (crown)
Max. radial deformation (1) = 1.06%
Horizontal displacement (mm) 34.81
6.4-3
(Support final stage) (sidewall)
10.25 Max. Horizontal convergence:
Sup-
port

Support beam displacement

(crown) 6.4-8 69.6 mm after top heading support
(mm)
1.7-2.0 (0.62%)

347
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

TOP HEADING STAGE

Values
Analysed variables Fig. Observations
(y=7-8)
(eleph. foot)
Max. Compression stress
(min. principal) in sprayed -14.9e6 6.4-4
concrete (MPa) Shotcrete (safety and structural layers)
Max. Tension stress (maxi- COMPLY
0.73 (in
mum principal) in sprayed 6.4-5
sidewall)
concrete (MPa)
Axial Forces Fx in Steel ribs
-1.74e6 6.4-6 Steel ribs: NOT COMPLIED structural
(N)
verification, in six SEL (elements) of
My Moments in Steel ribs
2.73e3 6.4-7 sidewall. LSC required in some cases
(m·N)
6.4-9a
Axial tension in bolts (N) 2.0-22.0e4 Average load in bolt is 9.9 t
&b
Note (1): For excavation radius of 5.60 m, this can be modified up to 5% of tunnel diameter

Figure 6.4-1.- Overburden 291 m. Top Heading phase. Plastic/yield state during excavation &
support

348
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.4-2.- Overburden 291 m. Top Heading phase. Ground Vert. displacement, once complet-
ed support

Figure 6.4-3.- Overburden 291 m. Top Heading phase. Ground Hor. displacement, once complet-
ed support

Below are analyzed the actions on the support elements:

349
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.4-4.- Overburden 291 m. Top Heading phase. Max. Compressive stress at Y=7-8 (Min.
principal)

Figure 6.4-5.- Overburden 291 m. Top heading phase. Maximum tension stress at Y=7-8 (max.
principal)

It can be observed that the principal maximum tension stresses in the shotcrete is 0.73 MPa in
tension (around 1,1 m above spring line), and around 14.9 MPa in compression (safety shot-

350
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

crete) while structural shotcrete supports a maximum of 12.7 MPa; hence there is no surpass in
any points of the acceptable values after applying the corresponding material strength reduction
factors. This is presented in the next page table, where maximum compression values are re-
flected in yellow, while tension in green. Maximum values normally are for safety shotcrete lay-
er and/or elephant foot.

In conclusion, while the shotcrete does not seem to be overloaded, it has to be checked what is
coming for the steel ribs, and the behavior of bolts must be analyzed also. This will be presented
in next pages.

Below it has been included the Von Mises equivalent stresses for top heading stage. This stress
combines normal and shear stresses, in a maximum envelope:

351
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

STRUCTURAL VERIFICATION OF SPRAYED CONCRETE FOR E & S CLASS 5b. TOP HEADING STAGE
Ppal. stresses in Shotcrete (primary lining) Stresses orientation (normal coordinates)
Concrete layer Zone ID
Maximum Intermediate Minimum Maximum Normal Intermediate Normal Minimum Normal
Safety SC 119099 -7,90E+05 -2,85E+06 -1,49E+07 (-0.828,-0.072,-0.556) (-0.019, 0.995,-0.101) (-0.561, 0.073, 0.825)
Safety SC 119100 -3,87E+05 -2,55E+06 -1,39E+07 (-0.766,-0.114,-0.633) (-0.027, 0.989,-0.145) (-0.643, 0.094, 0.760)
Safety SC 119101 -6,33E+05 -2,72E+06 -1,37E+07 ( 0.700, 0.144, 0.699) (-0.040, 0.986,-0.163) ( 0.713,-0.086,-0.696)
Safety SC 119102 -5,68E+05 -2,65E+06 -1,31E+07 ( 0.607, 0.143, 0.782) (-0.025, 0.987,-0.161) ( 0.794,-0.078,-0.603)
Safety SC 119103 -5,43E+05 -2,61E+06 -1,27E+07 ( 0.523, 0.138, 0.841) (-0.019, 0.988,-0.151) ( 0.852,-0.063,-0.519)
Safety SC 119104 -4,94E+05 -2,46E+06 -1,21E+07 ( 0.401, 0.125, 0.908) (-0.005, 0.991,-0.134) ( 0.916,-0.049,-0.398)
Safety SC 119105 -4,47E+05 -2,34E+06 -1,18E+07 ( 0.311, 0.117, 0.943) (-0.003, 0.993,-0.122) ( 0.951,-0.035,-0.309)
Safety SC 119106 -4,41E+05 -2,21E+06 -1,15E+07 ( 0.172, 0.107, 0.979) ( 0.003, 0.994,-0.109) ( 0.985,-0.022,-0.170)
Safety SC 119107 -4,34E+05 -2,13E+06 -1,14E+07 ( 0.075, 0.104, 0.992) ( 0.001, 0.995,-0.105) ( 0.997,-0.008,-0.074)
1st struct.layer 119324 -3,24E+05 -3,39E+06 -1,00E+07 (-0.809, 0.003,-0.588) ( 0.058, 0.995,-0.075) (-0.586, 0.095, 0.805)
1st struct.layer 119325 -2,28E+05 -3,49E+06 -9,86E+06 (-0.763,-0.022,-0.646) ( 0.043, 0.995,-0.086) (-0.645, 0.093, 0.758)
1st struct.layer 119326 -3,37E+05 -3,56E+06 -9,69E+06 ( 0.699, 0.032, 0.715) ( 0.043, 0.995,-0.087) ( 0.714,-0.092,-0.694)
1st struct.layer 119327 -3,06E+05 -3,50E+06 -9,23E+06 ( 0.608, 0.029, 0.794) ( 0.052, 0.996,-0.077) ( 0.792,-0.088,-0.604)
1st struct.layer 119328 -2,85E+05 -3,42E+06 -8,80E+06 ( 0.520, 0.025, 0.854) ( 0.055, 0.997,-0.062) ( 0.853,-0.080,-0.516)
1st struct.layer 119329 -2,48E+05 -3,29E+06 -8,34E+06 ( 0.405, 0.017, 0.914) ( 0.053, 0.998,-0.042) ( 0.913,-0.066,-0.403)
1st struct.layer 119330 -2,27E+05 -3,17E+06 -8,02E+06 ( 0.307, 0.011, 0.952) ( 0.046, 0.999,-0.027) ( 0.951,-0.052,-0.306)
1st struct.layer 119331 -2,11E+05 -3,08E+06 -7,77E+06 ( 0.175, 0.005, 0.985) ( 0.031, 0.999,-0.011) ( 0.984,-0.032,-0.175)
1st struct.layer 119332 -2,06E+05 -3,01E+06 -7,65E+06 ( 0.071, 0.002, 0.997) ( 0.011, 1.000,-0.003) ( 0.997,-0.011,-0.071)
2nd struct. Layer 119549 -1,25E+05 -2,80E+06 -6,76E+06 (-0.813, 0.010,-0.582) ( 0.084, 0.991,-0.101) (-0.576, 0.131, 0.807)
2nd struct. Layer 119550 -1,18E+05 -2,96E+06 -7,14E+06 (-0.763,-0.008,-0.646) ( 0.063, 0.994,-0.087) (-0.643, 0.107, 0.758)
2nd struct. Layer 119551 -1,39E+05 -2,98E+06 -7,02E+06 ( 0.693, 0.015, 0.721) ( 0.064, 0.995,-0.083) ( 0.718,-0.103,-0.688)
2nd struct. Layer 119552 -1,20E+05 -2,91E+06 -6,62E+06 ( 0.605, 0.016, 0.796) ( 0.072, 0.995,-0.074) ( 0.793,-0.102,-0.600)
2nd struct. Layer 119553 -1,04E+05 -2,82E+06 -6,18E+06 ( 0.511, 0.014, 0.859) ( 0.077, 0.995,-0.062) ( 0.856,-0.098,-0.508)
2nd struct. Layer 119554 -9,20E+04 -2,73E+06 -5,78E+06 ( 0.405, 0.010, 0.914) ( 0.074, 0.996,-0.044) ( 0.912,-0.085,-0.402)
2nd struct. Layer 119555 -7,85E+04 -2,64E+06 -5,47E+06 ( 0.300, 0.008, 0.954) ( 0.061, 0.998,-0.028) ( 0.952,-0.067,-0.299)
2nd struct. Layer 119556 -7,00E+04 -2,57E+06 -5,25E+06 ( 0.177, 0.006, 0.984) ( 0.040, 0.999,-0.013) ( 0.983,-0.042,-0.177)
2nd struct. Layer 119557 -6,83E+04 -2,53E+06 -5,15E+06 ( 0.066, 0.005, 0.998) ( 0.015, 1.000,-0.006) ( 0.998,-0.015,-0.066)
2nd struct. Layer 121944 -6,37E+04 -2,42E+06 -5,76E+06 (-0.890, 0.008,-0.455) ( 0.096, 0.981,-0.171) (-0.445, 0.196, 0.874)
2nd struct. Layer 121945 -5,19E+04 -1,94E+06 -4,87E+06 (-0.922, 0.011,-0.388) ( 0.114, 0.963,-0.246) (-0.371, 0.271, 0.888)
2nd struct. Layer 121946 5,42E+04 -1,44E+06 -4,33E+06 (-0.965,-0.022,-0.260) ( 0.052, 0.960,-0.275) (-0.256, 0.279, 0.926)
2nd struct. Layer 121947 -8,33E+05 -2,22E+06 -8,37E+06 (-0.975,-0.187, 0.116) (-0.201, 0.972,-0.121) ( 0.090, 0.142, 0.986)
1st struct.layer 122044 -1,93E+05 -2,97E+06 -8,31E+06 (-0.877, 0.012,-0.480) ( 0.065, 0.993,-0.094) (-0.476, 0.113, 0.872)
1st struct.layer 122045 1,17E+04 -2,51E+06 -7,03E+06 (-0.920, 0.009,-0.393) ( 0.077, 0.984,-0.159) (-0.385, 0.176, 0.906)
1st struct.layer 122046 -2,23E+05 -2,41E+06 -1,02E+07 (-0.977,-0.046,-0.209) (-0.002, 0.979,-0.203) (-0.214, 0.197, 0.957)
1st struct.layer 122047 -1,30E+06 -2,20E+06 -1,27E+07 (-0.728,-0.677, 0.106) (-0.684, 0.729,-0.042) ( 0.049, 0.103, 0.994)
Safety SC 122144 -2,60E+05 -2,35E+06 -1,17E+07 (-0.878,-0.021,-0.479) ( 0.024, 0.996,-0.088) (-0.478, 0.088, 0.874)
Safety SC 122145 -9,66E+04 -2,16E+06 -1,02E+07 (-0.926, 0.009,-0.377) ( 0.059, 0.991,-0.122) (-0.372, 0.135, 0.918)
Safety SC 122146 -5,69E+05 -1,91E+06 -9,84E+06 (-0.972,-0.175,-0.155) (-0.148, 0.974,-0.170) (-0.181, 0.143, 0.973)
Safety SC 122147 -9,01E+05 -2,14E+06 -1,07E+07 ( 0.300, 0.949,-0.094) ( 0.954,-0.301, 0.003) ( 0.026, 0.090, 0.996)
Elephant foot 123203 7,28E+05 -1,31E+06 -7,95E+06 (-0.020, 0.999,-0.032) ( 0.999, 0.022, 0.041) (-0.041, 0.031, 0.999)
Elephant foot 123228 -6,46E+05 -1,30E+06 -9,12E+06 ( 0.019, 0.998,-0.066) ( 0.978,-0.005, 0.207) (-0.206, 0.069, 0.976)
Elephant foot 123253 -4,96E+05 -1,42E+06 -1,02E+07 (-0.879, 0.232,-0.417) ( 0.243, 0.970, 0.028) (-0.411, 0.077, 0.908)
Elephant foot 123278 -9,34E+05 -2,11E+06 -1,20E+07 (-0.800, 0.256,-0.543) ( 0.242, 0.965, 0.099) (-0.549, 0.052, 0.834)

In the following figure it has been reflected the values of axial force (compression, normally),
“y” component of bending moment, and beam displacement (vector) for the TH-36 steel ribs at
top heading phase finalized:

352
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.4-6.- Overburden 291 m. Top heading phase. Axial Force N in TH-36 steel ribs for Y=7-8

Figure 6.4-7.- Overburden 291 m. Top heading phase. My bending moment in TH-36 steel ribs for
Y=7-8

Regarding displacement (absolute or vector value), it is shown in the next figure below:

353
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.4-8.- Overburden 291 m. Top heading phase. Total displacement in TH-36 steel ribs for
Y=7-8

• Actions on steel rib TH-36 modelled as structural beam, along with structural verification
for combinations of actions. It is shown in the next page table, where it is reproduced the re-
sults of actions for beam structural elements (SELs) at coordinate Y =7-8 (at a distance of
2D from face).

As it can be noticed, the worst axial compression value is 374 MPa, that even without combin-
ing with the shear of -0,78 MPa following Tresca’s criterion, surpass the reduced (design) value
of steel strength, hence condition is not satisfied, clearly for six points in sidewall. Even if re-
duction is not applied, the axial force is higher than characteristic compressive strength of steel
(at 2 points).

354
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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

SUDHMAHADEV TUNNEL T-1 _SUPPORT CLASS 5B

BEAM (TH-36 STEEL RIB) STRUCTURAL VERIFICATION AT Y COORDINATE 7-8 (distance 2D from face)

Max σ Min σ Compr. Tension Shear τ

SEL-CID Node Axial N (Fx) Shear T (Fz) Torsor Mx, m·N Moment My, m.N Moment Mz, m·N Verification
(MPa) (MPa) (Mpa) (Mpa) (MPa)
787 855 -1,296E+06 3,357E+03 8,062E+00 -1,342E+03 -1,374E+02 274,89 255,50 274,89 0,00 0,69 OK
787 856 -1,296E+06 3,357E+03 8,041E+00 7,438E+02 -2,126E+02 270,57 259,82 270,57 0,00 0,69 OK
788 856 -1,307E+06 -3,169E+03 3,273E+01 7,452E+02 -2,100E+02 272,83 262,06 272,83 0,00 -0,65 OK
788 857 -1,307E+06 -3,169E+03 3,279E+01 -1,381E+03 -1,810E+02 277,42 257,47 277,42 0,00 -0,65 OK
789 857 -1,351E+06 3,532E+03 5,388E+01 -1,383E+03 -1,767E+02 286,44 266,46 286,44 0,00 0,72 OK
789 858 -1,351E+06 3,532E+03 5,380E+01 6,319E+02 -1,564E+02 281,01 271,88 281,01 0,00 0,72 OK
790 858 -1,378E+06 -2,209E+03 7,188E+01 6,310E+02 -1,494E+02 286,53 277,41 286,53 0,00 -0,45 OK
790 859 -1,378E+06 -2,209E+03 7,198E+01 -1,071E+03 -6,426E+01 289,71 274,24 289,71 0,00 -0,45 OK
791 859 -1,455E+06 3,440E+03 7,877E+01 -1,073E+03 -5,599E+01 305,48 289,98 305,48 0,00 0,70 OK
791 860 -1,455E+06 3,440E+03 7,871E+01 7,177E+02 -7,413E+01 302,91 292,54 302,91 0,00 0,70 OK
792 860 -1,497E+06 -1,126E+03 8,633E+01 7,179E+02 -6,457E+01 311,51 301,14 311,51 0,00 -0,23 ACCEPTABLE
792 861 -1,497E+06 -1,126E+03 8,635E+01 -3,854E+02 1,243E+00 309,11 303,54 309,11 0,00 -0,23 ACCEPTABLE
793 861 -1,584E+06 2,424E+03 8,596E+01 -3,853E+02 1,053E+01 326,91 321,34 326,91 0,00 0,50 NOT OK
793 862 -1,584E+06 2,424E+03 8,596E+01 7,842E+02 -9,100E+01 329,79 318,46 329,79 0,00 0,50 NOT OK
794 862 -1,644E+06 -5,759E+02 9,584E+01 7,829E+02 -7,867E+01 342,06 330,75 342,06 0,00 -0,12 NOT OK
794 863 -1,644E+06 -5,759E+02 9,577E+01 1,610E+02 -2,534E+02 337,57 335,24 337,57 0,00 -0,12 NOT OK
795 863 -1,737E+06 -3,802E+03 1,246E+02 1,614E+02 -2,401E+02 356,60 354,27 356,60 0,00 -0,78 NOT OK
795 864 -1,737E+06 -3,802E+03 1,244E+02 -2,633E+03 -1,981E+02 374,45 336,41 374,45 0,00 -0,78 NOT OK
796 864 -1,369E+06 3,074E+03 1,555E+02 -1,698E+03 -4,705E+02 292,40 267,86 292,40 0,00 0,63 OK
796 865 -1,369E+06 3,074E+03 1,558E+02 -7,272E+02 -8,206E+01 285,38 274,88 285,38 0,00 0,63 OK
797 865 -1,259E+06 4,556E+02 1,616E+02 -7,276E+02 -7,041E+01 262,88 252,37 262,88 0,00 0,09 OK
797 866 -1,259E+06 4,556E+02 1,624E+02 -1,215E+03 8,247E+02 266,40 248,85 266,40 0,00 0,09 OK
798 866 -1,099E+06 2,513E+03 1,074E+02 -1,216E+03 8,332E+02 233,67 216,10 233,67 0,00 0,51 OK
798 867 -1,099E+06 2,513E+03 1,072E+02 -5,395E+02 6,058E+02 228,78 220,99 228,78 0,00 0,51 OK
799 867 -9,445E+05 6,509E+03 6,689E+01 -5,400E+02 6,127E+02 197,17 189,37 197,17 0,00 1,33 OK
799 868 -9,445E+05 6,509E+03 6,898E+01 2,728E+03 1,002E+03 212,97 173,56 212,97 0,00 1,33 OK
800 868 -9,015E+05 -3,662E+03 2,757E+00 2,728E+03 1,005E+03 204,18 164,76 204,18 0,00 -0,75 OK
800 869 -9,015E+05 -3,662E+03 4,464E-02 3,966E-01 3,266E-01 184,47 184,47 184,47 0,00 -0,75 OK
801 864 -1,382E+06 -4,844E+02 8,461E-02 -9,363E+02 2,862E+02 289,55 276,03 289,55 0,00 -0,10 OK
801 870 -1,382E+06 -4,844E+02 9,154E-01 -2,076E+03 1,539E+03 297,79 267,79 297,79 0,00 -0,10 OK
802 870 -1,204E+06 3,109E+03 1,095E+00 -2,076E+03 1,539E+03 261,36 231,37 261,36 0,00 0,64 OK
802 871 -1,204E+06 3,109E+03 2,292E-01 -1,061E+03 5,853E+02 254,03 238,70 254,03 0,00 0,64 OK
803 871 -8,447E+05 6,196E+03 1,458E-01 -1,061E+03 5,851E+02 180,51 165,18 180,51 0,00 1,27 OK
803 872 -8,447E+05 6,196E+03 2,696E+00 2,384E+03 7,233E+02 190,07 155,62 190,07 0,00 1,27 OK
804 872 -5,404E+05 -2,713E+03 2,939E+00 2,383E+03 7,246E+02 127,79 93,36 127,79 0,00 -0,56 OK
804 873 -5,404E+05 -2,713E+03 1,352E-01 8,434E-01 -2,580E-01 110,59 110,57 110,59 0,00 -0,56 OK
805 874 -1,811E+04 7,434E+00 3,423E-03 3,107E-02 -1,917E-01 3,71 3,71 3,71 0,00 0,00 OK
805 875 -1,811E+04 7,434E+00 3,639E-03 -2,851E-02 1,876E-01 3,71 3,71 3,71 0,00 0,00 OK

Material: Steel S355

Yield strengthf yk: 355,00 MPa Laminated steel min. Quality S355
Partial coef. ϒ: 1,15 According to Eurocode-2
X section 48,87 cm2 Includes sectional area of 2 wire-mesh layers 150x150-6mm
2nd mom Iy 969 cm4
Wy 136 cm3
Distance x: 0,07 m To farest tension fibre

For the bolts, following axial loads (in tension) have been obtained from the model:

355
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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.4-9a.- Overburden 291 m. Top heading phase. Axial forces in bolts for full excavation
length

Figure 6.4-9a.- Overburden 291 m. Top heading phase. Axial forces in bolts at Y=7-8 m

As it can be perceived, the worst axial tension force value along bolts is around 22 t in the pre-
cise verification location, lower than the yield limit considered for the steel anchor bar, so ca-
pacity of bolt is not fully exploited. If it is considered all excavation stretch, values are near to

356
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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

25 t.

Maximum average value of tension force along bolts is 11.7 t.

In one situation of high exigence of work load for anchor bolts, it is highly advisable the check-
ing of behavior of anchors, and also exhaustive load control, in order to confirm the loads ob-
tained theoretically in the model.

6.5 Benching stage (E&S Class 5b)

BENCHING STAGE
Values
Analysis variables Fig. Observations
(y=7-8)
Vertical Displacement
-59.61
(mm) 6.5-1
(crown)
(final support stage)
Ground

Max radial deformation (1) = 1.24%

Horizontal Displacement
69.27 (side-
(mm) 6.5-2
wall)
(final support stage)
Plasticisation Around 1.5-
6.5-3 Limited extension of plastic ring
(final support stage) 2.0 m
13.2 crown &
Support beam displace-
5.2 elephant 6.5-4
ment (mm)
foot
41.6 in safety
Compression stress Although Safety shotcrete does not comply
SC
(min. principal) in 6.5-5 in few zones clearly, there is no requirement
22.9 in struct.
sprayed concrete (MPa) for this layer, because is subjected to initial
Primary lining

SC
cracking.
12.3 in safety
Tension stress (maxi- Structural layers of shotcrete COMPLY,
SC
mum principal) in 6.5-6 including tension (except elephant foot, 3.53
0.97 in struct.
sprayed concrete (MPa) MPa)
SC
Axial Force in Steel ribs
1.99e6 6.5-7 Verification not satisfied, actions magnitude
(m·N)
surpass strength limits. NOT COMPLY.
My moments in Steel
3.08e3 6.5-8 Use of LSC
ribs (N)
6.5-9
Axial tension in bolts (N) 23-24.9e4 Average value (max.)= 16.2 t. Full use
a&b
Note (1): For excavation radius of 5.60 m, this can be modified up to 5% of tunnel diameter

357
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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.5-1.- Overburden 291 m. Benching+Invert phase. Ground Vert. displacement, completed
support

Figure 6.5-2.- Overburden 291 m. Benching+Invert phase. Ground Hor. Displacements, complet-
ed support

358
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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.5-3.- Overburden 291 m. Benching+invert phase. Plasticizing during excavation & sup-
port

Below are analyzed the displacement & actions on the support elements, starting with the beam
deformation:

Figure 6.5-4.- Overburden 291 m. Benching+Invert phase. Total displacement in TH beams at

Y=7-8 m

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 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.5-5.- Overburden 291 m. Benching+Invert phase. Max. compressive stress (Min. ppal.)
in shotcrete

Figure 6.5-6.- Overburden 291 m. Benching+Invert phase. Max. tension stress (Max. ppal.) in
shotcrete

It can be observed that the principal stresses in the shotcrete at benching plus invert stage are
practically not surpassing in any point the limiting values of strength, after applying the corre-

360
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

sponding material strength reduction factors, except for some safety shotcrete zones, whose
points are clearly surpassing acceptable values. This is presented in the below tables, where it
have been marked zones with maximum compression (in yellow color) and tension (in light
green color) values, near the admissible limit of shotcrete strength. For safety shotcrete, value
surpassing limits has been marked in orange color.

In conclusion, values of stresses in shotcrete (structural layers) are acceptable and comply the
verification.

STRUCTURAL VERIFICATION OF SPRAYED CONCRETE FOR E & S CLASS 5b. BN+IN STAGE (TOP HEADING ZONES)
Ppal. stresses in Shotcrete (primary lining) Stresses orientation (normal coordinates)
Concrete layer Zone ID
Maximum Intermediate Minimum Maximum Normal Intermediate Normal Minimum Normal
Safety SC 119099 -1,14E+06 -3,22E+06 -2,03E+07 (-0.790,-0.035,-0.613) (-0.019, 0.999,-0.034) (-0.613, 0.015, 0.790)
Safety SC 119100 -9,28E+05 -3,35E+06 -2,06E+07 (-0.728,-0.090,-0.680) (-0.045, 0.995,-0.084) (-0.685, 0.031, 0.728)
Safety SC 119101 -1,35E+06 -3,97E+06 -2,20E+07 ( 0.667, 0.111, 0.736) (-0.052, 0.993,-0.103) ( 0.743,-0.030,-0.669)
Safety SC 119102 -1,42E+06 -4,34E+06 -2,31E+07 ( 0.582, 0.106, 0.806) (-0.040, 0.994,-0.102) ( 0.812,-0.027,-0.583)
Safety SC 119103 -1,46E+06 -4,62E+06 -2,40E+07 ( 0.494, 0.095, 0.864) (-0.029, 0.995,-0.093) ( 0.869,-0.021,-0.495)
Safety SC 119104 -1,44E+06 -4,74E+06 -2,45E+07 ( 0.384, 0.085, 0.919) (-0.018, 0.996,-0.084) ( 0.923,-0.015,-0.384)
Safety SC 119105 -1,44E+06 -4,82E+06 -2,50E+07 ( 0.287, 0.076, 0.955) (-0.012, 0.997,-0.076) ( 0.958,-0.011,-0.287)
Safety SC 119106 -1,45E+06 -4,80E+06 -2,52E+07 ( 0.167, 0.069, 0.984) (-0.005, 0.998,-0.069) ( 0.986,-0.007,-0.167)
Safety SC 119107 -1,47E+06 -4,77E+06 -2,52E+07 ( 0.063, 0.066, 0.996) (-0.001, 0.998,-0.066) ( 0.998,-0.003,-0.063)
1st struct.layer 119324 -5,96E+05 -4,14E+06 -1,71E+07 (-0.781, 0.017,-0.624) ( 0.014, 1.000, 0.010) (-0.624, 0.001, 0.781)
1st struct.layer 119325 -6,83E+05 -4,70E+06 -1,86E+07 (-0.735,-0.012,-0.678) (-0.006, 1.000,-0.012) (-0.678, 0.005, 0.735)
1st struct.layer 119326 -9,16E+05 -5,22E+06 -2,01E+07 ( 0.674, 0.022, 0.738) (-0.006, 1.000,-0.024) ( 0.738,-0.011,-0.674)
1st struct.layer 119327 -9,67E+05 -5,54E+06 -2,11E+07 ( 0.590, 0.022, 0.807) (-0.002, 1.000,-0.025) ( 0.807,-0.013,-0.590)
1st struct.layer 119328 -9,68E+05 -5,74E+06 -2,17E+07 ( 0.497, 0.019, 0.867) ( 0.002, 1.000,-0.023) ( 0.868,-0.013,-0.497)
1st struct.layer 119329 -9,56E+05 -5,84E+06 -2,22E+07 ( 0.392, 0.016, 0.920) ( 0.003, 1.000,-0.019) ( 0.920,-0.010,-0.391)
1st struct.layer 119330 -9,60E+05 -5,90E+06 -2,26E+07 ( 0.287, 0.013, 0.958) ( 0.004, 1.000,-0.015) ( 0.958,-0.008,-0.287)
1st struct.layer 119331 -9,61E+05 -5,91E+06 -2,28E+07 ( 0.171, 0.010, 0.985) ( 0.003, 1.000,-0.010) ( 0.985,-0.005,-0.171)
1st struct.layer 119332 -9,76E+05 -5,89E+06 -2,29E+07 ( 0.060, 0.008, 0.998) ( 0.001, 1.000,-0.008) ( 0.998,-0.002,-0.060)
2nd struct. Layer 119549 -3,69E+05 -4,13E+06 -1,63E+07 (-0.808, 0.026,-0.589) ( 0.017, 1.000, 0.022) (-0.589,-0.008, 0.808)
2nd struct. Layer 119550 -4,09E+05 -4,81E+06 -1,90E+07 (-0.752, 0.006,-0.659) ( 0.002, 1.000, 0.007) (-0.659,-0.004, 0.752)
2nd struct. Layer 119551 -4,84E+05 -5,26E+06 -2,06E+07 ( 0.683, 0.003, 0.730) ( 0.000, 1.000,-0.004) ( 0.730,-0.003,-0.683)
2nd struct. Layer 119552 -4,66E+05 -5,48E+06 -2,13E+07 ( 0.597, 0.007, 0.802) ( 0.001, 1.000,-0.009) ( 0.802,-0.006,-0.597)
2nd struct. Layer 119553 -4,40E+05 -5,60E+06 -2,17E+07 ( 0.501, 0.008, 0.866) ( 0.003, 1.000,-0.011) ( 0.866,-0.008,-0.501)
2nd struct. Layer 119554 -4,32E+05 -5,68E+06 -2,20E+07 ( 0.397, 0.008, 0.918) ( 0.003, 1.000,-0.010) ( 0.918,-0.007,-0.397)
2nd struct. Layer 119555 -4,32E+05 -5,73E+06 -2,23E+07 ( 0.289, 0.008, 0.957) ( 0.003, 1.000,-0.009) ( 0.957,-0.005,-0.289)
2nd struct. Layer 119556 -4,27E+05 -5,77E+06 -2,25E+07 ( 0.175, 0.007, 0.985) ( 0.002, 1.000,-0.008) ( 0.985,-0.003,-0.175)
2nd struct. Layer 119557 -4,41E+05 -5,79E+06 -2,26E+07 ( 0.059, 0.007, 0.998) ( 0.001, 1.000,-0.007) ( 0.998,-0.001,-0.059)
2nd struct. Layer 121944 -1,70E+05 -3,04E+06 -1,17E+07 (-0.864, 0.057,-0.501) ( 0.049, 0.998, 0.030) (-0.502,-0.001, 0.865)
2nd struct. Layer 121945 -3,47E+04 -2,05E+06 -8,04E+06 (-0.891, 0.114,-0.439) ( 0.114, 0.993, 0.026) (-0.439, 0.026, 0.898)
2nd struct. Layer 121946 -2,25E+05 -1,25E+06 -4,99E+06 (-0.884, 0.337,-0.326) ( 0.356, 0.935, 0.001) (-0.305, 0.115, 0.945)
2nd struct. Layer 121947 4,43E+05 -1,18E+06 -4,59E+06 (-0.854, 0.295,-0.428) ( 0.378, 0.918,-0.121) (-0.357, 0.265, 0.896)
1st struct.layer 122044 -2,71E+05 -3,13E+06 -1,29E+07 (-0.833, 0.057,-0.550) ( 0.046, 0.998, 0.033) (-0.551,-0.002, 0.834)
1st struct.layer 122045 -1,20E+05 -2,33E+06 -9,61E+06 (-0.867, 0.124,-0.482) ( 0.124, 0.992, 0.030) (-0.482, 0.034, 0.876)
1st struct.layer 122046 -1,74E+05 -1,80E+06 -1,02E+07 (-0.902, 0.277,-0.332) ( 0.312, 0.948,-0.056) (-0.299, 0.154, 0.942)
1st struct.layer 122047 -5,52E+04 -7,72E+05 -1,07E+07 (-0.933, 0.144,-0.329) ( 0.187, 0.977,-0.103) (-0.307, 0.158, 0.939)
Safety SC 122144 -3,31E+05 -2,24E+06 -1,52E+07 (-0.829, 0.056,-0.556) ( 0.056, 0.998, 0.016) (-0.556, 0.018, 0.831)
Safety SC 122145 -3,89E+05 -1,88E+06 -1,24E+07 (-0.852, 0.223,-0.474) ( 0.222, 0.973, 0.058) (-0.475, 0.056, 0.878)
Safety SC 122146 1,09E+04 -1,03E+06 -9,48E+06 (-0.823, 0.440,-0.359) ( 0.451, 0.891, 0.060) (-0.347, 0.113, 0.931)
Safety SC 122147 1,73E+05 -1,21E+06 -9,72E+06 ( 0.456, 0.887,-0.072) ( 0.874,-0.431, 0.225) (-0.169, 0.165, 0.972)
Elephant foot 123203 3,53E+06 1,60E+06 -6,93E+06 (-0.628, 0.705,-0.329) ( 0.670, 0.705, 0.233) (-0.396, 0.074, 0.915)
Elephant foot 123228 6,38E+05 -1,28E+06 -9,45E+06 (-0.258, 0.950,-0.177) ( 0.841, 0.311, 0.442) (-0.475, 0.035, 0.879)
Elephant foot 123253 -2,10E+05 -1,19E+06 -1,21E+07 (-0.628, 0.671,-0.394) ( 0.579, 0.741, 0.339) (-0.520, 0.015, 0.854)
Elephant foot 123278 -6,64E+05 -1,77E+06 -1,49E+07 (-0.777, 0.362,-0.515) ( 0.299, 0.932, 0.204) (-0.554,-0.005, 0.833)

361
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

STRUCTURAL VERIFICATION OF SPRAYED CONCRETE FOR E & S CLASS 5b. BN+IN STAGE (BENCHING ZONES)
Ppal. stresses in Shotcrete (primary lining) Stresses orientation (normal coordinates)
Concrete layer Zone ID
Maximum Intermediate Minimum Maximum Normal Intermediate Normal Minimum Normal
2nd struct. Layer 124198 -1,68E+04 -6,79E+05 -3,24E+06 (-0.966, 0.139,-0.216) ( 0.117, 0.987, 0.112) (-0.229,-0.083, 0.970)
2nd struct. Layer 124199 -8,12E+04 -8,69E+05 -3,06E+06 (-0.966, 0.225,-0.124) ( 0.234, 0.970,-0.063) (-0.106, 0.090, 0.990)
2nd struct. Layer 124200 -9,38E+04 -8,09E+05 -3,27E+06 (-0.973, 0.222,-0.056) ( 0.229, 0.941,-0.250) ( 0.003, 0.257, 0.967)
2nd struct. Layer 124201 -1,04E+05 -5,96E+05 -3,84E+06 (-0.978, 0.207, 0.031) ( 0.184, 0.919,-0.349) ( 0.101, 0.335, 0.937)
2nd struct. Layer 124202 -1,27E+05 -3,60E+05 -4,60E+06 (-0.958, 0.278, 0.069) ( 0.233, 0.898,-0.373) ( 0.166, 0.341, 0.925)
2nd struct. Layer 124203 1,34E+04 -1,10E+05 -5,67E+06 (-0.714,-0.579, 0.394) (-0.654, 0.753,-0.078) ( 0.251, 0.313, 0.916)
1st struct. Layer 124348 -1,89E+05 -2,08E+06 -1,36E+07 (-0.933, 0.289,-0.216) ( 0.315, 0.944,-0.098) (-0.176, 0.159, 0.971)
1st struct. Layer 124349 -3,63E+05 -1,76E+06 -1,35E+07 (-0.929, 0.346,-0.132) ( 0.361, 0.926,-0.111) (-0.084, 0.151, 0.985)
1st struct. Layer 124350 -3,95E+05 -1,80E+06 -1,35E+07 (-0.941, 0.333,-0.065) ( 0.339, 0.931,-0.135) (-0.016, 0.149, 0.989)
1st struct. Layer 124351 -4,55E+05 -1,83E+06 -1,37E+07 (-0.949, 0.313, 0.022) ( 0.304, 0.935,-0.179) ( 0.077, 0.164, 0.984)
1st struct. Layer 124352 -4,74E+05 -1,71E+06 -1,46E+07 (-0.930, 0.361, 0.073) ( 0.339, 0.917,-0.209) ( 0.143, 0.169, 0.975)
1st struct. Layer 124353 -4,22E+05 -1,45E+06 -1,61E+07 (-0.911, 0.390, 0.132) ( 0.353, 0.905,-0.236) ( 0.212, 0.169, 0.963)
Safety shotcrete 124498 8,16E+06 1,17E+05 -2,71E+07 (-0.209, 0.918,-0.336) ( 0.947, 0.275, 0.165) (-0.244, 0.284, 0.927)
Safety shotcrete 124499 5,92E+06 -1,30E+06 -2,94E+07 ( 0.150, 0.977,-0.150) ( 0.986,-0.138, 0.089) (-0.067, 0.162, 0.985)
Safety shotcrete 124500 3,67E+06 -1,43E+06 -3,18E+07 ( 0.133, 0.981,-0.143) ( 0.991,-0.129, 0.039) (-0.020, 0.147, 0.989)
Safety shotcrete 124501 3,02E+06 -1,44E+06 -3,37E+07 ( 0.189, 0.973,-0.130) ( 0.980,-0.196,-0.040) ( 0.064, 0.120, 0.991)
Safety shotcrete 124502 2,54E+06 -1,70E+06 -3,62E+07 ( 0.171, 0.977,-0.124) ( 0.978,-0.184,-0.100) ( 0.121, 0.104, 0.987)
Safety shotcrete 124503 4,42E+06 -1,19E+06 -3,79E+07 ( 0.121, 0.986,-0.117) ( 0.973,-0.141,-0.181) ( 0.195, 0.092, 0.976)
2nd struct. Layer 125690 9,17E+04 -6,88E+04 -6,46E+06 ( 0.032, 0.956,-0.293) ( 0.968,-0.103,-0.230) ( 0.250, 0.276, 0.928)
2nd struct. Layer 125691 1,58E+05 -1,78E+05 -7,27E+06 ( 0.231, 0.919,-0.320) ( 0.917,-0.316,-0.243) ( 0.325, 0.238, 0.916)
1st struct. Layer 125740 -4,27E+04 -4,89E+05 -1,51E+07 (-0.733, 0.675, 0.086) ( 0.615, 0.712,-0.339) ( 0.290, 0.196, 0.937)
1st struct. Layer 125741 2,41E+05 -6,15E+05 -1,64E+07 (-0.203, 0.972,-0.119) ( 0.918, 0.146,-0.368) ( 0.340, 0.184, 0.922)
Safety shotcrete 125790 6,04E+06 -1,70E+06 -4,25E+07 ( 0.074, 0.993,-0.093) ( 0.966,-0.095,-0.242) ( 0.249, 0.072, 0.966)
Safety shotcrete 125791 7,78E+06 -1,93E+06 -4,16E+07 ( 0.034, 0.997,-0.069) ( 0.960,-0.052,-0.273) ( 0.276, 0.057, 0.959)
2nd struct. Layer 125930 1,05E+04 -3,51E+05 -8,67E+06 ( 0.269, 0.912,-0.311) ( 0.882,-0.363,-0.302) ( 0.388, 0.193, 0.901)
2nd struct. Layer 125931 -8,49E+04 -4,98E+05 -9,25E+06 ( 0.162, 0.951,-0.264) ( 0.868,-0.264,-0.420) ( 0.469, 0.161, 0.869)
1st struct. Layer 125980 5,37E+05 -8,00E+05 -1,80E+07 (-0.115, 0.985,-0.127) ( 0.906, 0.052,-0.420) ( 0.407, 0.163, 0.899)
1st struct. Layer 125981 7,21E+05 -1,19E+06 -1,87E+07 (-0.121, 0.987,-0.102) ( 0.873, 0.057,-0.484) ( 0.472, 0.147, 0.869)
Safety shotcrete 126030 9,37E+06 -2,06E+06 -4,01E+07 ( 0.006, 0.998,-0.058) ( 0.930,-0.027,-0.366) ( 0.367, 0.052, 0.929)
Safety shotcrete 126031 1,04E+07 -2,31E+06 -3,88E+07 (-0.014, 0.998,-0.059) ( 0.896,-0.013,-0.444) ( 0.444, 0.059, 0.894)

In the next image it is shown the Von Mises equivalent stresses, which incorporates the maxi-
mum shear stress:

362
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

STRUCTURAL VERIFICATION OF SPRAYED CONCRETE FOR E & S CLASS 5b. BN+IN STAGE (INVERT ZONES)
Ppal. stresses in Shotcrete (primary lining) Stresses orientation (normal coordinates)
Concrete layer Zone ID
Maximum Intermediate Minimum Maximum Normal Intermediate Normal Minimum Normal
Safety shotcrete 126177 1,10E+07 -2,26E+06 -3,82E+07 (-0.018, 0.998,-0.059) ( 0.852,-0.016,-0.523) ( 0.523, 0.060, 0.850)
1st struct. Layer 126178 7,62E+05 -1,76E+06 -1,92E+07 (-0.120, 0.989,-0.081) ( 0.840, 0.058,-0.539) ( 0.528, 0.133, 0.839)
2nd struct. Layer 126179 -1,95E+05 -7,44E+05 -9,70E+06 ( 0.060, 0.977,-0.202) ( 0.839,-0.159,-0.521) ( 0.541, 0.138, 0.829)
Safety shotcrete 126252 1,16E+07 -2,58E+06 -3,71E+07 (-0.022, 0.998,-0.061) ( 0.816,-0.017,-0.578) ( 0.577, 0.062, 0.814)
1st struct. Layer 126253 8,85E+05 -2,03E+06 -1,91E+07 (-0.134, 0.990,-0.052) ( 0.804, 0.078,-0.589) ( 0.579, 0.121, 0.806)
2nd struct. Layer 126254 -2,16E+05 -8,25E+05 -9,76E+06 ( 0.019, 0.985,-0.169) ( 0.799,-0.117,-0.590) ( 0.601, 0.124, 0.789)
Safety shotcrete 126327 1,19E+07 -3,07E+06 -3,64E+07 (-0.020, 0.998,-0.066) ( 0.766,-0.027,-0.643) ( 0.643, 0.064, 0.763)
1st struct. Layer 126328 1,07E+06 -2,12E+06 -1,85E+07 (-0.150, 0.988,-0.021) ( 0.757, 0.101,-0.645) ( 0.636, 0.112, 0.764)
2nd struct. Layer 126329 -2,16E+05 -7,86E+05 -9,81E+06 ( 0.007, 0.988,-0.152) ( 0.752,-0.105,-0.651) ( 0.660, 0.110, 0.744)
2nd struct. Layer 127257 -2,77E+05 -6,42E+05 -1,01E+07 (-0.026,-0.987, 0.156) (-0.672, 0.133, 0.728) ( 0.740, 0.087, 0.667)
1st struct. Layer 127258 1,19E+06 -1,90E+06 -1,82E+07 ( 0.161,-0.987,-0.024) (-0.653,-0.125, 0.747) ( 0.740, 0.104, 0.665)
Safety shotcrete 127259 1,16E+07 -3,16E+06 -3,82E+07 ( 0.021,-0.998, 0.065) (-0.684, 0.034, 0.728) ( 0.729, 0.060, 0.682)
2nd struct. Layer 127332 -2,61E+05 -6,82E+05 -1,01E+07 ( 0.019, 0.988,-0.154) ( 0.709,-0.122,-0.695) ( 0.705, 0.096, 0.702)
1st struct. Layer 127333 1,14E+06 -2,07E+06 -1,83E+07 ( 0.159,-0.987,-0.009) (-0.702,-0.119, 0.703) ( 0.695, 0.105, 0.712)
Safety shotcrete 127334 1,17E+07 -3,26E+06 -3,79E+07 (-0.020, 0.997,-0.070) ( 0.717,-0.034,-0.696) ( 0.697, 0.064, 0.714)
2nd struct. Layer 127497 -2,28E+05 -5,85E+05 -9,79E+06 (-0.041,-0.984, 0.172) (-0.609, 0.161, 0.777) ( 0.792, 0.072, 0.606)
2nd struct. Layer 127498 -2,33E+05 -4,73E+05 -9,62E+06 (-0.093,-0.966, 0.242) (-0.521, 0.254, 0.815) ( 0.849, 0.050, 0.526)
2nd struct. Layer 127499 -1,78E+05 -2,97E+05 -9,05E+06 ( 0.175, 0.910,-0.375) (-0.443, 0.413, 0.796) ( 0.879, 0.027, 0.475)
1st struct. Layer 127572 1,21E+06 -1,59E+06 -1,81E+07 ( 0.156,-0.987,-0.039) (-0.592,-0.125, 0.796) ( 0.791, 0.101, 0.604)
1st struct. Layer 127573 1,17E+06 -1,34E+06 -1,80E+07 ( 0.158,-0.985,-0.075) (-0.525,-0.148, 0.839) ( 0.837, 0.093, 0.540)
1st struct. Layer 127574 1,25E+06 -7,63E+05 -1,73E+07 ( 0.186,-0.970,-0.159) (-0.454,-0.228, 0.861) ( 0.871, 0.088, 0.483)
Safety shotcrete 127647 1,22E+07 -2,19E+06 -3,62E+07 ( 0.032,-0.998, 0.054) (-0.626, 0.022, 0.779) ( 0.779, 0.058, 0.625)
Safety shotcrete 127648 1,24E+07 -1,76E+06 -3,51E+07 ( 0.051,-0.998, 0.034) (-0.569,-0.001, 0.822) ( 0.821, 0.062, 0.568)
Safety shotcrete 127649 1,23E+07 -1,74E+06 -3,40E+07 ( 0.073,-0.997, 0.010) (-0.517,-0.029, 0.856) ( 0.853, 0.068, 0.518)
2nd struct. Layer 128859 2,34E+03 -1,17E+05 -7,12E+06 (-0.065, 0.989, 0.130) (-0.428,-0.145, 0.892) ( 0.902, 0.002, 0.433)
2nd struct. Layer 128860 -3,60E+04 -2,14E+05 -6,37E+06 (-0.264, 0.612, 0.746) ( 0.230, 0.791,-0.567) ( 0.937,-0.022, 0.349)
2nd struct. Layer 128861 -4,20E+04 -3,73E+05 -6,12E+06 (-0.267, 0.323, 0.908) ( 0.124, 0.946,-0.300) ( 0.956,-0.032, 0.293)
2nd struct. Layer 128862 -4,94E+04 -5,24E+05 -5,98E+06 (-0.232, 0.234, 0.944) ( 0.089, 0.972,-0.219) ( 0.969,-0.033, 0.247)
2nd struct. Layer 128863 -5,96E+04 -6,44E+05 -5,93E+06 (-0.192, 0.194, 0.962) ( 0.066, 0.981,-0.185) ( 0.979,-0.028, 0.201)
2nd struct. Layer 128864 -6,27E+04 -7,24E+05 -5,91E+06 (-0.150, 0.173, 0.973) ( 0.045, 0.985,-0.168) ( 0.988,-0.019, 0.156)
2nd struct. Layer 128865 -7,33E+04 -7,81E+05 -5,96E+06 (-0.106, 0.157, 0.982) ( 0.028, 0.988,-0.155) ( 0.994,-0.011, 0.109)
2nd struct. Layer 128866 -8,30E+04 -8,11E+05 -6,01E+06 (-0.062, 0.146, 0.987) ( 0.014, 0.989,-0.146) ( 0.998,-0.005, 0.063)
2nd struct. Layer 128867 -8,28E+04 -8,16E+05 -6,04E+06 (-0.019, 0.142, 0.990) ( 0.004, 0.990,-0.142) ( 1.000,-0.001, 0.019)
1st struct. Layer 129084 9,70E+05 -5,70E+05 -1,66E+07 ( 0.210,-0.938,-0.275) (-0.367,-0.336, 0.867) ( 0.906, 0.082, 0.415)
1st struct. Layer 129085 3,91E+05 -7,41E+05 -1,62E+07 ( 0.214,-0.890,-0.403) (-0.274,-0.451, 0.849) ( 0.938, 0.071, 0.340)
1st struct. Layer 129086 1,53E+05 -6,89E+05 -1,59E+07 ( 0.227,-0.780,-0.583) (-0.190,-0.622, 0.759) ( 0.955, 0.062, 0.290)
1st struct. Layer 129087 1,72E+04 -7,41E+05 -1,56E+07 (-0.212, 0.689, 0.693) ( 0.132, 0.723,-0.679) ( 0.968, 0.053, 0.244)
1st struct. Layer 129088 -3,31E+04 -7,62E+05 -1,54E+07 (-0.181, 0.639, 0.747) ( 0.095, 0.768,-0.634) ( 0.979, 0.044, 0.200)
1st struct. Layer 129089 -4,69E+04 -7,45E+05 -1,53E+07 (-0.143, 0.633, 0.761) ( 0.072, 0.774,-0.629) ( 0.987, 0.035, 0.156)
1st struct. Layer 129090 -4,60E+04 -7,09E+05 -1,51E+07 (-0.101, 0.654, 0.750) ( 0.055, 0.756,-0.652) ( 0.993, 0.025, 0.113)
1st struct. Layer 129091 -4,05E+04 -6,73E+05 -1,49E+07 (-0.060, 0.678, 0.733) ( 0.034, 0.735,-0.677) ( 0.998, 0.016, 0.067)
1st struct. Layer 129092 -2,39E+04 -6,39E+05 -1,48E+07 (-0.020, 0.706, 0.708) ( 0.012, 0.709,-0.705) ( 1.000, 0.006, 0.023)
Safety shotcrete 129309 1,13E+07 -5,64E+05 -3,43E+07 ( 0.074,-0.997, 0.019) (-0.382,-0.011, 0.924) ( 0.921, 0.076, 0.381)
Safety shotcrete 129310 9,20E+06 -8,81E+05 -3,47E+07 ( 0.060,-0.998, 0.020) (-0.334,-0.002, 0.943) ( 0.941, 0.064, 0.333)
Safety shotcrete 129311 7,91E+06 -6,80E+05 -3,30E+07 ( 0.047,-0.999, 0.021) (-0.292, 0.007, 0.957) ( 0.955, 0.051, 0.291)
Safety shotcrete 129312 6,97E+06 -7,05E+05 -3,16E+07 ( 0.039,-0.999, 0.027) (-0.248, 0.016, 0.969) ( 0.968, 0.045, 0.247)
Safety shotcrete 129313 6,66E+06 -6,27E+05 -2,99E+07 ( 0.032,-0.999, 0.031) (-0.206, 0.024, 0.978) ( 0.978, 0.037, 0.205)
Safety shotcrete 129314 6,64E+06 -5,52E+05 -2,85E+07 ( 0.023,-0.999, 0.031) (-0.162, 0.027, 0.987) ( 0.987, 0.028, 0.161)
Safety shotcrete 129315 6,71E+06 -5,17E+05 -2,73E+07 ( 0.015,-0.999, 0.030) (-0.117, 0.028, 0.993) ( 0.993, 0.018, 0.116)
Safety shotcrete 129316 6,79E+06 -5,38E+05 -2,64E+07 ( 0.008,-1.000, 0.029) (-0.071, 0.028, 0.997) ( 0.997, 0.010, 0.071)
Safety shotcrete 129317 6,87E+06 -5,42E+05 -2,59E+07 ( 0.002,-1.000, 0.029) (-0.024, 0.028, 0.999) ( 1.000, 0.003, 0.024)

In the next pages it is developed the structural verification for TH-36 beams and cables (anchor

363
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

bolts).

Figure 6.5-7.- Overburden 291 m. Benching+Invert phase. Axial Force Fx in TH-36 steel ribs

Figure 6.5-8.- Overburden 291 m. Benching + Invert phase. Moment My in TH-36 steel ribs

• Actions on steel rib TH-36 modelled as structural beam, along with structural verification
for combinations of actions. It is shown in the next page table, for beam sels at Y= 7-8:

364
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

SUDHMAHADEV TUNNEL T-1 AND T-2_SUPPORT CLASS 5b

BEAM (TH-36 STEEL RIB) STRUCTURAL VERIFICATION AT Y COORDINATE 7-8 (diatance 2D from face)

Max σ Min σ Compr. Tension Shear τ

SEL-CID Node Axial N (Fx) Shear T (Fz) Torsor Mx, m·N Moment My, m.N Moment Mz, m·N Verification
(MPa) (MPa) (Mpa) (Mpa) (MPa)
569 631 -1,932E+06 2,827E+03 8,839E+00 -5,291E+00 -1,515E+02 395,37 395,30 395,37 0,00 0,58 NOT OK
569 632 -1,932E+06 2,827E+03 8,841E+00 1,953E+03 -2,255E+02 409,44 381,23 409,44 0,00 0,58 NOT OK
570 632 -1,935E+06 -4,161E+03 3,515E+01 1,954E+03 -2,234E+02 410,06 381,83 410,06 0,00 -0,85 NOT OK
570 633 -1,935E+06 -4,161E+03 3,517E+01 -9,646E+01 -1,882E+02 396,65 395,25 396,65 0,00 -0,85 NOT OK
571 633 -1,956E+06 1,723E+03 5,708E+01 -9,614E+01 -1,833E+02 400,94 399,55 400,94 0,00 0,35 NOT OK
571 634 -1,956E+06 1,723E+03 5,702E+01 1,900E+03 -1,682E+02 413,97 386,52 413,97 0,00 0,35 NOT OK
572 634 -1,945E+06 -4,495E+03 7,645E+01 1,900E+03 -1,602E+02 411,72 384,27 411,72 0,00 -0,92 NOT OK
572 635 -1,945E+06 -4,495E+03 7,637E+01 3,965E+02 -6,597E+01 400,86 395,13 400,86 0,00 -0,92 NOT OK
573 635 -1,971E+06 2,473E+02 8,340E+01 3,978E+02 -5,616E+01 406,19 400,44 406,19 0,00 0,05 NOT OK
573 636 -1,971E+06 2,473E+02 8,345E+01 2,379E+03 -8,373E+01 420,50 386,13 420,50 0,00 0,05 NOT OK
574 636 -1,952E+06 -5,147E+03 9,272E+01 2,378E+03 -7,362E+01 416,61 382,25 416,61 0,00 -1,05 NOT OK
574 637 -1,952E+06 -5,147E+03 9,255E+01 1,625E+03 -4,452E+00 411,17 387,69 411,17 0,00 -1,05 NOT OK
575 637 -1,967E+06 -3,015E+03 9,234E+01 1,625E+03 6,413E+00 414,24 390,76 414,24 0,00 -0,62 NOT OK
575 638 -1,967E+06 -3,015E+03 9,281E+01 3,079E+03 -1,235E+02 424,74 380,25 424,74 0,00 -0,62 NOT OK
576 638 -1,956E+06 -8,720E+03 1,066E+02 3,081E+03 -1,120E+02 422,50 377,99 422,50 0,00 -1,78 NOT OK
576 639 -1,956E+06 -8,720E+03 1,070E+02 1,888E+03 -2,614E+02 413,88 386,61 413,88 0,00 -1,78 NOT OK
577 639 -1,989E+06 -1,196E+04 1,369E+02 1,887E+03 -2,465E+02 420,63 393,37 420,63 0,00 -2,45 NOT OK
577 640 -1,989E+06 -1,196E+04 1,361E+02 -6,456E+02 -1,275E+02 411,66 402,33 411,66 0,00 -2,45 NOT OK
578 640 -1,536E+06 -6,085E+03 1,623E+02 -2,958E+02 -4,157E+02 316,44 312,17 316,44 0,00 -1,25 NOT OK
578 641 -1,536E+06 -6,085E+03 1,607E+02 -2,373E+02 1,272E+00 316,02 312,59 316,02 0,00 -1,25 NOT OK
579 641 -1,385E+06 -6,420E+03 1,601E+02 -2,341E+02 1,365E+01 285,10 281,71 285,10 0,00 -1,31 OK
579 642 -1,385E+06 -6,420E+03 1,568E+02 -8,268E+02 8,237E+02 289,38 277,43 289,38 0,00 -1,31 OK
580 642 -1,161E+06 -2,309E+03 1,020E+02 -8,264E+02 8,323E+02 243,54 231,60 243,54 0,00 -0,47 OK
580 643 -1,161E+06 -2,309E+03 1,014E+02 4,756E+02 1,145E+03 241,00 234,13 241,00 0,00 -0,47 OK
581 643 -9,463E+05 -4,147E+03 2,543E+01 4,778E+02 1,149E+03 197,09 190,18 197,09 0,00 -0,85 OK
581 644 -9,463E+05 -4,147E+03 3,054E+01 1,665E+02 -2,291E+02 194,84 192,43 194,84 0,00 -0,85 OK
582 644 -1,311E+05 -1,267E+03 4,549E+01 1,689E+02 -2,266E+02 28,05 25,61 28,05 0,00 -0,26 OK
582 645 -1,311E+05 -1,267E+03 4,277E+01 -3,020E+02 3,873E+02 29,01 24,64 29,01 0,00 -0,26 OK
583 640 -1,544E+06 -7,367E+03 -1,506E+00 -3,455E+02 3,031E+02 318,44 313,44 318,44 0,00 -1,51 NOT OK
583 646 -1,544E+06 -7,367E+03 -6,976E+00 -1,240E+03 1,633E+03 324,90 306,98 324,90 0,00 -1,51 NOT OK
584 646 -1,310E+06 -3,945E+03 -6,715E+00 -1,237E+03 1,632E+03 276,99 259,12 276,99 0,00 -0,81 OK
584 647 -1,310E+06 -3,945E+03 -3,057E+00 -6,745E+02 7,074E+02 272,93 263,19 272,93 0,00 -0,81 OK
585 647 -9,205E+05 4,521E+02 -3,031E+00 -6,758E+02 7,074E+02 193,24 183,47 193,24 0,00 0,09 OK
585 648 -9,205E+05 4,521E+02 -2,100E+00 1,949E+03 1,051E+03 202,44 174,28 202,44 0,00 0,09 OK
586 648 -6,099E+05 -5,115E+03 -2,144E+00 1,951E+03 1,052E+03 138,89 110,71 138,89 0,00 -1,05 OK
586 649 -6,099E+05 -5,115E+03 -5,138E-02 -3,443E+00 -1,576E-01 124,83 124,78 124,83 0,00 -1,05 OK
587 650 -7,796E+00 1,945E-02 -7,057E-03 -8,989E-03 -9,002E-02 0,00 0,00 0,00 0,00 0,00 OK
587 651 -7,796E+00 1,945E-02 -7,538E-03 1,149E-02 9,516E-02 0,00 0,00 0,00 0,00 0,00 OK
2035 645 -2,687E+05 1,122E+04 3,911E+01 -3,020E+02 3,888E+02 57,16 52,80 57,16 0,00 2,30 OK
2035 2237 -2,687E+05 1,122E+04 3,083E+01 -1,313E+03 1,930E+02 64,47 45,50 64,47 0,00 2,30 OK
2036 2237 -2,845E+05 1,634E+02 7,972E+00 -1,313E+03 1,953E+02 67,70 48,73 67,70 0,00 0,03 OK
2036 2238 -2,845E+05 1,634E+02 7,977E+00 -1,192E+03 1,467E+02 66,83 49,60 66,83 0,00 0,03 OK
2037 2238 -2,936E+05 -1,936E+02 -9,985E-01 -1,192E+03 1,472E+02 68,69 51,47 68,69 0,00 -0,04 OK
2037 2239 -2,936E+05 -1,936E+02 -9,947E-01 -1,330E+03 1,711E+02 69,69 50,47 69,69 0,00 -0,04 OK
2038 2239 -2,996E+05 7,672E+02 -1,139E+01 -1,328E+03 1,712E+02 70,90 51,71 70,90 0,00 0,16 OK
2038 2240 -2,996E+05 7,672E+02 -1,143E+01 -9,808E+02 7,756E+01 68,39 54,22 68,39 0,00 0,16 OK
2039 2240 -3,050E+05 4,410E+02 -1,610E+01 -9,783E+02 7,651E+01 69,48 55,34 69,48 0,00 0,09 OK
2039 2241 -3,050E+05 4,410E+02 -1,592E+01 -8,666E+02 2,882E+02 68,67 56,15 68,67 0,00 0,09 OK
2040 2241 -3,050E+05 1,717E+03 -3,345E+01 -8,672E+02 2,880E+02 68,68 56,15 68,68 0,00 0,35 OK
2040 2242 -3,050E+05 1,717E+03 -3,371E+01 -6,805E+01 -5,180E+01 62,90 61,92 62,90 0,00 0,35 OK
2041 2242 -2,746E+05 3,472E+03 -3,074E+01 -6,870E+01 -5,206E+01 56,69 55,69 56,69 0,00 0,71 OK
2041 2243 -2,746E+05 3,472E+03 -3,036E+01 1,748E+03 1,431E+02 68,82 43,56 68,82 0,00 0,71 OK
2042 2243 -1,964E+05 -4,410E+03 -3,986E+01 1,748E+03 1,403E+02 52,82 27,56 52,82 0,00 -0,90 OK
2042 2244 -1,964E+05 -4,410E+03 -4,029E+01 -8,305E+02 -5,537E+01 46,19 34,19 46,19 0,00 -0,90 OK
2043 2244 -1,187E+03 5,432E+02 1,360E+01 -8,323E+02 -6,675E+01 6,26 -5,77 6,26 -5,77 0,11 OK
2043 2245 -1,187E+03 5,432E+02 1,363E+01 -5,244E+02 -3,584E+01 4,03 -3,55 4,03 -3,55 0,11 OK
2044 2245 -1,199E+03 4,906E+02 1,551E+01 -5,261E+02 -3,431E+01 4,05 -3,56 4,05 -3,56 0,10 OK
2044 2246 -1,199E+03 4,906E+02 1,553E+01 -2,481E+02 -9,034E+00 2,04 -1,55 2,04 -1,55 0,10 OK
2045 2246 -1,218E+03 4,315E+02 1,483E+01 -2,482E+02 -8,735E+00 2,04 -1,54 2,04 -1,54 0,09 OK
2045 2247 -1,218E+03 4,315E+02 1,484E+01 -3,844E+00 4,196E+00 0,28 0,22 0,28 0,00 0,09 OK
2046 2247 -1,236E+03 3,817E+02 1,424E+01 -3,265E+00 4,235E+00 0,28 0,23 0,28 0,00 0,08 OK
2046 2248 -1,236E+03 3,817E+02 1,425E+01 2,128E+02 1,384E+01 1,79 -1,28 1,79 -1,28 0,08 OK
2047 2248 -1,244E+03 3,199E+02 1,305E+01 2,127E+02 1,418E+01 1,79 -1,28 1,79 -1,28 0,07 OK
2047 2249 -1,244E+03 3,199E+02 1,305E+01 3,937E+02 2,406E+01 3,10 -2,59 3,10 -2,59 0,07 OK
2048 2249 -1,247E+03 2,585E+02 1,155E+01 3,937E+02 2,493E+01 3,10 -2,59 3,10 -2,59 0,05 OK
2048 2250 -1,247E+03 2,585E+02 1,156E+01 5,399E+02 3,531E+01 4,16 -3,65 4,16 -3,65 0,05 OK
2049 2250 -1,259E+03 1,949E+02 9,764E+00 5,396E+02 3,587E+01 4,16 -3,64 4,16 -3,64 0,04 OK
2049 2251 -1,259E+03 1,949E+02 9,768E+00 6,498E+02 4,615E+01 4,95 -4,44 4,95 -4,44 0,04 OK
2050 2251 -1,263E+03 1,325E+02 7,417E+00 6,492E+02 4,665E+01 4,95 -4,43 4,95 -4,43 0,03 OK
2050 2252 -1,263E+03 1,325E+02 7,420E+00 7,241E+02 5,588E+01 5,49 -4,97 5,49 -4,97 0,03 OK
2051 2252 -1,264E+03 7,778E+01 4,720E+00 7,242E+02 5,631E+01 5,49 -4,97 5,49 -4,97 0,02 OK
2051 2253 -1,264E+03 7,778E+01 4,722E+00 7,682E+02 6,274E+01 5,81 -5,29 5,81 -5,29 0,02 OK
2052 2253 -1,263E+03 2,956E+01 1,622E+00 7,685E+02 6,290E+01 5,81 -5,29 5,81 -5,29 0,01 OK
2052 2254 -1,263E+03 2,956E+01 1,622E+00 7,852E+02 6,626E+01 5,93 -5,41 5,93 -5,41 0,01 OK

Material: Steel S355

Yield strengthf yk: 355,00 MPa Laminated steel min. Quality S355
Partial coef. ϒ: 1,15 According to Eurocode-2
X section 48,87 cm2 Includes sectional area of 2 wire-mesh layers 150x150-6mm
2nd mom Iy 969 cm4
Wy 136 cm3
Distance x: 0,07 m To farest tension fibre

365
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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

As it can be noticed, the worst axial compression value is outside the acceptable values of steel
strength, once applied the corresponding reduction factors, even without application of reduction
factor, with a value of 422 MPa, against 355 MPa of steel characteristic strength. This difference
between the actions and the steel strength is extended to several SELs and it cannot be corrected
with rib spacing adjustment. Therefore is clear as NOT COMPLIED for the steel ribs TH-36.

The only possibility is to introduce sliding ribs and lining stress controllers to allow more con-
trolled deformations and decrease in load in the plastic ring.

For the bolts, following axial loads (in tension) have been obtained from the model:

Figure 6.5-9a.- Overburden 291 m. Benching+Invert phase. Axial forces in support bolts (full
stretch)

As it can be perceived, the worst axial tension force value in one SEL element inside the bolts is
between 25 and 23 t, which means that steel anchor bar is fully working. So trend of anchor in-
crease of load with benching stage has been confirmed. Pattern of 1.25 x 1.25 staggered may be
decreased in some cases to compensate this axial force increase, especially at elephant foot lev-
el.

In the next figure, it has been shown only the bolts axial forces for the verification section of Y=
7-8 m.

366
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.5-9b.- Overburden 291 m. Benching+Invert phase. Axial forces in support bolts (section
Y= 7-8)

7 CONCLUSIONS

Results on Class 5b

The actions obtained in the calculations on the numerical model for the Class 5b are within the
established limits for concrete compressive and tensile strength, except for the safety shotcrete
layer, which is subjected to load above the concrete compressive strength. Nevertheless, the
steel sets (TH-36 steel ribs) have not passed the verification due to important solicitations acting
on the steel arches. Consequently, it is required the installation of LSC in the section.

Please notice that the case of Class 5b with overburden 291 m (say 300 m) possess the worst pa-
rameters of all the Sudhmahadev Project, worse than Class 5a, as it has been reflected in the re-
port (see chapter 4 ground parameters).

It has been analyzed the possibility of full section of excavation performing a comparison be-
tween construction sequence of 30 m long excavation of top heading first, then benching plus
invert, and stretches of 9 m of top heading alternating with benching, up to complete also 30 m
or similar length (refer to chapter 5).

In the next two figures it is shown the results of such calculations, where the higher values of ac-

367
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

tions on support concrete correspond to the second methodology (top heading and benching al-
ternating stretches of 9 m), at left:

Figure 7.1.- Comparison of compressive stress concentration in construction of alternate stretches

of 9 m (TH & BN+INV), left, and 30 m continuous in top heading (TH), right.

If it is assumed full section, the situation will be worsened, because the full section is one ex-
treme of the case of alternating stretches in top heading and benching: the gap between TH and
BN will be less than 1 round length.

It has been confirmed also that the overstressed shotcrete zones (localized in the model through
its ID), whose values have been highlighted in orange color, correspond to safety shotcrete
(temporary protective and sealing layer), not to the structural layers, which can be considered as
quasi permanent. Nevertheless, in this case the peak values of stresses obtained are above the
UCS of concrete.

Following are the results in Class 5b:

• For the Construction phases, the results for worst values on the TH-36 steel ribs are as un-
der:

COMPRESSION TENSION SHEAR

MPa MPa MPa
374.4 1.27
TOP HEADING 0.00
NOT OK OK
424.7 -2.45
BENCHING + INVERT -5.77
NOT OK OK

368
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

The requirement of sliding steel sets is a most, combined with LSC elements (3 cylinder units
per device installed in concrete slot) alternating with ribs.

• For the Construction phases, the results for worst values on the Sprayed concrete layers are
as under:

COMPRESSION TENSION
MPa MPa
14.9 (struct. Layer 1)
0.38 (struct. Layer 2)
OK
TOP HEADING OK
12.7 (struct. Layer 1)
OK
41.6 (safety concrete) 12.3 (safety concrete)
NOT RELEVANT NOT RELEVANT
BENCHING + INVERT
22.9 (struct. Layer 1) 0.97 (struct. Layer 1)
OK OK
Results on Class 5a

The results for Class 5a show a more unfavorable situation still, the support materials/elements
are not compliant with the limit of strength available according to minimum structural require-
ments.

In the final state for top heading, and benching plus invert phases, once installed the support
measures (except up to 1 pull from face) it has been obtained the following results for the Class
5a:

• For the Construction phases, the results for worst values on the TH-36 steel ribs are as un-
der:

COMPRESSION TENSION SHEAR

MPa MPa MPa
483.9 1.97
TOP HEADING 0.00
NOT OK OK
551.0 5.08
BENCHING + INVERT -57.44
NOT OK OK
The requirement of sliding steel sets should help to cope with the huge values of loads which
could be developed, especially the axial forces. Some tension stresses have been detected in the
support.

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

• For the Construction phases, the results for worst values on the Sprayed concrete layers are
as under:

COMPRESSION TENSION
MPa MPa
21.5 (safety SC)
OK 0.1 (struct. Layer 2)
TOP HEADING
19.6 (struct. Layer 1) OK
OK
46.7 (safety concrete) 16.8 (safety concrete)
NOT RELEVANT NOT RELEVANT
BENCHING + INVERT
32.0 (struct. Layer 1) 1.87 (struct. Layer 1)
NOT OK OK
Results on Class 5a with LSC elements

In order to realize the improvement with the LSC elements installed, in the next summary tables
it has been reflected the results on actions undergone by the support primary lining:

• For the BENCHING PLUS INVERT phase, the results for worst values on the TH-36 steel
ribs are as under:

COMPRESSION TENSION SHEAR

MPa MPa MPa
297.1 -0.06 5.02
TOP HEADING
OK OK OK
126.0 -136 12.28
BENCHING + INVERT
OK OK OK
The requirement of sliding steel sets should help to cope with the huge values of loads which
could be developed, especially the axial forces. Some tension stresses have been detected in the
support.

• For the Construction phases, the results for worst values on the Sprayed concrete layers are
as under:

COMPRESSION TENSION
MPa MPa
20.9 (safety SC)
OK 4.3 (elephant’s foot)
TOP HEADING
16.6 (struct. Layer 1) NOT RELEVANT
OK
BENCHING + INVERT 37.0 (safety concrete) 9.8 (safety concrete)

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

COMPRESSION TENSION
MPa MPa
NOT RELEVANT NOT RELEVANT.
13.2 (struct. Layer 1) 7 (struct. Layer 1)
OK NOT RELEVANT
For the sprayed concrete, there are values of actions which go beyond the admissible limits, but
it is only for safety shotcrete layer, assumed here as most temporary and subjected to cracking,
and regarding tensional stresses, there are some singular, not relevant points in the connection
between benching and invert, which are not produced in practice, normally.

Regarding the development of squeezing phenomenon, the deformation is above 1.5%, and it
has to be kept in mind that the percentages to evaluate the chances and risk of squeezing are
without applying any support.

In the next figure it is shown also the magnitude of face extrusion for top final benching plus in-
vert stage, around 5 cm. For that reason, it has been envisaged also in this section the use of fi-
bre glass face bolting, in case of requirement.

Figure 7.2.- Overburden 291 m. Benching+Invert phase in Class 5b. Y displacement (extrusion at
tunnel face)

In conclusion, with a better knowledge of the ground parameters at construction stage, these par-

371
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4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

ticular support measures, or countermeasures could be adjusted in a proper way.

As final conclusion, with the introduction of lining stress controllers LSC in E&S Classes 5a and
5b, it is possible to handle with the support system, allowing releasing more stresses by an addi-
tional controlled deformation around the cavity. Structural verification has been satisfied.

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

ANNEXURE 7.4

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Tunnel of approx. length 10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

ANNEXURE 7.5

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Technical Note 6 (FLAC3D) – Final lining for E&S Class 4P:

Seismic Analysis H=30 m in E Portal Tunnel-1 – Salkhala Fm.

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

TABLE OF CONTENTS

1 PREFACE .......................................................................................................................................378

2 BASIS OF SEISMIC ANALYSIS ..................................................................................................382

3 INITIAL AND BOUNDARY GRID CONDITIONS ....................................................................390

4 GROUND (CONSTITUTIVE MODEL) AND LINING INPUT PARAMETERS .......................392

4.1 Ground type and constitutive model ..........................................................................................392

4.2 Specifications for support/lining elements .................................................................................392

4.3 Partial factor for actions and combinations of actions ...............................................................394

5 CALCULATION RESULTS ..........................................................................................................395

5.1 Actions on structural concrete ....................................................................................................395

6 CONCLUSIONS.............................................................................................................................404

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

1 PREFACE

In this Technical Note it has been developed the seismic analysis in final lining for Excavation
and Support Class 4P, in portal 20 m stretches of Sudhmahadev and Vailoo Tunnels, corre-
sponding to the rock mass type RMT-4, located in the geological stretch of Salkhala formation,
with schists, in case of Sudhmahadev, and Fenestella Shale, with inter bedding of quartzite,
shale and siltstone. The final lining geometry for this E&S Class includes a lining arc without
invert, founded on ground beams like functional section for classes 1, 2 & 3, but with thickness
of 0.5 m in crown increasing towards sidewall base, like in functional section 4 & 5.

Below it is shown the functional section for this lining RCC structure at portals:

Figure 1.1.- Final lining geometry assumed for class 4P (portals)

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

The starting point of this analysis is the FLAC3D model for support in E&S Class 4P with a
rock cover of 30 m (average cover conditions in portal), once run the software to reach stable
condition with support installed. The support in E&S Class 4P applied to portals (it has been
taken the worst rock mass type scenario), is formed by the following elements:

• Sprayed concrete.- 30 cm (5-7 cm security shotcrete, sealing + 25-23 cm structural layer)

• SN bolts.-  = 25 mm corrugated bar in Steel min. quality 500/550 MPa, 9.00 m long

Pattern spacing: 2.0 m (along tunnel axis) x 1.50 m (around cross section, 4 u. per sidewall)

• Steel arch type HEB-200 or equivalent (UC 203x203), spacing 1.00 m c/c (along tunnel
tube)

• Invert shotcrete/concrete support arc, if required

The support construction sequence has been modelled with 2.0 m round length in top heading
stage plus 4.0 m round length for benching stage, and the habitual cycle of 4 steps for support
indicated in earlier calculation reports: the bolts along with first safety layer of concrete (prone
to cracking) have not been installed up to second round from face, the steel rib along with first
structural layer up to the third round, and application of second layer of structural concrete up to
fourth round (>6.0 m from face).

It is assumed in the model for seismic analysis that the support in short term is withstanding the
static loads generated by the tunnel overburden. But in long term conditions, due to degradation
of support elements, the static loads may be acting on the final lining arc/ring, so for structural
analysis it has to be used combination of actions due to RCC final lining self-weight, static loads
generated by overburden or plasticization rock mass ring, and seismic loads.

Usually, if there are no significant loads acting on the periphery, because it is considered that
support is taking care and withstand against them to create equilibrium, and there are no risks
due to seism, the lining does not require reinforcement. Then, the purpose of lining covers as-
pects like: reinforcement of water proofing condition against water dropping, protection of wa-
terproofing membrane against mechanical actions or fire, good finishing of lining surface to de-
crease air friction during its circulation along tunnel, and aesthetic concept along with luminosi-

379
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4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

ty improvement.

The final lining reinforcement is only justified in two cases:

(1) Degradation of surrounding ring of poor to very poor quality rock, and of the support in long
term basis (support capacity is neglected in long term), combined or not with slow develop-
ment of squeezing phenomenon

(2) The lining is subjected to significant seismic loads, due to location of Project in risky seis-
mic zone

In this report it is only analyzed the second topic.

To analyze the effect of seismic phenomena on the lining it has been utilized the Free Field
shear strain methodology, which primes the predominant adverse effect of seismic horizontal
shear waves in the tunnel structure. For that it has been incorporated such effect in the model
built up through FLAC3D software. In the chapter 2 of this report it is described in detail the ba-
sis of this methodology, and related input parameters for analysis.

The final lining structure has been introduced in the model as a RCC concrete liner with a liner
type SEL shell, with 18 m long. This shell structural element possesses same rigidities for axial
loads plus bending rigidities for bending moments than the RCC concrete ring with minimum
thickness 50 cm, neglecting the steel reinforcement. As the RCC lining ring possesses a variable
thickness in top heading, benching and ground beam, it has been distinguished four ID of SEL
liner in FLAC3D with constant thickness: 1st) for top heading segment, 2nd) for benching seg-
ment, 3rd) for transition between top heading and benching, and 4th) for ground beam.

The next figure shows the model built up in FLAC3D for the combination of the above com-
mented primary support plus the final lining structure: As it can be seen, the model is with tun-
nel complete due to asymmetry of seismic shaking.

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4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 1.2.- Support and lining elements included in the FLAC3D model: in grey color shot-
crete support zones, 1 to 4 are the segments of RCC concrete sel liner from ground beam to
top heading, 101 and 110 the HEB-200 steel ribs, and 102 the rock bolts

As representative section for action results, it has been selected one slice of 1 m wide located at
coordinate Y=8-9, near middle point of section. At such point, it is assumed that the section is
far enough from the influence of model boundary with coordinate Y=0. In the model, simulation
of excavation and support stages has been performed up to 30 m from such boundary.

Finally, it is pertinent to highlight that the conclusions and results of this calculation report
remain valid if there is a variation in the tunnel dimensions (equivalent diameter D) less
than 5% of same. In addition to this, in case of tunnel dimension decrease, analysis could be
considered very slightly conservative, while in case of diameter increase, the inconvenient varia-
tion of results is almost negligible, and absorbed by other conservative assumptions.

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

2 BASIS OF SEISMIC ANALYSIS

The methodology used for seismic analysis is reflected in the following reference document,
which is widely recognized among the international scientific community:

“Seismic design and analysis of underground structures”, Youssef M.A. Hashash et al.
(ITA/AITES Accredited Material). Tunnelling and Underground Space Technology, 2001.

This document indicates that seismic damage decrease when the tunnel increases its overburden,
and for poorest quality ground the damages are most serious. Additionally, it is commented that
in portals there is an escalation of risk due to slope cuts instabilities.

As abstract, it is derived that in the case of adverse seismic conditions as per Indian Code IS
1893:2002 Part I, like is the presented case of Sudhmahadev and Vailoo tunnels, included in
Seismic Zone V, the final lining may be reinforced in portal stretches (up to 20 m from en-
trance) and in very poor rock masses (fault strips).

The above referred code establishes a Zone factor of Z=0.36 for the Project area.

In the mentioned ITA reference document it is confirmed that the tunnels are subjected to three
strain modes during a seismic event: axial deformation along tunnel axis, curvature (bending)
deformation and ovaling (circular)/racking (rectangular) in cross section (Wang, 1993; Owen
and Scholl, 1981):

• Axial deformations in tunnels are generated by the components of seismic waves that pro-
duce motions parallel to the axis of the tunnel and cause alternating compression and ten-
sion.

• Bending deformations are caused by the components of seismic waves producing particle
motions perpendicular to the longitudinal axis. Design considerations for axial and bending
deformations are generally in the direction along the tunnel axis (Wang, 1993).

• Ovaling or racking deformations in a tunnel structure develop when shear waves propagate
normal or nearly normal to the tunnel axis, resulting in a distortion of the cross-sectional
shape of the tunnel lining. Design considerations for this type of deformation are in the
transverse direction. The general behavior of the lining may be simulated as a buried struc-

382
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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

ture subject to ground deformations under a two-dimensional plane strain condition.

In the next figures it is clarified the concepts of tunnel deformations with schematic drawings:

Figura 2.1.- Deformation modes of tunnels due to seismic waves (after Owen and Scholl, 1981)

It has been corroborated that the propagation of shear waves (ovaling/racking) is the most criti-
cal, and it is the responsible of the shear strain ϒ(angular distortion). Therefore, this parameter is

383
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4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

the most conditioning for the design of tunnel structure. Below it is reflected the concept of
shear strain using a scheme:

Figure 2.2.- Free Field shear distortion for circular tunnels, with angular distortion ϒ (after Wang, 1993)

Research has shown that transverse shear waves transmit the greatest proportion of the earth-
quake’s energy, and amplitudes in the vertical plane have been typically estimated to be a half to
two-thirds as great as those in the horizontal plane. However, in recent earthquakes such as
Northridge and Kobe, measured vertical accelerations were equal to and sometimes larger than
horizontal accelerations. Vertical component of ground motion has become an important issue in
seismic designs.

There is a simplified methodology explained in Section 7 of the above reference document to

quantify the tunnel loading term EQ (effects due to Design earthquake), called Free Field de-
formation methodology, and applied to the predominant consequences of shear waves, the shear
strain represented as an angular distortion ϒ. This maximum shear strain is obtained as the ratio
between peak particle velocity associated with S-wave Vs, and the apparent velocity of S-wave
propagation Cs. Hence the simplified formulation is following:

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Vs
γmáx =
Cs

The first seismic parameter to be evaluated in this methodology is the maximum vertical accel-
eration of the shear wave in the ground (PGA). The equivalent Design Horizontal seismic coef-
ficient Ah can be sorted out with the recommendations and formulation verted in the Indian
Standard IS 1893:2002, from the Zone factor Z= 0.36 for seismic zone V, the response spectra
(average response acceleration coefficient), the importance factor I(depending on the use and
function of the structure), and the response reduction coefficient R (depending on the perceived
seismic damage performance of the structure).

Once got this seismic coefficient, it can be derived the PGA or amax, and to this value it has to be
applied a reduction coefficient depending on the cover above the tunnel crown considered in the
tunnel design, to obtain az,max. Once this maximum acceleration has been estimated, there is a
correlation between this parameter and the peak particle velocity associated with S-wave Vs, as
a function of the distance from the site to the seismic source, type of ground and moment magni-
tude. So it can be derived Vs with the help of a transformation table.

The other parameter to be obtained is the apparent velocity of S-wave propagation Cs, which can
be estimated through the following expression:

E
Gm 2 ∗ (1 + ϑ)
Cs = √ =√ γ
ρ
g

where: Gm = Shear modulus

ρ = Rock mass density

E = Young modulus for rock mass

ϑ = Poisson′ s ratio

Once determined the mentioned above two parameters, it is automatically deducted the maxi-
mum shear distortion, key parameter from which it can be developed the seismic design of tun-
nel.

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

A further stage in the seismic design is the analysis of the behavior of tunnel final lining sub-
jected to shaking produced mainly by the shear waves propagated through the ground. This
seismic effect has been incorporated to the FLAC3D model with the introduction of a horizontal
distortion Δx equivalent to angular distortion ϒmax in the 3D grid mesh.

The variation in X coordinate Δx can be generated by a velocity “xvel” resulted from the re-
quired displacement divided by the number of calculation steps N (assimilated to time steps).
The model has to be rotated horizontally in the clockwise direction (top of the model towards
x+) around a neutral axis passing through the tunnel center, up to the desired angle ϒmax. This
application of velocity has been performed in all the grid points of the model to ensure desired
horizontal displacements, although strictly it is a boundary application of velocity. This is sum-
marized by the following expressions:

∆x = γmáx ∗ Hmod , where:

Hmod = Considered height for the model,

and,
Δx
xvel = , where:
N

N = Number of calculation steps, preferably huge

It is pertinent to mention here that the angular distortion must be applied to the model, previous
initialization of the grid point’s displacements and velocities, once reached the model state of
equilibrium ground-support under application of initial stresses due to overburden and gravity,
and installed the final lining.

The effect of the angular distortion applied to the model is equivalent to the seismic effect under
shear waves, and hence seismic actions resultants are derived from this calculation.

In the summary tables presented in the next three pages there are included the seismic input pa-
rameters for the Free Field shear deformation method, corresponding to the two cases in
Sudhmahadev and one in Vailoo where seismic analysis should be developed: Sudhmahadev
portal stretch in poor rock mass (4P E&S Class), along with tunnel stretch in depth with very

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

poor rock quality (5a and b E&S Class in fault stretch), and Vailoo portal stretch in poor rock
mass (4P E&S Class).

As it can be noticed, the seismic parameters are similar for both the cases of Sudhmahadev,
along with ground parameters, so it is concluded that the results achieved for the E&S Class 4P
could be extended to 5 Class.

It is concluded also that the seismic parameters referred to shear strain are lower for Vailoo tun-
nel, so it correspond to a more favorable case, and results for lining section obtained for
Sudhmahadev tunnel can be applicable to Vailoo tunnel.

Table 1.- Seismic input parameters for Sudhmahadev Tunnel, Class 4P

SUDHMAHADEV TUNNEL (WORST CASE): SEISMIC INPUT PARAMETERS FOR FLAC3D MODEL AT PORTALS (E&S CLASS 4P)
(as per IS 1893:2002 for estimation of seismic coefficient Z, depending on MCE)

Parameter Value Units Concept Formulation & Comments

Seismic Zone V N/A Seismic zone as per IS 1893 part 1
Z 0,36 N/A Zone factor as per IS (depending on zone location in seismic map)
Seismic data

Sa/g 1,000 N/A Response Spectra (Acceleration Coeff., f(T, ground type, 5% damping) T= 0s for ground embedded structures
I 3,0 N/A Importance factor, depending on use of structure Importance increased to get I/R=1
R 3,0 N/A Response reduction factor, with the condition I/R ≤ 1 For OMRF as per IS1893 (Ordinary RC)
Ah=amax 0,180 g Design horiz. seismic coeff., to obtain PGA ≡ a max as per EC-8 (on response spectra) amax= S·Ah (S omitted as included yet)
SUDHMAHADEV TUNNEL (WORST CASE): SEISMIC INPUT PARAMETERS FOR FLAC3D MODEL AT PORTALS (E&S CLASS 4P)
(as per IS 1893:2002 for estimation of seismic coefficient Z, depending on MCE)
ν 0.26 N/A Poisson's Coefficient of rock mass For Salkhala fm. (worst)
Ground data

Parameter Value Units Concept Formulation & Comments

Erm,d 2.04 - 3.55
Seismic Zone V
GPa N/A
Rock Seismic
mass zone
Young modulus. As per IS 1893, static unless data on dynamic Adopted average value Erm,d=2.795
as per IS 1893 part 1
Z
KN/m3
0,36 N/ARock Zone factor as per IS (depending on zone location in seismic map)
Seismic data

ϒrm 26,21 mass unit weight Adopted in Salkhala fm. (worst)

Sa/g 1,000 N/A Response Spectra (Acceleration Coeff., f(T, ground type, 5% damping) T= 0s for ground embedded structures
Hmax 15-30
I 3,0 m N/Amaximum cover
Importance above
factor, dependingtunnel
on usecrown,
of structureto get depth correction coeff.
Importance C
increased toExpected
get I/R=1 max. cover in E&S Class
R 3,0 N/A Response reduction factor, with the condition I/R ≤ 1 For OMRF as per IS1893 (Ordinary RC)
Ah=amax 0,180 g Design horiz. seismic coeff., to obtain PGA ≡ a max as per EC-8 (on response spectra) amax= S·Ah (S omitted as included yet)
C (Hmax) 0,85 N/A Reduction coefficient C for maximum horiz. acceleration at depth H max As per Table 4 below
ν 0.26 N/A
peak Poisson's
groundCoefficient
motionofatrock mass For Salkhala fm. (worst)
Ground data

az,max 0,153 g depth (ground acceleration) az,max= amax·C(Hmax)

Seismic input
parameters

Erm,d 2.04 - 3.55 GPa Rock mass Young modulus. As per IS 1893, static unless data on dynamic Adopted average value Erm,d=2.795
V s/a,max 109
ϒrm cm/s/g KN/m
26,21 Ratio
3 of peak
Rock ground
mass unit weight velocity (cm/s) to peak ground acceleration
Adopted in (g)
Salkhala fm.As per Table 2 below
(worst)

Vs Hmax
0,167 15-30
m/s mPeak maximum
groundcover above tunnel crown, to get depth correction coeff. C
velocity Expected max. cover in E&S Class

Cs 650,515
C (Hmax) 0,85m/s Effective
N/A shear
Reduction waveCpropagation
coefficient velocity
for maximum horiz. acceleration at depth H max As per Table 4 below Cs= √(Gm/ρrm)
az,max 0,153N/A gFree peak
fieldground motion at depth (grounddistortion)
acceleration) az,max= amax·C(Hmax)
Seismic input

ϒ max 0,000256366 shear strain (angular ϒ max = V s/Cs

parameters

V s/a,max 109 cm/s/g Ratio of peak ground velocity (cm/s) to peak ground acceleration (g) As per Table 2 below
Vs 0,167 m/s Peak ground velocity
hb 50Cs 650,515m Height fromshear
model
wavebottom boundary to tunnel centre
Model input

m/s Effective propagation velocity Cs= √(Gm/ρrm)

(FLAC3D)

ht 35,55
ϒ max m
0,000256366 Height
N/A from
Free model
field shear top
strain boundary
(angular to tunnel
distortion) centre ϒ max = V s/Cs

Δx b 0,013 m
hb 50 m Horizontal displacement
Height from at model
model bottom boundary boundaries
to tunnel centre for free field shear mode
Model input
(FLAC3D)

Δx t 0,009
ht 35,55 m m Height from model top boundary to tunnel centre
Δx b 0,013 m
Horizontal displacement at model boundaries for free field shear mode
Δx t 0,009 m
ADDENDED FIGURES ADDENDED TABLES
ADDENDED FIGURES ADDENDED TABLES

Fig. 1.- Ovaling deformation due to shear waves in tunnel

Note : Above tables are taken from article published in Tunnelling and
Underground Space Technology: "Seismic design and analysis of underground
structures", Y.M.A. Hashash et al., 2001 (ITA accredited material)

Fig. 1.- Ovaling deformation due to shear waves in tunnel

Note : Above tables are taken from article published in Tunnelling and
Underground Space Technology: "Seismic design and analysis of underground
387
structures", Y.M.A. Hashash et al., 2001 (ITA accredited material)
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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Table 2.- Seismic input parameters for Sudhmahadev Tunnel, Class 5 (fault)
SUDHMAHADEV TUNNEL (WORST CASE): SEISMIC INPUT PARAMETERS FOR FLAC3D MODEL AT FAULT STRIP (E&S CLASS 5b)
(as per IS 1893:2002 for estimation of seismic coefficient Z, depending on MCE)

Parameter Value Units Concept Formulation & Comments

Seismic Zone V N/A Seismic zone as per IS 1893 part 1
Z 0,36 N/A Zone factor as per IS (depending on zone location in seismic map)
Seismic data

Sa/g 1,000 N/A Response Spectra (Acceleration Coeff., f(T, ground type, 5% damping) T= 0s for ground embedded structures
I 3,0 N/A Importance factor, depending on use of structure Importance increased to get I/R=1
R 3,0 N/A Response reduction factor, with the condition I/R ≤ 1 For OMRF as per IS1893 (Ordinary RC)
Ah=amax 0,180 g Design horiz. seismic coeff., to obtain PGA ≡ a max as per EC-8 (on response spectra) amax= S·Ah (S omitted as included yet)

ν 0.26 N/A Poisson's Coefficient of rock mass For Salkhala fm. (worst)
Ground data

Erm,d 1.5-1.9 GPa Rock mass Young modulus. As per IS 1893, static unless data on dynamic Adopted average value Erm,d=2.795
ϒrm 26,31 KN/m3 Rock mass unit weight Adopted in Salkhala fm. (worst)
Hmax 245-430 m maximum cover above tunnel crown, to get depth correction coeff. C Expected max. cover in E&S Class

C (Hmax) 0,7 N/A Reduction coefficient C for maximum horiz. acceleration at depth H max As per Table 4 below
az,max 0,126 g peak ground motion at depth (ground acceleration) az,max= amax·C(Hmax)
Seismic input
parameters

V s/a,max 109 cm/s/g Ratio of peak ground velocity (cm/s) to peak ground acceleration (g) As per Table 2 below
Vs 0,137 m/s Peak ground velocity
Cs 477,072 m/s Effective shear wave propagation velocity Cs= √(Gm/ρrm)
ϒ max 0,000287881 N/A Free field shear strain (angular distortion) ϒ max = V s/Cs

hb 50 m Height from model bottom boundary to tunnel centre

Model input
(FLAC3D)

ht 35,55 m Height from model top boundary to tunnel centre

Δx b 0,014 m
Horizontal displacement at model boundaries for free field shear mode
Δx t 0,010 m

ADDENDED FIGURES ADDENDED TABLES

Fig. 1.- Ovaling deformation due to shear waves in tunnel

Note : Above tables are taken from article published in Tunnelling and
Underground Space Technology: "Seismic design and analysis of underground
structures", Y.M.A. Hashash et al., 2001 (ITA accredited material)

388
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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Table 3.- Seismic input parameters for Sudhmahadev Tunnel, Class 4P

VAILOO TUNNEL (WORST CASE): SEISMIC INPUT PARAMETERS FOR FLAC3D MODEL AT PORTALS (E&S Class 4P assumed at E Portal)
(as per IS 1893:2002 for estimation of seismic coefficient Z, depending on MCE)

Parameter Value Units Concept Formulation & Comments

Seismic Zone V N/A Seismic zone as per IS 1893 part 1
Z 0,36 N/A Zone factor as per IS (depending on zone location in seismic map)
Seismic data

Sa/g 1,000 N/A Response Spectra (Acceleration Coeff., f(T, ground type, 5% damping) T= 0s for ground embedded structures
I 3,0 N/A Importance factor, depending on use of structure Importance increased to get I/R=1
R 3,0 N/A Response reduction factor, with the condition I/R ≤ 1 For OMRF as per IS1893 (Ordinary RC)
Ah=amax 0,180 g Design horiz. seismic coeff., to obtain PGA ≡ a max as per EC-8 (on response spectra) amax= S·Ah (S omitted as included yet)

ν 0.23 N/A Poisson's Coefficient of rock mass For Salkhala fm. (worst)
Ground data

Erm,d 5.83 GPa Rock mass Young modulus. As per IS 1893, static unless data on dynamic Adopted average value Erm,d=2.795
ϒrm 26,21 KN/m3 Rock mass unit weight Adopted in Salkhala fm. (worst)
Hmax 15-30 m maximum cover above tunnel crown, to get depth correction coeff. C Expected max. cover in E&S Class

C (Hmax) 0,85 N/A Reduction coefficient C for maximum horiz. acceleration at depth H max As per Table 4 below
az,max 0,153 g peak ground motion at depth (ground acceleration) az,max= amax·C(Hmax)
Seismic input
parameters

V s/a,max 109 cm/s/g Ratio of peak ground velocity (cm/s) to peak ground acceleration (g) As per Table 2 below
Vs 0,167 m/s Peak ground velocity
Cs 950,896 m/s Effective shear wave propagation velocity Cs= √(Gm/ρrm)
ϒ max 0,000175382 N/A Free field shear strain (angular distortion) ϒ max = V s/Cs

hb 50 m Height from model bottom boundary to tunnel centre

Model input
(FLAC3D)

ht 35,55 m Height from model top boundary to tunnel centre

Δx b 0,009 m
Horizontal displacement at model boundaries for free field shear mode
Δx t 0,006 m

ADDENDED FIGURES ADDENDED TABLES

Fig. 1.- Ovaling deformation due to shear waves in tunnel

Note : Above tables are taken from article published in Tunnelling and
Underground Space Technology: "Seismic design and analysis of underground
structures", Y.M.A. Hashash et al., 2001 (ITA accredited material)

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

3 INITIAL AND BOUNDARY GRID CONDITIONS

As the model has been built up incorporating the full tunnel section, the geometry of the grid for
the model has been duplicated: the grid has an horizontal development of x=120 m by y=60 m,
and a vertical dimension of 80 m, (z=-50 m to +30m). For the analysis with cover 30 m it is not
required to apply any boundary stress condition in the top grid face, because such a cover is in-
corporated in the grid mesh. The below figure shows the model grid:

Figure 3.1.- Grid for seismic model showing boundary face for Y=0

In order to apply the shear deformation Δx specified in the Table 1, it has been assumed that hor-
izontal displacements and velocities in the left and right boundary faces are unrestrained, but
horizontal and vertical displacements in the horizontal plane which includes tunnel spring line
level (center x=0, z=0) are constrained, as well as the vertical displacements in the left, right and

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

upper boundary faces. Rest of fix boundary conditions are the usual in calculation model.

In addition to this, there is an initialization to nil value for grid displacements and velocities in
axis x, y, z.

Please notice that after initialization of velocities there are no unbalanced forces acting on the
grid, and no gravity forces are applied further to installation of final lining. Therefore, when an-
gular distortion is applied on the lining, it is evaluated only the seismic component of load act-
ing on the RCC final lining.

In the following figures it is shown the grid with Δx displacements applied to grid points.

Figure 3.2.- Vector displacements in the grid after applying shear strain ϒmax=0.00026, with value
Δx=1.3 cm at bottom plane

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4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

4 GROUND (CONSTITUTIVE MODEL) AND LINING INPUT PARAMETERS

The input values for parameters which have been included in the model setup are as below:

4.1 Ground type and constitutive model

• Constitutive model considered is the classical elastoplastic Mohr-Coulomb.

• Ground Type: RMT-4P, metamorphic rocks formed by: micaschist, quartzite, phyllite and
metavolcanic (Salkhala fm., 3.4). Is the worst case estimated in portals.

• Overburden: 30 m (average for 4P Class).

ELASTIC ROCK MASS HOEK-BROWN

PLASTIC UNIT
GROUND DEPTH PARAMETERS CLASSIFICATION
WEIGHT
TYPE (m) E K G ci C 
 GSI mi (kN/m3 )
(MPa) (MPa) (MPa) (MPa) (MPa) (º)
RMT-4P
Salkhala 30 2795 0.26 1940 1110 34 30 7 0.16 45.5 26.21
fm
4.2 Specifications for support/lining elements

Prior to installation of tunnel lining ring, the model incorporated the support elements and run
for equilibrium once subjected to ground loads. Support elements were following:

• Rock bolts SN or PG  = 25 mm in steel quality 500/550 (Fe500), for tunnel support. Simu-
lated as SEL type cables, with spacing in cross section 1.5 m and 3 m longitudinally, along
tunnel axis.

• Sprayed concrete of strength 35 N/mm2 (C35/45 quality), for tunnel support. Simulated as
grid zones with elastic constitutive model. Total thickness assumed is 30 cm.

• Steel arches: type HEB-200 or equivalent. Spacing 1 m c/c

For more detail of support features please refer to technical note 4, included in Annexure A-7-3.

Calculation properties and assumptions which have been established for the final lining ele-
ments are following.

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4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

RCC lining concrete

The structural concrete is simulated through liner type shell SEL in a range given by lining ge-
ometry inside the grid.

It is assumed that concrete is subjected to compressive and tensile stresses, along with shear
stresses and bending moments. These last two components of resulting actions are bear by the
reinforcement steel.

Material properties are defined by following parameters:

• Young modulus E = 30 GPa

• Poisson’s ratio ν = 0.20

• Unit weight ϒ = 2.5 t/m3 (reinforced)

• Concrete yield strength fck = 30 MPa (min.), in compression

• Concrete tensile strength fct,k= 2.03 MPa (min.), in tension

• Partial mat. Coefficient ϒm = 1.50, to obtain design strength values

• Cross section area: Liner ID=1 A = 0.5 m2/ tunnel meter

Liner ID=2 A = 0.6 m2/ tunnel meter

Liner ID=3 A = 0.35 m2/ tunnel meter

Liner ID=4 A = 0.55 m2/ tunnel meter (ground

beam)

• Normal stiffness RCC lining ring/PVC membrane+ground: kn= 2.17e11 N/m

• Shear stiffness RCC lining ring/PVC membrane: ks= 0.00 N/m (it is neglected)

• Tensional strength RCC lining/ground: 0.00 N/m2, due to the PVC membrane

Reinforcement steel

The reinforcement steel with bar of diameter Ø12, 16, 20 and 25 mm, conforming steel bar
meshes for principal and longitudinal reinforcement, while normally bars of diameter Ø10 and

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Ø8 are used for U stirrup shear reinforcement.

The properties of structural steel are:

• Young Modulus E = 200 GPa

• Poisson ratio  = 0.3

• Unit weight ϒ= 2.50 t/m3

• Partial mat. Coefficient ϒm = 1.15

The steel reinforcement should tackle with a portion of normal forces N, bending moments and
shear forces.

4.3 Partial factor for actions and combinations of actions

In the next tables it is presented the partial factors and combination of actions for ultimate and
serviceability limit states, giving in one of the cases the partial factors in case of confluence with
seismic actions.

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

The two above tables are for Ultimate limit state (ULS)

5 CALCULATION RESULTS

5.1 Actions on structural concrete

In the below summary tables it is shown the stresses acting on RCC concrete liner SEL due to
seismic loads, specifically its main component, shear waves. The stresses correspond to model
slice of 1 m with coordinate Y=7-8:

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

SEISMIC ACTIONS (Shear wave)

Evaluated variables Values (y=7-8) Figures Observations

X-component of axial 7.42e3 (right shoulder) Negative values are compres-

force along cross sec- -2.52e4 (right bench) 5.1-1 sions, and positive tensions.
tion, Nx (N) -5e4 (right g.beam) Moderate values
Y-component of axial -7.30e3 (right shoulder) Negative values are compres-
force along tunnel axis, -1.89e4 (right bench) 5.1-2 sions, and positive tensions.
RCC Concrete – Liner shell

Ny (N) -5.95e4 (right g.beam) Moderate values

X-component of bend- -9.23e3 (right shoulder)
ing moment along tun- -1.09e4 (right bench 5.1-3
nel axis, Mx (m·N) -7.31e4 right g.beam )
Y-component of bend- -1.79e3 (right shoulder)
ing moment along cross -2.43e3 base right bench 5.1-4
section, My (m·N) -1.16e4 right g.beam )
X-component of shear -6.54e3 (right shoulder) These maximum extreme val-
force along cross sec- -3.75e4, base right bench 5.1-5 ues in right ground beam can
tion, Qx (N) -1.67e5 right g.beam ) be considered as anomalous
Maximum values at crown and
Tangent-component of -1.39e3 (right shoulder)
connection of lining arc with
shear force along shell, -4.00e2, base left bench 5.1-6
ground beam (anomalous
Nxy (N) -1.80e4 right g.beam )
point)
Notes:

(1) For functional section for class 4P (portals), this can be modified up to 5% of tunnel diame-
ter

(2) Values shown correspond to average values inside structural SEL shell combination of 2 tri-
angular elements (summed up)

In the following figures it is shown the distribution of normal and shear stresses along with
bending moments in the slice Y=7-8 (width 1 m). These values must be multiplied by the partial
factor given in national (IS 1893) or international (Eurocode 0) codes for seismic actions in ul-
timate limit state and serviceability limit state. Please notice that the codes for structural analysis
are for buildings, not specific for tunnels, but this is the closest reference (case STRU/GEO in
case of Eurocodes) for verification. The partial coefficient tables and load combinations for Eu-
rocode 0 are included at the end of chapter 4.

All stresses are given in International Units, i.e. Pascal’s (Pa).

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 5.1-1.- Overburden 30 m. RCC Concrete shell. Nx axial force at Y=7-8

Figure 5.1-2.- Overburden 30 m. RCC Concrete shell. Ny axial force at Y=7-8

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4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 5.1-3.- Overburden 30 m. RCC Concrete shell. Mx bending moment at Y=7-8

Figure 5.1-4.- Overburden 30 m. RCC Concrete shell. My bending moment at Y=7-8

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 5.1-5.- Overburden 30 m. RCC Concrete shell. Qx shear force at Y=7-8

Figure 5.1-6.- Overburden 30 m. RCC Concrete shell. Nxy shear force at Y=7-8

In the below tables it is included the analytical values of forces and moments obtained as results
of seismic loads only, and considering as origin of distances de left ground beam toe (point seri-
al No. 1):

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under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

FORCES ACTING ON RCC LINING RING & GR. BEAM (LINER SHELL IN FLAC3D) AT SLICE Y=7-8, in N.- CLASS 4P

Serial No. SEL-PAIR ID X-coord Z-coord Distance from 1 RCC segment Axial F. Nx Axial F. Ny Force Nxy Shear F. Qx Shear F. Qy
1(1) 3683-3684 -3,89E+00 -4,35E+00 0,000 -3,26E+03 -3,57E+04 5,98E+03 -1,03E+04 1,84E+03

Left Ground beam

2 3681-3682 -4,16E+00 -4,35E+00 0,270 -8,09E+03 -2,00E+04 5,28E+03 5,51E+03 1,44E+03

th=0.55m
3 3679-3680 -4,43E+00 -4,35E+00 0,540 -1,33E+04 -5,44E+03 7,89E+03 1,82E+04 -8,21E+02
4 3587-3588 -4,61E+00 -4,35E+00 0,723 -1,58E+04 5,43E+03 8,56E+03 1,03E+04 -2,62E+03
5 3619-3620 -4,70E+00 -4,35E+00 0,819 -1,50E+04 1,40E+04 6,40E+03 -2,05E+04 -2,81E+03
6 3555-3556 -4,85E+00 -4,35E+00 0,967 -1,03E+04 2,62E+04 5,02E+03 -3,77E+03 -1,69E+03
7 3523-3524 -5,05E+00 -4,35E+00 1,166 -9,56E+03 3,77E+04 2,59E+03 8,14E+02 -1,25E+03

th=0.35m
Transition
8 3251-3252 -5,19E+00 -4,27E+00 1,325 -7,33E+02 -1,40E+03 3,37E+02 -1,33E+02 8,24E+00

arc-Gr.
Beam
9 3249-3250 -5,26E+00 -4,11E+00 1,503 -2,26E+03 -3,36E+02 1,22E+02 9,73E+02 6,69E+01
10 3203-3204 -5,32E+00 -3,88E+00 1,734 -3,47E+03 9,99E+02 -1,44E+02 4,50E+02 2,43E+01
11 3075-3076 -5,39E+00 -3,61E+00 2,020 -1,46E+04 -2,25E+02 -3,35E+02 7,65E+02 -3,89E+02

Left Lining arc Benching

12 2963-2964 -5,47E+00 -3,18E+00 2,454 -2,07E+04 -1,36E+03 -4,00E+02 1,81E+03 -3,48E+02

th=0.60m
13 2961-2962 -5,55E+00 -2,61E+00 3,035 -2,41E+04 -1,88E+03 -3,52E+02 -1,59E+02 -2,24E+01
14 2959-2960 -5,59E+00 -2,03E+00 3,616 -2,34E+04 -1,87E+03 -2,13E+02 -7,70E+02 -1,00E+02
15 2957-2958 -5,60E+00 -1,44E+00 4,197 -1,93E+04 -1,51E+03 -9,28E+01 -9,40E+00 -3,01E+01
16 2955-2956 -5,57E+00 -8,64E-01 4,778 -1,27E+04 -1,00E+03 -4,61E+01 -3,74E+01 1,52E+02
17 2953-2954 -5,50E+00 -2,87E-01 5,359 -7,15E+03 -8,91E+02 5,56E+01 -1,96E+02 1,45E+02
18 2579-2580 -5,38E+00 3,40E-01 5,997 -1,23E+03 -3,86E+03 8,65E+01 -1,95E+03 4,29E+02
19 2577-2578 -5,20E+00 1,01E+00 6,693 -2,44E+03 -4,58E+03 3,71E+02 -3,20E+03 3,93E+02
20 2575-2576 -4,97E+00 1,67E+00 7,389 -3,07E+03 -5,02E+03 4,78E+02 -3,61E+02 7,94E+01
21 2573-2574 -4,69E+00 2,31E+00 8,085 -2,23E+03 -5,12E+03 5,53E+02 1,62E+03 -1,44E+02
22 2355-2356 -4,37E+00 2,88E+00 8,738 -1,40E+03 -5,29E+03 5,66E+02 1,89E+03 -2,48E+02
23 2357-2358 -4,01E+00 3,37E+00 9,347 -2,13E+03 -5,77E+03 4,72E+02 1,64E+02 -2,66E+02
24 2359-2360 -3,59E+00 3,81E+00 9,956 -3,44E+03 -6,38E+03 2,71E+02 -3,06E+03 -2,42E+02
Lining arc top heading from left to right, th=0.50m

25 2361-2362 -3,13E+00 4,20E+00 10,564 -3,76E+03 -6,88E+03 1,44E+02 -4,89E+03 -2,33E+02

26 2363-2364 -2,62E+00 4,53E+00 11,172 -2,73E+03 -7,12E+03 1,09E+02 -3,26E+03 -2,55E+02
27 2365-2366 -2,07E+00 4,80E+00 11,782 -1,17E+03 -7,15E+03 9,08E+01 8,69E+02 -2,98E+02
28 2367-2368 -1,50E+00 5,01E+00 12,391 2,63E+02 -7,14E+03 1,54E+02 3,52E+03 -2,04E+02
29 2369-2370 -9,08E-01 5,16E+00 13,000 1,63E+03 -7,09E+03 3,22E+02 4,77E+03 5,84E+01
30 2371-2372 -3,04E-01 5,23E+00 13,608 2,53E+03 -7,07E+03 5,69E+02 5,64E+02 2,99E+02
31 1955-1956 3,04E-01 5,23E+00 14,216 2,55E+03 -7,11E+03 7,94E+02 -2,49E+03 2,98E+02
32 1953-1954 9,08E-01 5,16E+00 14,824 1,78E+03 -7,22E+03 9,72E+02 -5,05E+03 1,17E+02
33 1951-1952 1,50E+00 5,01E+00 15,432 5,83E+02 -7,30E+03 1,02E+03 -3,71E+03 1,95E+01
34 1949-1950 2,07E+00 4,80E+00 16,042 -2,81E+02 -7,22E+03 9,12E+02 -5,20E+02 -1,57E+02
35 1947-1948 2,62E+00 4,53E+00 16,651 -3,45E+01 -6,79E+03 6,78E+02 4,11E+03 -3,43E+02
36 1945-1946 3,13E+00 4,20E+00 17,260 1,80E+03 -5,90E+03 2,85E+02 6,37E+03 -3,59E+02
37 1943-1944 3,59E+00 3,81E+00 17,868 4,73E+03 -4,74E+03 -1,45E+02 6,54E+03 -2,70E+02
38 1941-1942 4,01E+00 3,37E+00 18,477 7,01E+03 -3,67E+03 -5,43E+02 2,48E+03 -1,92E+02
39 1939-1940 4,37E+00 2,88E+00 19,086 7,42E+03 -2,88E+03 -9,33E+02 -9,70E+02 -1,70E+02
40 2157-2158 4,69E+00 2,31E+00 19,738 6,53E+03 -2,24E+03 -1,27E+03 -2,89E+03 -1,21E+01
41 2159-2160 4,97E+00 1,67E+00 20,435 4,87E+03 -1,70E+03 -1,39E+03 -1,68E+03 1,91E+02
42 2161-2162 5,20E+00 1,01E+00 21,130 2,88E+03 -1,24E+03 -1,19E+03 2,55E+02 3,71E+02
43 2163-2164 5,38E+00 3,40E-01 21,827 1,50E+03 -6,97E+02 -9,47E+02 7,88E+02 3,09E+02
44 2729-2730 22,465 -4,16E+03 -8,82E+01 -5,69E+01 -9,48E+03 1,00E+03
arc-Gr. Right Lining arc Benching

5,50E+00 -2,87E-01
45 2731-2732 5,57E+00 -8,64E-01 23,046 -8,59E+03 -7,13E+02 -1,41E+02 -4,84E+03 1,95E+03
th=0.60m

46 2733-2734 5,60E+00 -1,44E+00 23,627 -1,41E+04 -1,07E+03 -5,18E+01 -1,02E+03 6,30E+02

47 2735-2736 5,59E+00 -2,03E+00 24,208 -2,01E+04 -1,53E+03 4,24E+01 1,76E+03 -3,60E+02
48 2737-2738 5,55E+00 -2,61E+00 24,789 -2,52E+04 -1,89E+03 9,52E+01 -3,28E+03 -3,76E+02
49 2739-2740 5,47E+00 -3,18E+00 25,370 -2,28E+04 -9,44E+02 1,63E+02 -4,86E+03 -1,55E+03
50 2851-2852 5,39E+00 -3,61E+00 25,803 -1,50E+04 9,31E+02 9,34E+01 -3,18E+04 -1,91E+03
th=0.35m
Transition

51 3107-3108 5,32E+00 -3,88E+00 26,089 -4,05E+03 9,39E+03 -2,29E+03 2,17E+03 -4,46E+03

Beam

52 3153-3154 5,26E+00 -4,11E+00 26,321 -5,54E+03 -2,45E+03 -6,86E+02 2,77E+03 -7,85E+03

53 3155-3156 5,19E+00 -4,27E+00 26,498 -3,86E+03 -1,18E+04 1,08E+03 -3,75E+04 -7,69E+03
54 3299-3300 5,05E+00 -4,35E+00 26,658 -8,05E+04 -5,95E+04 -1,36E+04 1,53E+05 -2,25E+04
Right Ground beam

55 3331-3332 4,85E+00 -4,35E+00 26,857 -7,79E+04 -4,76E+04 -1,80E+04 1,67E+05 -2,98E+04

th=0.55m

56 3363-3364 4,61E+00 -4,35E+00 27,101 1,68E+04 -6,70E+03 -1,41E+04 1,67E+03 -3,69E+04

57 3395-3396 4,70E+00 -4,35E+00 27,197 -4,40E+04 -2,69E+04 -1,67E+04 1,24E+05 -3,44E+04
58 3455-3456 4,43E+00 -4,35E+00 27,476 5,45E+04 1,08E+04 -1,28E+04 -1,27E+05 -2,61E+04
59 3457-3458 4,16E+00 -4,35E+00 27,746 5,13E+04 2,56E+04 -1,08E+04 -9,21E+04 -2,09E+04
60 3459-3460 28,016 4,22E+04 4,50E+04 -1,09E+04 -6,88E+04 -1,55E+04
w 3,89E+00 -4,35E+00

NOTE: (1) The location of Serial No. 1 corresponds to Left Ground Beam toe

400
FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

MOMENTS ACTING ON RCC LINING RING & GR. BEAM (LINER SHELL IN FLAC3D) AT SLICE Y=7-8, in m·N.-

Serial No. SEL-PAIR ID X-coord Z-coord Distance from 1RCC segment Moment Mx Moment My Axial F. Nx Axial F. Ny
1(1) 3683-3684 -3,89E+00 -4,35E+00 0,000 1,37E+03 -2,06E+03 -3,26E+03 -3,57E+04

Left Ground beam

2 3681-3682 -4,16E+00 -4,35E+00 0,270 2,32E+03 -1,79E+03 -8,09E+03 -2,00E+04

th=0.55m
3 3679-3680 -4,43E+00 -4,35E+00 0,540 -8,47E+02 -2,61E+03 -1,33E+04 -5,44E+03
4 3587-3588 -4,61E+00 -4,35E+00 0,723 -3,78E+03 -3,42E+03 -1,58E+04 5,43E+03
5 3619-3620 -4,70E+00 -4,35E+00 0,819 -3,30E+03 -3,37E+03 -1,50E+04 1,40E+04
6 3555-3556 -4,85E+00 -4,35E+00 0,967 -1,86E+03 -3,19E+03 -1,03E+04 2,62E+04
7 3523-3524 -5,05E+00 -4,35E+00 1,166 -1,34E+03 -3,24E+03 -9,56E+03 3,77E+04

th=0.35m
Transition
8 3251-3252 -5,19E+00 -4,27E+00 1,325 1,83E+02 1,24E+02 -7,33E+02 -1,40E+03

arc-Gr.
Beam
9 3249-3250 -5,26E+00 -4,11E+00 1,503 1,25E+02 7,48E+01 -2,26E+03 -3,36E+02
10 3203-3204 -5,32E+00 -3,88E+00 1,734 -1,37E+01 9,43E+00 -3,47E+03 9,99E+02
11 3075-3076 -5,39E+00 -3,61E+00 2,020 3,58E+02 2,04E+02 -1,46E+04 -2,25E+02

Left Lining arc Benching

12 2963-2964 -5,47E+00 -3,18E+00 2,454 -1,95E+02 -1,72E+01 -2,07E+04 -1,36E+03

th=0.60m
13 2961-2962 -5,55E+00 -2,61E+00 3,035 -6,05E+02 -2,31E+02 -2,41E+04 -1,88E+03
14 2959-2960 -5,59E+00 -2,03E+00 3,616 -2,10E+02 -2,23E+02 -2,34E+04 -1,87E+03
15 2957-2958 -5,60E+00 -1,44E+00 4,197 -3,51E+01 -2,91E+02 -1,93E+04 -1,51E+03
16 2955-2956 -5,57E+00 -8,64E-01 4,778 -5,20E+01 -3,91E+02 -1,27E+04 -1,00E+03
17 2953-2954 -5,50E+00 -2,87E-01 5,359 -4,36E+01 -4,71E+02 -7,15E+03 -8,91E+02
18 2579-2580 -5,38E+00 3,40E-01 5,997 -5,28E+02 7,40E+01 -1,23E+03 -3,86E+03
19 2577-2578 -5,20E+00 1,01E+00 6,693 -2,24E+03 -4,89E+02 -2,44E+03 -4,58E+03
20 2575-2576 -4,97E+00 1,67E+00 7,389 -3,36E+03 -8,73E+02 -3,07E+03 -5,02E+03
21 2573-2574 -4,69E+00 2,31E+00 8,085 -2,85E+03 -8,43E+02 -2,23E+03 -5,12E+03
22 2355-2356 -4,37E+00 2,88E+00 8,738 -1,65E+03 -6,07E+02 -1,40E+03 -5,29E+03
23 2357-2358 -4,01E+00 3,37E+00 9,347 -1,06E+03 -4,42E+02 -2,13E+03 -5,77E+03
24 2359-2360 -3,59E+00 3,81E+00 9,956 -1,97E+03 -5,45E+02 -3,44E+03 -6,38E+03
Lining arc top heading from left to right, th=0.50m

25 2361-2362 -3,13E+00 4,20E+00 10,564 -4,45E+03 -1,02E+03 -3,76E+03 -6,88E+03

26 2363-2364 -2,62E+00 4,53E+00 11,172 -6,93E+03 -1,54E+03 -2,73E+03 -7,12E+03
27 2365-2366 -2,07E+00 4,80E+00 11,782 -7,69E+03 -1,70E+03 -1,17E+03 -7,15E+03
28 2367-2368 -1,50E+00 5,01E+00 12,391 -6,32E+03 -1,37E+03 2,63E+02 -7,14E+03
29 2369-2370 -9,08E-01 5,16E+00 13,000 -3,84E+03 -8,02E+02 1,63E+03 -7,09E+03
30 2371-2372 -3,04E-01 5,23E+00 13,608 -2,22E+03 -4,15E+02 2,53E+03 -7,07E+03
31 1955-1956 3,04E-01 5,23E+00 14,216 -2,89E+03 -5,42E+02 2,55E+03 -7,11E+03
32 1953-1954 9,08E-01 5,16E+00 14,824 -5,20E+03 -9,67E+02 1,78E+03 -7,22E+03
33 1951-1952 1,50E+00 5,01E+00 15,432 -7,91E+03 -1,51E+03 5,83E+02 -7,30E+03
34 1949-1950 2,07E+00 4,80E+00 16,042 -9,23E+03 -1,79E+03 -2,81E+02 -7,22E+03
35 1947-1948 2,62E+00 4,53E+00 16,651 -8,13E+03 -1,55E+03 -3,45E+01 -6,79E+03
36 1945-1946 3,13E+00 4,20E+00 17,260 -4,94E+03 -8,69E+02 1,80E+03 -5,90E+03
37 1943-1944 3,59E+00 3,81E+00 17,868 -9,88E+02 -5,24E+01 4,73E+03 -4,74E+03
38 1941-1942 4,01E+00 3,37E+00 18,477 1,77E+03 4,93E+02 7,01E+03 -3,67E+03
39 1939-1940 4,37E+00 2,88E+00 19,086 2,29E+03 5,33E+02 7,42E+03 -2,88E+03
40 2157-2158 4,69E+00 2,31E+00 19,738 1,07E+03 1,72E+02 6,53E+03 -2,24E+03
41 2159-2160 4,97E+00 1,67E+00 20,435 -4,62E+02 -2,63E+02 4,87E+03 -1,70E+03
42 2161-2162 5,20E+00 1,01E+00 21,130 -9,01E+02 -4,23E+02 2,88E+03 -1,24E+03
43 2163-2164 5,38E+00 3,40E-01 21,827 -4,96E+02 -3,65E+02 1,50E+03 -6,97E+02
44 2729-2730 22,465 -2,85E+03 -1,54E+02 -4,16E+03 -8,82E+01
arc-Gr. Right Lining arc Benching

5,50E+00 -2,87E-01
45 2731-2732 5,57E+00 -8,64E-01 23,046 -7,45E+03 -1,22E+03 -8,59E+03 -7,13E+02
th=0.60m

46 2733-2734 5,60E+00 -1,44E+00 23,627 -9,68E+03 -1,61E+03 -1,41E+04 -1,07E+03

47 2735-2736 5,59E+00 -2,03E+00 24,208 -1,09E+04 -1,78E+03 -2,01E+04 -1,53E+03
48 2737-2738 5,55E+00 -2,61E+00 24,789 -1,04E+04 -1,58E+03 -2,52E+04 -1,89E+03
49 2739-2740 5,47E+00 -3,18E+00 25,370 -7,77E+03 -1,06E+03 -2,28E+04 -9,44E+02
50 2851-2852 5,39E+00 -3,61E+00 25,803 -1,92E+03 -1,12E+02 -1,50E+04 9,31E+02
th=0.35m
Transition

51 3107-3108 5,32E+00 -3,88E+00 26,089 -1,14E+03 1,61E+03 -4,05E+03 9,39E+03

Beam

52 3153-3154 5,26E+00 -4,11E+00 26,321 -9,23E+02 1,71E+03 -5,54E+03 -2,45E+03

53 3155-3156 5,19E+00 -4,27E+00 26,498 1,99E+03 2,43E+03 -3,86E+03 -1,18E+04
54 3299-3300 5,05E+00 -4,35E+00 26,658 -1,22E+04 2,30E+02 -8,05E+04 -5,95E+04
Right Ground beam

55 3331-3332 4,85E+00 -4,35E+00 26,857 -4,41E+04 -6,09E+03 -7,79E+04 -4,76E+04

th=0.55m

56 3363-3364 4,61E+00 -4,35E+00 27,101 -7,31E+04 -1,16E+04 1,68E+04 -6,70E+03

57 3395-3396 4,70E+00 -4,35E+00 27,197 -6,66E+04 -1,02E+04 -4,40E+04 -2,69E+04
58 3455-3456 4,43E+00 -4,35E+00 27,476 -5,72E+04 -8,38E+03 5,45E+04 1,08E+04
59 3457-3458 4,16E+00 -4,35E+00 27,746 -2,69E+04 -1,62E+03 5,13E+04 2,56E+04
60 3459-3460 3,89E+00 -4,35E+00 28,016 -5,57E+03 3,06E+03 4,22E+04 4,50E+04

401
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

The corresponding graphs with values of resulting forces and moments are included in the fol-
lowing figures:

It can be observed that the maximum values of axial forces Nx along RCC lining cross section
axis are located in the half lower part of left benching and right shoulder. The values obtained in
the right ground beam are anomalous and should not be considered (specifically points Sl.No 54
and 55). The axial forces are lower than expected due to its repartition between shotcrete and
RCC concrete, which still is contributing.

Axial tensional forces are not considerable, below the design tensile strength of concrete, but
sometimes it is considered that tensile strength of concrete should be neglected, so this means
that reinforcement is required.

The shear component Qx of forces, which is shown in the next table, is the main reason to in-
corporate the RCC steel reinforcement, but it is not clear that shear reinforcement will be re-

402
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

quired, because values are not very high, as compared with other cases.

n conclusion, the concrete does not seem to be overloaded in compression and tension (in this
last case depending on partial factors adopted), but it has to be reinforced due to shear stresses,
and all actions derived from seismic in the section have to be added to the actions already calcu-
lated for static loads.

As reflected in next table, the bending moments are not excessive neither.

403
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

6 CONCLUSIONS

The actions obtained in the calculations on the numerical model are generated by the seismic
shear shaking phenomenon only, so to complete the structural verification it has to be added the
actions from static loads in case of poor rock masses at portals and fault stretches. The seismic
loads are affecting specially to the values of shear forces, less to the axial forces and bending
moments.

The development of tangential stresses around the cavity, which derives in axial forces, are con-
firmed by the following figures, which provide values of compressive stresses in the support
shotcrete up to 3-4 MPa. One part of the seismic loads is absorbed by the support, so it is sup-
posed that it can contribute against the seismic shear distortion. The first figure refers to the
stress field after support application, while the second is referred to status after application of
seismic phenomenon.

404
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6.1.-Minimum principal stresses in support & ground: before seismic shake (above), and after
(below)

In addition to this, it has to be highlighted that plasticization level of E&S Class 4P is much less
than in E&S Class 4 (as it can be seen in next figure), so plasticization ring load should be much
less in the consideration of static loads on the final lining. Nevertheless, normally in the cases of
very low overburden it is normally used the Terzaghi hypothesis of calculation, which takes into
account the width of tunnel B. For the rock quality assumed, it could be taken as a first approx-
imation a height of rock above crown of 0.75·B.

Figure 6.2.- Plastic status of ground around the cavity for support in Class 4P with 30 m of overburden,
before application of seismic load (above), and after application (below).

405
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length
4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00 Km
under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

The maximum shear stresses are given to evaluate the requirement of shear reinforcement (U
stirrups & spacing) and steel area for longitudinal and principal reinforcement. To verify the
concrete shear strength contribution, it is required for concrete to be reinforced at least with
principal and longitudinal steel reinforcement. It is not clear that U stirrups for shear reinforce-
ment may be required, it has to be checked taking into account all loads on the final lining.

Final conclusion is that the reinforcement is required under seismic condition for the lining ring,
mainly due to development of shear stresses in the RCC concrete. Distribution and cross section
of steel bars depends on the structural verification including static loads, and neglecting contri-
bution of support on long term basis.

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ANNEXURE 7.6

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TABLE OF CONTENTS

1.0 INTRODUCTION ...................................................................................................................................... 409

2.0 INPUT PARAMETERS ............................................................................................................................ 409

2.1 Material Properties ................................................................................................................................ 409

2.2 Rock Parameters ..................................................................................................................................... 409

2.3 Tunnel Geometry .................................................................................................................................... 409

2.4 Loads ........................................................................................................................................................... 409

2.5 Load Combinations ................................................................................................................................ 412

3.0 DESIGN APPROACH & METHODOLOGY ........................................................................................ 412

4.0 ANALYSIS ................................................................................................................................................... 412

4.1 STAAD Model............................................................................................................................................ 412

4.2 Spring Stiffnesss ...................................................................................................................................... 413

4.3 Applied Loads........................................................................................................................................... 416

5.0 RESULT AND DISCUSSION .................................................................................................................. 419

6.0 DESIGN OF CONCRETE LINING ......................................................................................................... 426

7.0 REFERENCE .............................................................................................................................................. 429

7.1 Codes and Standards ............................................................................................................................. 429

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1.0 INTRODUCTION

This report covers the design of concrete lining for the Sudhmahadev-Dranga Tunnel and
it is the part of Detail Project Report of Sudhmahadev-Dranga tunnel. The design of
concrete lining has been carried out in such a way that it could sustain all the loads.

2.0 INPUT PARAMETERS

2.1 Material Properties

 Grade of Concrete M35

 Young Modulus of Concrete, Ec 29580 MPa (5000√fck)

 Unit Wt. of Concrete 25kN/m3

 Grade of Steel Fe500

 Yield Strength of steel 500MPa

 Poisson’s ratio 0.20

 Clear Cover 50mm

2.2 Rock Parameters

(Max./Average)

Poisson's Ratio,
Index Selected
Ground Type

RM Strength,
Overburden

RMR Value

Friction, ɸ

Cohesion,
Modulus,
Selected

Internal
Unit Wt.

Erm

Crm
σm
Q

m kN/m3 Mpa Gpa Mpa

3 831/413 11 42 26.38 4.7 0.25 10.80 36.6 2.71
4 456/323 0.05 22 26.59 2.2 0.26 5.20 35.4 1.29
5 432/291 0.007 10 26.31 1.2 0.26 1.90 34.8 1.10
2.3 Tunnel Geometry

Tunnel cross section with invert in rock class IV & V, cross section without invert in rock
class III is taken for the analysis.

2.4 Loads

Following loads are considered in the design of concrete lining of tunnel.

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2.4.1 Dead Load (G1)

Self-weight of the lining is considered as dead load. Dead load of concrete lining is
calculated from concrete volumes taken off from physical dimensions of the tunnel.

2.4.2 Rock Load (G2)

Considering the plasticization around the cavity, the ground materials present different
plasticized radius Rp depending on the time and magnitude of support applied, and on
the geotechnical parameters of respective rock masses.

Concerning to rock load distribution in the final lining model ring, below it is shown a
handmade scheme with the loads intervening on the model beams for the spring bedded
model:

Rock Load distribution for final lining calculation in case of static loads

Vertical unit load is Pv= ϒRM · (Rp-R0), and acts on the 130º of crown umbrella, while
horizontal unit load is PH= K0 · PV, where ϒRM is rock mass unit weight, and K0 is the at
rest earth pressure coefficient, which can be estimated as K0= 1-sin ɸ with ɸ as rock mass
internal friction angle. Minimum K0 is taken equal to 1.

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Rock Loads considered in the analysis for different type of rock are given in below table.

Table: Rock Loads in Different Rock Classes

Plasticization Rock
Coefficient
Excavation Ring Width Rock Load Internal Load on
Unit Wt. of Rock
& Support (Rp-R0), on Crown, Friction, Side
of Rock Pressure
Class Adopted for Pv ɸ Walls,
(kN/m3) at Rest, Ko
Design (kN/m2) PH
(m) (kN/m2)
3 3.50 26.38 92.33 36.6 1.00 92.33
4 6.50 26.59 172.84 35.4 1.00 172.84
5 10.00 26.31 263.10 34.8 1.00 263.10
2.4.3 Load of Pavement (G1)

Pavement is consisting of PQC, dry lean concrete and granular sub base. The wt. of all
these materials shall act on the invert of the tunnel. Considering average unit wt. of all
these materials as 22kN/m3 and the corresponding total thickness, load is applied on the
invert lining.

2.4.4 Temperature Load (Q1)

Temperate loads are generated due to the temperature differences between the
atmosphere and inside the concrete lining. Since tunnel is an underground structure, so
the temperature differences will be very less. Because of this, these loads are neglected
in the design.

2.4.5 External Water Load

It is assumed that 50kPa water load can act as external pressure at the crown and it is
linearly decreased up to nil towards the bottom. At the center of invert, 30kPa uplift force
is taken which decreases up to nil towards both the sides.

2.4.6 Earthquake Force

In general, underground structures are subjected to much less stresses in earthquake

than structures above the ground. These stresses reduce with increase in depth. Location
of tunnel is underground where super-incumbent cover varies, due to this cover the
effect of ground motion will reduce substantially. So, it can be assumed that earthquake
induced stress in tunnel are much lower due to earthquakes. Due to this reason, seismic

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loads are not considered for the design of lining.

2.5 Load Combinations

Considering the limit state method following load combinations have been taken for the
analysis,

I 1.5×G1

II 1.5×G1+1.50×G2

3.0 DESIGN APPROACH & METHODOLOGY

A two-dimensional plane frame Analyses are performed using the computer program
from STAAD Pro. Beam elements have been modeled to analyze the structure. The
interface between lining and rock cannot withstand tension; therefore, interface
elements may be used, or the springs deactivated when tensile stresses occur.
Compression only surface spring is considered to generate the support condition. Springs
have been generated by using STAAD command and reference can be made to STAAD
manual for further details. Radial springs are applied at each node to simulate elastic
interaction between the lining and the rock.

All loads have been applied on the lining and different possible loads combinations have
been created and analyzed. Lining is designed for bending moment and shear forces
taken from the STAAD pro output file.

4.0 ANALYSIS

4.1 STAAD Model

Geometry of the tunnel cross section is taken from the AutoCAD software. A 3D view of
the model created in the STAAD Pro is shown below.

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Fig.3: 3D View of STAAD Model (Section without Invert)

Fig.3: 3D View of STAAD Model (Section with Invert)

4.2 Spring Stiffness

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Radial spring stiffness expressed in unit of force/displacement is calculated as per given

formula,

Kr = Er b θ / (1+μr)

KT = 0.5Kr / (1+ μr)

Where, Kr Radial Spring Stiffness

KT Tangential Spring Stiffness

Er Modulus of Deformation of Rock mass

b Length of tunnel element considered

θ Arc subtended by the beam element (radian)

μr Poison Ration of rock

A figure is shown below for the reference.

Beam Spring Model

Calculations are shown in below tables,

Class- 3

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# Radial Spring Stiffness Kr Er.b.Փ/(1+μr) Unit

Where Walls Crown Invert
1 Modulus of Deformation of Rock Mass Er 10800 10800 10800 N/mm2
2 Width of Element under consideration b 1000 1000 1000 mm
3 Average Length of member 0.410 0.355 0.500 m
4 Radius of lining 8.36 5 10.06 m
5 Angle subtended by element Փ = l/r 0.049 0.071 0.050 Radians
6 Poisson Ratio of Rock 0.25 0.25 0.25
7 Radial Spring Stiffness Kr 423732 613440 429423 kN/m
8 Tangential Spring Stiffness KT 169493 245376 171769 kN/m

Class- 4
# Radial Spring Stiffness Kr Er.b.Փ/(1+μr) Unit
Where Walls Crown Invert
1 Modulus of Deformation of Rock Mass Er 5200 5200 5200 N/mm2
2 Width of Element under consideration b 1000 1000 1000 mm
3 Average Length of member 0.410 0.355 0.500 m
4 Radius of lining 8.36 5 10.06 m
5 Angle subtended by element Փ = l/r 0.049 0.071 0.050 Radians
6 Poisson Ratio of Rock 0.26 0.26 0.26
7 Radial Spring Stiffness Kr 202400 293016 205118 kN/m
8 Tangential Spring Stiffness KT 80317 116276 81396 kN/m

Class- 5
# Radial Spring Stiffness Kr Er.b.Փ/(1+μr) Unit
Where Walls Crown Invert
1 Modulus of Deformation of Rock Mass Er 1900 1900 1900 N/mm2
2 Width of Element under consideration b 1000 1000 1000 mm
3 Average Length of member 0.410 0.355 0.500 m
4 Radius of lining 8.36 5 10.06 m
5 Angle subtended by element Փ = l/r 0.049 0.071 0.050 Radians
6 Poisson Ratio of Rock 0.26 0.26 0.26
7 Radial Spring Stiffness Kr 73954 107063 74947 kN/m
8 Tangential Spring Stiffness KT 29347 42486 29741 kN/m
STAAD model with the applied support as spring is shown below,

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Fig.4: STAAD Model with Applied Supports

4.3 Applied Loads

Self wt. of the lining and rock loads have been applied on the structure. STAAD model
with the applied rock load is shown below,

Fig.5: Rock load at Crown (Class-3)

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Fig.5: Rock load at Crown (Class-4)

Fig.5: Rock load at Crown (Class-5)

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Fig.4: Rock load at Walls (Class-3)

Fig.4: Rock load at Walls (Class-4)

Fig.4: Rock load at Walls (Class-5)

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External Water Load (All Class)

5.0 RESULT AND DISCUSSION

Analysis has been performed for the all the applied loads and their possible combination.
After analysis of the model, the bending moment and shear forces have been taken from
the output file. Required thickness of concrete lining and required reinforcement has
been calculated for the critical moments and shear forces. Results are shown for critical
loading combinations in below figures.

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Bending Moment Diagram (Class III)

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Bending Moment Diagram (Class IV)

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Bending Moment Diagram (Class V)

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Shear Force Diagram Class III

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Shear Force Diagram (Class IV)

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Shear Force Diagram (Class V)

As per the analysis, it is observed that the sections in class-4 & 5 are required RCC lining.
In section of class-3, moments, shear forces and corresponding tensile stresses are well
below the tensile strength of grade M35 concrete. So, RCC lining is not required in rock
class-3 and above.

As per the moment and shear force diagram, maximum moment and shear occurs at the
bottom corners of the wall and invert. To counter these moments and shear, thickness
of lining is increased at both the corners. Reinforcement and thickness of lining are
calculated for wall, invert and crown locations of tunnel.

Summary of the results is shown in below table.

Table 1: Results - Analysis (Class 5-With Invert)

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Bending Moment Shear Force

S. No. Description
kN-m kN
1 Invert 741 498
2 Bottom Corner 1307 1120
3 Side walls 531 976
4 Crown 479 304
Table 2: Results - Analysis (Class 4-With Invert)

Bending Moment Shear Force

S. No. Description
kN-m kN
1 Invert 323 247
2 Bottom Corner 595 636
3 Side walls 238 527
4 Crown 160 188
6.0 DESIGN OF CONCRETE LINING

Concrete lining has been designed using the limit state method. Lining thickness at the
different locations (invert, crown, walls and bottom corners) has been checked.
Calculations have been shown at Annexure A1 & A2. Outcome of the design is tabled
below,

Table of Results

Grade of Lining Thickness (mm)

Description Concrete At
Lining At Invert At Wall
crown
590 (at mid)
Section Varying from 500 to
500 Increasing towards the
with Invert 760
corner
M35
Section
Varying from 400 to
without 400 -
660
invert

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7.0 REFERENCE

7.1 Codes and Standards

1) USACE EM 1110-2-2901 Engineering and Design - Tunnels and Shafts in rock

2) IS 456:2000 Plain and Reinforced Concrete

3) IS 1893 (Part 1) – 2002, Criteria for Earthquake Resistant Design

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Annexure 7.7

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1.0 INTRODUCTION
This report covers the geotechnical design of the Excavation slope.
1.1 Slope Stability Analysis (FEM Method)
Stability analysis of excavation slope has been carried out using RS2 Software (RocScience)
software based on Finite Element Method. The analysis has been done for overall stability
of the slopes.
1.2 Inputs parameters
 Rock Mass Properties for Western Portal Tunnel-1
Unit wt. 27kN/m3
Cohesion Peak 0.4MPa
Angle of internal friction Peak 40 (Degree)
Modulus of Elasticity, E 3300MPa
Poison Ratio 0.24
Cohesion Residual 0.20MPa
Angle of internal friction Residual 38 (Degree)
 Rock Mass Properties for Western Portal Tunnel-2
Unit wt. 27kN/m3
Cohesion Peak 0.3MPa
Angle of internal friction Peak 36 (Degree)
Modulus of Elasticity, E 2800MPa
Poison Ratio 0.26
Cohesion Residual 0.15MPa
Angle of internal friction Residual 33(Degree)
 Rock Bolt Properties Tunnel-1 Western Portal
Diameter of Bolt 25mm
Modulus of Elasticity, E 200000MPa
Tensile Capacity peak 0.2MN
Tensile Capacity Resiudal 0.2MN
 Rock Bolt Properties Tunnel-2 Western Portal
 Bolt Type-1
Diameter of Bolt 25mm
Modulus of Elasticity, E 200000MPa

431
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.
s

Tensile Capacity peak 0.2MN

Tensile Capacity Resiudal 0.2MN
 Bolt Type-2
Diameter of Bolt 32mm
Modulus of Elasticity, E 200000MPa
Tensile Capacity peak 0.3MN
Tensile Capacity Resiudal 0.3MN
 Shotcrete Properties
Modulus of Elasticity, E 33000MPa
Poison Ratio 0.20
 Seismic Forces
Following seismic coefficient have been considered in analysis,
Horizontal seismic coefficient 0.18
Vertical seismic coefficient 0.12
1.2.1 Model Generation
The coordinates defining the slope profile considering the natural surface level, anticipated
bedrock and proposed excavation line for respective slopes, have been saved in DXF format
and imported into Phase2. Because of the large number of vertices which are used to
accurately define the model, it is difficult to enter coordinates manually, Hence the model
has been imported from AutoCAD in DXF format. Suitable mesh type is applied to produce
a good geometric mesh for effective comparison of analysis results. The boundaries are
either real or artificial. Real boundaries in slope stability problems correspond to the
natural or excavated ground surface that is usually stress free. Artificial boundaries do not
exist in reality. All problems in geo-mechanics, including slope stability problems, require
that the infinite extent of a real problem domain be artificially truncated to include only
the immediate area of interest. After applying the boundaries, all the rock and overburden
strata properties have been assigned in the model. Generated Model is shown below,

432
FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.
s

Fig.6: Western Portal of Tunnel -1 Model in RS2 Software

433
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.
s

Fig.6: Western Portal of Tunnel -2 Model in RS2 Software

1.2.2 Analysis & Results
The analysis has been done for portal slope for the following loading Conditions,
 Excavated slope with support – Static Condition (without Earthquake loading)
 Excavated slope with support – Dynamic Condition (with Earthquake loading)
In all above loading conditions, following parameters have been seen to decide the rock
support system to make the stable slope.
 Factor of Safety
Results of the analysis has been given in following table.
S. No. Description Factor of Safety
1 Western Portal Tunnel-1
1.1 Slope after excavation without seismic with Rock Supports 1.48
1.2 Slope after excavation in Seismic condition with Rock Supports 1.13
2 Western Portal Tunnel-2
2.2 Slope after excavation without seismic condition with Rock Supports 1.43
2.4 Slope after excavation in Seismic condition with Rock Supports 1.12

434
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Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the following stretches on NH-244 (old NH-1B) in the State of Jammu
& Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00
Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Factor of Safety without Earthquake (With Support) at Western Portal T-1

430
FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the following stretches on NH-244 (old NH-1B) in the State of Jammu
& Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00
Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Factor of Safety with Earthquake (With Support) at Western Portal T-1

431
FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the following stretches on NH-244 (old NH-1B) in the State of Jammu
& Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00
Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Factor of Safety without Earthquake (With Support) at Western Portal T-2

432
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the following stretches on NH-244 (old NH-1B) in the State of Jammu
& Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx. length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length 10.00
Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Factor of Safety with Earthquake (With Support) at Western Portal T-2

1.2.3 Rock Support detail
For Detail of Rock Support Detail refer Excavation drawing of Portal

433
FINAL DPR SUDHMAHADEV-DRANGA TUNNEL. VOLUME-II - DESIGN REPORT. ANX-1
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

ANNEXURE 9.1
Tunnel – 2 (Package-2)

425
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT. ANX-1
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

ANNEX 1 – FIXED FIREFIGHTING SYSTEM DESIGN AND CALCULATIONS

426
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT. ANX-1
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

TABLE OF CONTENTS

1. INTRODUCTION ....................................................................................................................................... 428

1.1. Regulations ................................................................................................................................................ 428

2. CALCULATION ASSUMPTIONS ........................................................................................................... 428

3. DESING OF THE DELUGE SYSTEM NETWORK ............................................................................ 429

3.1. Deluge system zone ................................................................................................................................ 429

3.2. Main distribution pipe ........................................................................................................................... 430

4. CALCULATION RESULTS ...................................................................................................................... 431

4.1. Nozzle’s zone ............................................................................................................................................. 431

4.2. Sudhmahadev Tunnel 1......................................................................................................................... 432

4.2.1. Pumping group ......................................................................................................................................... 435

4.2.2. Water required ......................................................................................................................................... 436

427
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT. ANX-1
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

1. INTRODUCTION

The purpose of this document is to complete the fire protection system to an eventual
fire of 200 MW power with the installation of a Fixed Water-Based Fire-Fighting
System. This equipment is intended to limit the size of a fire by distribution of
extinguishing agent (water) using a network of nozzles to decrease the heat release
rate and pre-wet adjacent combustibles, while controlling temperatures to avoid
structural damage. Also, it allows a certain control of the fire while the fire brigade
arrives in the area to extinguish the fire; otherwise it would be impossible for the
firefighter's brigade to approach the fire zone due to the high temperatures generated
by the power of the fire.

1.1. Regulations

The following regulations have been taken into account to design the Fixed Water-
Based Fire-Fighting System:

➢ NFPA 502 Standard for Road Tunnels, Bridges, and Other Limited Access Highways
➢ NFPA 13 Standard for the Installation of Sprinkler Systems
➢ NFPA 15 Standard for Water Spray Fixed Systems for Fire Protection
➢ NFPA 20 Standard for the Installation of Stationary Pumps for Fire Protection
➢ NFPA 22 for Water Tanks for Private Fire Protection
➢ NFPA 25 Standard for the Inspection, Testing, and Maintenance of Water-Based Fire
Protection Systems
2. CALCULATION ASSUMPTIONS

Some hypothesis have been taken into account to calculate the Fixed Fire Fighting
network:

➢ A discharge of 12.2 (l/min)/m2 minimum to control pool fires resulting from a

flammable or combustible liquid spill fire.
➢ Dimensioning nozzle’s flow according to nozzle’s K factor. Always accomplishing
with the minimum discharge of 12.2 (l/min)/m2.
➢ Recommendation of at least two nozzle’s zones active.
➢ The minimum water supply available for the minimum duration for extra hazard
occupancies. This is 120 minutes.

428
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT. ANX-1
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

In order to calculate the installation, several simulations have been performed with the
help of the software EPANET 2.0. This software, developed by UPV (Spain) is firmly
recognized and widely used for the dimensioning of this kind of infrastructures.

3. DESING OF THE DELUGE SYSTEM NETWORK

A Fixed Water-Based Fire-Fighting System will be installed in Sudhmahadev tunnel. The

length of the tunnel has been divided into zones of 30 meters length and the tunnel
wide; each of this zones has its own nozzle’s network that will be activated if there is an
active fire inside the area. To increase the effectiveness of the fire control and adjacent
areas, it is planned to activate simultaneously the area behind and in front of the fire
zone.

The system will be fed from a water plant with the corresponding pumping group, and
the fire water will be storage in two water tanks located next to the pumping room.
Unless otherwise stated, the filling of the water tanks will need to be. ensured by tanker
trucks. All this equipment will be placed on the highest tunnel portal to take advantage
of the gravity to feed the farthest points.

Figure 1 – Vertical alignment scheme for Tunnel 1

3.1. Deluge system zone

According to the geometry of the tunnel, the nozzles will be placed at 6 meters high
above the road’s axis. The nozzles spacing is designed depending of the pressure and
flow, for this case it will be 5 meters between each pair of nozzles. Therefore, for a
nozzle’s zone of 30 meters length and 5 meters spacing, each zone will have 6 pairs of
nozzles. The next figure shows the distribution of the nozzles for one deluge zone:

429
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT. ANX-1
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 2 – Nozzles distribution. Plan.

Figure 3 – Nozzles distribution. Elevation.

3.2. Main distribution pipe

Nozzle’s zones will be connected by a main pipe buried along the sidewalk of the
tunnel. The network will be ring-shaped and will be connected through some Cross
Passages. This pipe will be directly connected with the pumping group inside the water
plant and will be always full of water and pressurized, so in case of activation the
nozzles can spray water as soon as possible.

430
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT. ANX-1
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

For the simulation of the network, carried out with EPANET software, the pressure was
calculated in the three most problematic areas of the tunnel, these being the sprinkler
areas at the entrance to the tunnel, the areas at the highest point of the tunnel and
finally the areas at the end of the tunnel.

4. CALCULATION RESULTS

For the design and hypothesis explained in previous points, the calculation results are
as follows:

4.1. Nozzle’s zone

Input data:

➢ Nozzle’s K factor: 241.90 (l/min)/bar1/2

➢ Nozzle’s pressure: 1.85 bar

➢ Nozzle’s flow: 329,02 l/min

➢ Height of installation: 6 m

➢ Pressure at motorized valve: 2.40 bar

Figure 4 – Graphic results of nozzles network.

431
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT. ANX-1
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 5 –Table of results of nozzles network.

4.2. Sudhmahadev Tunnel 1

Input data:

➢ Flow per zone: 3948,23 l/min

➢ Total flow: 11,844,70 l/min

➢ Lowest allowable pressure: 2.40 bar

➢ Highest allowable pressure: 20 bar

432
FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT. ANX-1
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 6 – Graphic results of the network of Sudhmahadev Tunnel 1.

433
FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT. ANX-1
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

434
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT. ANX-1
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 7 –Table of results of the network of Sudhmahadev Tunnel 1.

4.2.1. Pumping group

The chosen pumping group is composed of three electric pumps, two in operation and
one on stand-by.

Total flow 11866,67 l/min

Pump 1 (50%) 5,933.34 l/min
Pump 2 (50%) 5,933.34 l/min
Pump 3 (standby) - l/min

Head 85 w.m.c

Power 160 kW

435
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT. ANX-1
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

4.2.2. Water required

The total amount of water required for the installation in Sudhmahadev tunnel 1 is:

Total flow 11844,70 l/min

Discharge T 120 min

Tank capacity 1421,36 m3

Area 10" pipe 0,05 m2

Area 8" pipe 0,03 m2
10" pipe length 4700,00 m
8" pipe length 6860,00 m

Network capacity 460,62 m3

Total water required 1881,98 m3

Due to the high volume required by the system and to avoid the installation of a larger
water tank, the outdoor tank will be dimensioned just for the discharge time calculated.
The main pipe will be filled with water from the tank and once the main pipe is full of
water, the rest of the water will be transported again by tanker trucks until the tank is
completely full (unless an external water supply will be available).

436
FINAL DPR SUDHMAHADEV-DRANGA TUNNEL. VOLUME-II - DESIGN REPORT. ANX-1
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

ANNEXURE 9.1
Tunnel – 2 (Package-2)

422
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT. ANX-1
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

ANNEX 1 – FIXED FIREFIGHTING SYSTEM DESIGN AND CALCULATIONS

423
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT. ANX-1
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

TABLE OF CONTENTS

1. INTRODUCTION ......................................................................................................................... 425

1.1. Regulations .................................................................................................................................. 425

2. CALCULATION ASSUMPTIONS............................................................................................ 425

3. DESING OF THE DELUGE SYSTEM NETWORK ............................................................ 426

3.1. Deluge system zone ................................................................................................................. 426

3.2. Main distribution pipe ........................................................................................................... 427

4. CALCULATION RESULTS ........................................................................................................ 428

4.1. Nozzle’s zone............................................................................................................................... 428

4.2. Sudhmahadev Tunnel 2 ........................................................................................................ 430

4.2.1. Pumping group .......................................................................................................................... 432

4.2.2. Water required .......................................................................................................................... 432

424
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT. ANX-1
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

1. INTRODUCTION

The purpose of this document is to complete the fire protection system to an eventual
fire of 200 MW power with the installation of a Fixed Water-Based Fire-Fighting
System. This equipment is intended to limit the size of a fire by distribution of
extinguishing agent (water) using a network of nozzles to decrease the heat release
rate and pre-wet adjacent combustibles, while controlling temperatures to avoid
structural damage. Also, it allows a certain control of the fire while the fire brigade
arrives in the area to extinguish the fire; otherwise it would be impossible for the
firefighter's brigade to approach the fire zone due to the high temperatures generated
by the power of the fire.

1.1. Regulations

The following regulations have been taken into account to design the Fixed Water-
Based Fire-Fighting System:

➢ NFPA 502 Standard for Road Tunnels, Bridges, and Other Limited Access Highways
➢ NFPA 13 Standard for the Installation of Sprinkler Systems
➢ NFPA 15 Standard for Water Spray Fixed Systems for Fire Protection
➢ NFPA 20 Standard for the Installation of Stationary Pumps for Fire Protection
➢ NFPA 22 for Water Tanks for Private Fire Protection
➢ NFPA 25 Standard for the Inspection, Testing, and Maintenance of Water-Based Fire
Protection Systems
2. CALCULATION ASSUMPTIONS

Some hypothesis have been taken into account to calculate the Fixed Fire Fighting
network:

➢ A discharge of 12.2 (l/min)/m2 minimum to control pool fires resulting from a

flammable or combustible liquid spill fire.
➢ Dimensioning nozzle’s flow according to nozzle’s K factor. Always accomplishing
with the minimum discharge of 12.2 (l/min)/m2.
➢ Recommendation of at least two nozzle’s zones active.
➢ The minimum water supply available for the minimum duration for extra hazard
occupancies. This is 120 minutes.

425
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT. ANX-1
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

In order to calculate the installation, several simulations have been performed with the
help of the software EPANET 2.0. This software, developed by UPV (Spain) is firmly
recognized and widely used for the dimensioning of this kind of infrastructures.

3. DESING OF THE DELUGE SYSTEM NETWORK

A Fixed Water-Based Fire-Fighting System will be installed in Sudhmahadev tunnel. The

length of the tunnel has been divided into zones of 30 meters length and the tunnel
wide; each of this zones has its own nozzle’s network that will be activated if there is an
active fire inside the area. To increase the effectiveness of the fire control and adjacent
areas, it is planned to activate simultaneously the area behind and in front of the fire
zone.

The system will be fed from a water plant with the corresponding pumping group, and
the fire water will be storage in two water tanks located next to the pumping room.
Unless otherwise stated, the filling of the water tanks will need to be. ensured by tanker
trucks. All this equipment will be placed on the highest tunnel portal to take advantage
of the gravity to feed the farthest points.

Figure 1 – Vertical alignment scheme for Tunnel 1 (above) and Tunnel 2 (below).
Notice that highest portal in each tunnel is on the left side.

3.1. Deluge system zone

According to the geometry of the tunnel, the nozzles will be placed at 6 meters high
above the road’s axis. The nozzles spacing is designed depending of the pressure and
flow, for this case it will be 5 meters between each pair of nozzles. Therefore, for a
nozzle’s zone of 30 meters length and 5 meters spacing, each zone will have 6 pairs of
nozzles. The next figure shows the distribution of the nozzles for one deluge zone:

426
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT. ANX-1
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 2 – Nozzles distribution. Plan.

Figure 3 – Nozzles distribution. Elevation.

3.2. Main distribution pipe

Nozzle’s zones will be connected by a main pipe buried along the sidewalk of the
tunnel. The network will be ring-shaped and will be connected through some Cross
Passages. This pipe will be directly connected with the pumping group inside the water
plant and will be always full of water and pressurized, so in case of activation the
nozzles can spray water as soon as possible.

427
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT. ANX-1
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

For the simulation of the network, carried out with EPANET software, the pressure was
calculated in the three most problematic areas of the tunnel, these being the sprinkler
areas at the entrance to the tunnel, the areas at the highest point of the tunnel and
finally the areas at the end of the tunnel.

4. CALCULATION RESULTS

For the design and hypothesis explained in previous points, the calculation results are
as follows:

4.1. Nozzle’s zone

Input data:

➢ Nozzle’s K factor: 241.90 (l/min)/bar1/2

➢ Nozzle’s pressure: 1.85 bar

➢ Nozzle’s flow: 329,02 l/min

➢ Height of installation: 6 m

➢ Pressure at motorized valve: 2.40 bar

Figure 4 – Graphic results of nozzles network.

428
FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT. ANX-1
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 5 –Table of results of nozzles network.

429
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT. ANX-1
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

4.2. Sudhmahadev Tunnel 2

Input data:

➢ Flow per zone: 3948,23 l/min

➢ Total flow: 11844,70 l/min

➢ Lowest allowable pressure: 2.40 bar

➢ Highest allowable pressure: 20 bar

Figure 6 – Graphic results of the network of Sudhmahadev Tunnel 2.

430
FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT. ANX-1
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

Figure 7 –Table of results of the network of Sudhmahadev Tunnel 2.

431
 FINAL DPR SUDHMAHADEV-DRANGA TUNNEL VOLUME-II - DESIGN REPORT. ANX-1
Consultancy Services for Preparation of Detailed Project Report and providing Pre-Construction activities in respect of the
following stretches on NH-244 (old NH-1B) in the State of Jammu & Kashmir. (i) Sudhmahadev – Dranga Tunnel of approx.
length 4.5 Km and its approach roads on Chenani – Sudhmahadev – Goha road portion. (ii) Vailoo Tunnel of approx. length
10.00 Km under Sinthan Pass and its approach roads on Goha – Khellani – Khanabal road portion.

4.2.1. Pumping group

The chosen pumping group is composed of three electric pumps, two in operation and
one in reserve.

Total flow 11866,67 l/min

Pump 1 (50%) 5,933.34 l/min
Pump 2 (50%) 5,933.34 l/min
Pump 3 (standby) - l/min

Head 45 w.m.c

Power 110 kW
4.2.2. Water required

The total amount of water required for the installation in Sudhmahadev 2 tunnel is:

Total flow 11844,70 l/min

Discharge T 120 min

Tank capacity 1421,36 m3

Area 8" pipe 0,03 m2

8" pipe length 5757,00 m

Network capacity 186,70 m3

Total water required 1608,06 m3

Due to the high volume required by the system and to avoid the installation of a larger
water tank, the outdoor tank will be dimensioned just for the discharge time calculated.
The main pipe will be filled with water from the tank and once the main pipe is full of
water, the rest of the water will be transported again by tanker trucks until the tank is
completely full (unless an external water supply will be available).

432