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ANALYSIS of A TUNNEL FOR RISHIKESH-

KARANPRAYAG RAILWAY LINE PROJECT

Under the guidance of : Presented by :

Prof. N K Samadhiya Aishwarya Tiwari
(15521002)
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CONTENTS
• PROPOSED RAILWAY LINE FROM RISHIKESH TO KARANPRAYAG

• ACTUAL SITE CONDITIONS

• TUNNEL SUPPORT PREDICTION USING MULTIGRAPH METHOD

• ANALYSIS OF TUNNEL CONVERGENCE USING CCM

• ANALYSIS USING PLAXIS 3D

• RESULTS

• LIMIATATIONS AND RECOMMENDATIONS FOR FUTURE WORK

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PROPOSED RAILWAY LINE FROM RISHIKESH TO KARANPRAYAG

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RAILWAY LINE FROM RISHIKESH TO KARANPRAYAG

Fig. 1: Google Image of the rail route from Rishikesh to Karanprayag (from Google Maps)
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RAILWAY LINE FROM RISHIKESH TO KARANPRAYAG

• About 125 km long with a significant part in tunnels and bridges spanning deep
gorges and valleys.

• This project involves construction of around 14 bridges and 16 long and short
tunnels, maximum tunnel length being 15.120 km.

• After construction, this 15.120 km tunnel will be the longest railway tunnel of
India.

• From viewpoint of Geotechnical Engg. the most important work is the

construction of tunnels and hence, providing support systems that can withstand
high stress and deformation during construction as well as during operation is a
very difficult task because of the Himalayan region and topography of the project.
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RAILWAY LINE FROM RISHIKESH TO KARANPRAYAG

16000

14000

12000

10000
Length in metre

8000
(m)

6000

4000

2000

0
Tunnel 1 Tunnel 2 Tunnel 3 Tunnel 4 Tunnel 5 Tunnel 6 Tunnel 7 Tunnel 8 Tunnel 9 Tunnel Tunnel 11 Tunnel Tunnel 13 Tunnel Tunnel 15 Tunnel
10 12 14 16

Fig. 2: Tunnels with their individual lengths (from DPR)

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ACTUAL SITE CONDITIONS

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ACTUAL SITE CONDITIONS

• During detailed investigation and exploration at the site, heavily compacted soil is
found instead of rocks at around 100 m . So, the values of GSI and UCS are to be
considered less.

• Also, rock bolts cannot be drilled through the soil. Hence, support systems
comprising rock bolts are not suitable to the site.

• Concrete lining is proposed to be provided at the site in order to resist deformation

and stresses.
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ACTUAL SITE CONDITIONS

• During detailed investigation and exploration at the site, soil with boulders is
found instead of rocks at around 500 m, which can considered as incompetent
rock. So, the values of GSI and UCS are to be considered less.

• Also, support systems consisting of rock bolts which cannot be drilled in soil with
boulders. Hence, support systems comprising is not suitable to the site.

• Reinforced concrete lining should be provided at the site in order to resist

deformation and stresses.

• Also, due to stresses, squeezing persist upto a certain extent.

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ROCK MASS PROPERTIES

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ROCK MASS PROPERTIES
S.No. Properties Values References

1. Geological Strength Index GSI 46 DPR

2. Unit Weight 𝛾r 25 kN/m3 Assumed

3. Uniaxial Compressive Strength 𝜎ci 52 MPa DPR

4. Intact Rock Parameter mi 12 Assumed

5. Rock Mass Parameter mb 1.29 Calculated

6. Rock Mass Parameter s 0.002 Calculated

7. Young’s Modulus E 7.7 GPa Amadei,(1996)

8. Poisson’s Ratio V 0.2 Assumed

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ESTIMATION OF TUNNEL SUPPORT USING MULTIGRAPH METHOD

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ESTIMATION OF TUNNEL SUPPORT USING MULTIGRAPH METHOD

Fig. 3: Multigraph Method (Russo G. 2014)

 TUNNEL SUPPORT PROPERTIES
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For 100 m of overburden, tunnel support properties are as follows:

Table 2: Tunnel support Properties

S.No. Properties Values

1. Radius of Tunnel 5m

2. Thickness of Concrete Lining 0.25 m

3. Unit Weight of Concrete 23.5 kN/m3

4. Young’s Modulus of Concrete 30 GPa

5. Poisson’s Ratio of Concrete 0.1

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 TUNNEL SUPPORT PROPERTIES
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For 500 m of overburden, tunnel support properties are as follows:

Table 3: Tunnel support Properties

S.No. Properties Values

1. Radius of Tunnel 5m

2. Thickness of Reinforced Concrete Lining 1m

3. Unit Weight of Reinforced Concrete 24 kN/m3

4. Young’s Modulus of Concrete 30 GPa

5. Poisson’s Ratio of Concrete 0.1

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 TUNNEL SUPPORT PROPERTIES
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For 1000 m of overburden, tunnel support properties are as follows:

Table 4: Tunnel support Properties

S.No. Support Element Properties

Thickness Density Young’s Modulus

1. Inner Lining 10 cm 23.5 kN/m3 30 GPa

2. Shotcrete 25 cm 23.5 kN/m3 30 GPa

3. Outer Lining 10 cm 23.5 kN/m3 7.5 GPa

4. Steel Ribs 25 cm 78.5 kN/m3 230 GPa

5. Geo-membrane Tearing Resistance – 230kN/m

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ANALYSIS OF TUNNEL CONVERGENCE USING CCM

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ANALYSIS OF TUNNEL CONVERGENCE USING CCM

Assumptions:
• Hoek & Brown Criterion is used to assess the ground behaviour.
For 100 m of Overburden, initial deformation assumed to be 25mm
Chart Title
GRC SRC
4
3.5
3
Stress(MPa)

2.5
2
1.5
1
0.5
0
0 10 20 30 40 50 60 70
-0.5
Deformation (mm)

Fig. 4: SRC & GRC when concrete lining of thickness 250mm is considered
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ANALYSIS OF TUNNEL CONVERGENCE USING CCM

For 500 m of Overburden, initial deformation assumed to be 25mm

GRC SRC
14

12

10
Stress(MPa)

0
0 20 40 60 80 100 120
Deformation (mm)

Fig. 5: SRC & GRC when Reinforced Concrete lining of thickness 1000mm is considered
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ANALYSIS OF TUNNEL CONVERGENCE USING CCM

For 1000 m of Overburden, initial deformation assumed to be 50mm because the

ground conditions are squeezing
GRC SRC
30

25

20
Stress(MPa)

15

10

0
0 50 100 150 200 250 300 350
Deformation (mm)

Fig. 6: SRC & GRC when Support Type D is considered

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ANALYSIS OF TUNNEL CONVERGENCE USING CCM

Table 5: Results from GRC and SRC

100 m of Overburden 500 m of Overburden 1000 m of Overburden

Equilibrium Pressure 1.1 MPa 3.9 MPa 4.5 MPa

Equilibrium Deformation 29.51 mm 28.69 mm 63.39 mm

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ANALYSIS USING PLAXIS 3D

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ANALYSIS FOR 100 m OF OVERBURDEN

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ANALYSIS USING PLAXIS 3D

Fig. 7: Dimension of the Model considered for 100m of Overburden

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ANALYSIS USING PLAXIS 3D

Fig. 8: Mesh Generated for 100 m of overburden

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ANALYSIS USING PLAXIS 3D

Fig. 9: Deformation around the tunnel

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ANALYSIS USING PLAXIS 3D

Fig. 10: Cartesian effective stress s’xx

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ANALYSIS USING PLAXIS 3D

Fig. 11: Cartesian effective stress s’yy

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ANALYSIS USING PLAXIS 3D

Fig. 12: Cartesian effective stress s’zz

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ANALYSIS USING PLAXIS 3D

Fig. 13: Principal effective stress s’1

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ANALYSIS USING PLAXIS 3D

Fig. 14: Principal effective stress s’3

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ANALYSIS FOR 500 m OF OVERBURDEN

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ANALYSIS USING PLAXIS 3D

Fig. 15: Dimension of the Model considered for 500m of Overburden

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ANALYSIS USING PLAXIS 3D

Fig. 16: Mesh Generated for 500 m of overburden

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ANALYSIS USING PLAXIS 3D

Fig. 17: Deformation around the tunnel

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ANALYSIS USING PLAXIS 3D

Fig. 18: Cartesian effective stress s’yy

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ANALYSIS USING PLAXIS 3D

Fig. 19: Cartesian effective stress s’zz

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ANALYSIS USING PLAXIS 3D

Fig. 20: Principal effective stress s’1

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ANALYSIS USING PLAXIS 3D

Fig. 21: Principal effective stress s’3

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ANALYSIS FOR 1000 m OF OVERBURDEN

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ANALYSIS USING PLAXIS 3D

Fig. 22: Dimension of the Model considered for 1000m of Overburden

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ANALYSIS USING PLAXIS 3D

Fig. 23: Mesh Generated for 1000 m of overburden

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ANALYSIS USING PLAXIS 3D

Fig. 24: Deformation around the tunnel

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ANALYSIS USING PLAXIS 3D

Fig. 25: Cartesian effective stress s’xx

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ANALYSIS USING PLAXIS 3D

Fig. 26: Cartesian effective stress s’yy

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ANALYSIS USING PLAXIS 3D

Fig. 27: Cartesian effective stress s’zz

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ANALYSIS USING PLAXIS 3D

Fig. 13: Principal effective stress s’1

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ANALYSIS USING PLAXIS 3D

Fig. 28: Principal effective stress s’3

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RESULTS
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RESULTS

• After modelling the tunnel for 100m of overburden with Plaxis 3D, the deformation in
the roof of the tunnel is 5.02 mm downwards and 2.12 mm upwards in the invert of the
tunnel without considering any initial deformation.

• The critical stress in the concrete lining is about 18 MPa which is well under the limits.

• After modelling the tunnel for 500m of overburden with Plaxis 3D, the deformation in
the roof of the tunnel is 28.18 mm downwards and 10.70 mm upwards in the invert of
the tunnel without considering any initial deformation.

• The critical stress in the reinforced concrete lining is about 37 MPa which is under the
limits considering the overburden of 500 m.
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RESULTS

• After modeling the tunnel and its support system using Plaxis 3D, the deformation in
roof tunnel is 1.77 mm downwards and 0.72 mm upwards in the invert of the tunnel
without considering any initial deformation. The deformation is very less because the
rockbolts are very effective in resisting deformations.

• The critical stress in the tunnel support system is about 48 MPa which is considered to
be in limits because of the very high overburden pressure.
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LIMITATIONS AND RECOMMENDATIONS FOR FUTURE WORK

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LIMITATIONS AND RECOMMENDATIONS FOR FUTURE WORK

• Site geological data is not available

• Time dependent behavior of the underground excavations have not been considered.

• The change in behavior of rock mass due to different tunneling methods have not
been considered.

• Situations for tunnel excavation in various stages have not been considered.

• Real geological data obtained from the site should be used to analyze the support
system.

• Stress and deformation along jointed rock mass should be analyzed.

• Change in behavior of rock mass around an excavation due to time factor should be
analyzed.
Thank you

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