For official use only

GEOLOGICAL SURVEY OF INDIA

GEOLOGICAL REPORT ON THE LANDSLIDES ALONG THE JAMMUSRINAGAR NATIONAL HIGHWAY (1A), JAMMU AND KASHMIR STATE.
(Field Season-1966-67)

By
R.S. Verma,

Geological Survey of India, Northern Region,

Lucknow
1966-67
Not to be reproduced in part or full without prior permission of the Director General, Geological Survey of India, Kolkata-700 016

GEOLOGICAL REPORT ON THE LANDSLIDES ALONG THE JAMMU-SRINAGAR

NATIONAL HIGHWAY (1A), JAMMU AND KASHMIR STATE.
(Field Season-1966-67)
By
R.S. Verma,
Geological Survey of India

CONTENTS
Chapter

Title
Page No
ABSTRACT
i
I.
INTRODUCTION
1
II.
PAST AND PRESENT WORK
3
III.
REVIEW OF THE PRESENT INVESTIGATIONS
3
IV.
RECOMMENDATIONS ON MEASURES TO CONTROL THE
17
LANDSLIDES.
V.
CONCLUSIONS
21
VI
ACKNOWLEDGEMENTS
22
LIST OF PLATES
I.
Index map of National Highway 1A between Batote and Qazi Gund showing
landslide areas (6623-68-3).
II.
Diagrammatic sketch of the cracks in the wall of officers mess building, Verinag
(D.O.No. 6624-68-3).
III.
Diagrammatic sketches of some plannar slides along National Highway (D.O. No.
6625-68-3).
PHOTOGRAPHS.
1
A view of the slide at mile 93/19.50 21 taken from the Doctors residence at
Ramsu. In the foreground is the National Highway and the Officers mess (D.O. No.
1658).
2
The rock slide at the Panthal nala mile 95/10-11 (D.O. No. 1659).
3
The slide at mile 92/21 (D.O. No. 1661).
4
The slide at mile 86/28 (D.O. No. 1662).
5
The slide at mile 114/40 showing the joint pattern in the sands one and the active
slide zone (D.O. No. 1663).
6
The incipient crack in the masonry of the southern portal of the east tube of Jawahar
Tunnel (D.O. No. 1665). (NOTE: Photographs will be supplied on demand)

GEOLOGICAL REPORT ON THE LANDSLIDES ALONG THE JAMMU-SRINAGAR

NATIONAL HIGHWAY (1A), JAMMU AND KASHMIR STATE.
(Field Season-1966-67)
By
R.S. Verma,
Geological Survey of India

ABSTRACT
i) The Jammu-Srinagar National Highway gets blocked at a number of places during the
monsoons, due to landslides. Geological studies out by this Department in 1961, 1965 and 1966,
helped to understand the causes leasing to the landslides an to suggest remedial measures to control
them.
ii) The recommendations made earlier were implemented only in certain stretches of the
road and these had helped in stabilising the slopes. However, heavy slides occurred in the month of
March, soon after an abnormally heavy snowfall, which was preceded by minor earthquakes.
iii) The investigations carried out in July 67, have pointed out that except for cracks
observed in the building of the Verinag Colony, those recorded in the Jawahar Tunnel and on the
hill slopes cannot be conclusively attributed to earthquakes.
iv) In the case of tunnel, ground-water pressure; heaving-up of the joints due to freezing of
ground-water; and settlement of the ground near the portal, appeared to have caused the formation
of cracks in the lining and in the wing-wall at the portal, and the increased seepages recorded in the
tunnel.
v) The cracks on the hill slopes are attributed to landslides of different types, caused by
over saturation and reduced shear strength of the slope-forming material, combined with an increase
of shear stresses due to removal of toe support.
vi) Recommendations have been made in the report fro controlling the slides on the basis
of the recognition of the factors contributing to the slides and the type of the slides. These measures
comprise removal of loose blocks; flattening of slopes; interception of slopes by benching dubsurface drainage by trenches and drill hole; consolidation of the slopes from erosion by means of
retaining structures.
vii) Of the two bridge-sites examined, the Panthal bridge-site is on granite-gneisses in the
nala bed. Sub-surface explorations are considered necessary for establishing the depth to the
bedrock at the Makerkot bridge-site.

GEOLOGICAL REPORT ON THE LANDSLIDES ALONG THE JAMMU-SRINAGAR

NATIONAL HIGHWAY (1A), JAMMU AND KASHMIR STATE.
(Field Season-1966-67)
By
R.S. Verma,
Geological Survey of India

I. INTRODUCTION
1.

The investigation was taken up at the request of the Commander, 32, Maintenance Task

Force, Hq. Beacon, located at Verinag. It was reported that a series of earth tremors shook the area
in February-March, 1967, of which the first strong shock was indicated to have been felt in the third
week of February 1967, followed by several other minor tremors continuing upto the 1st week of
March 1967. Subsequent to the first strong earthquake, cracks were observed in the walls of the
buildings of the Verinag Colony. The led the Army Engineers to believe that there was a relation
between the cracks and the earthquakes and to examine other areas, which might have been affected
by the tremors. They, therefore, examined carefully the Jawahar tunnel and observed, a number of
cracks in the concrete lining of the tunnel, particularly near the portals. One crack was also
observed on the outside face of the southern portal of eastern tube. All these cracks were also
considered by them to have caused by the earth tremors.
2.

Soon after the earthquakes the area experienced an unusually heavy snowfall, followed by

rains. The magnitude of the snowfall is recorded to be about 24 inches (60 cm.) thick on the hill
tops ands about 12 in. (30 cm) thick on the road around Ramsu. After the snow fall, heavy slides
were reported at a number of places along the road, as a result of which, the road was blocked. A
Bailey Bride across the Panthal nala is reported to have collapsed under the impact of boulders
which came hurtling down from he top of the bridge, about 400 ft. (121 m.) higher than the road
level.
3.

The Army Engineers were planning measures to control the slides and they had requested

the Geological Survey of India to depute an officer/examine the area and give advice in the matter.
The author was, deputed to carry out the investigations and reached Jammu on the 19th July 1967.
After reaching Verinag on the 22nd July 1967, he carried out the work between the 22nd and 28th
and returned to Jammu on the 29 the July 1967.

II. PAST AND PRESENT WORK

4.

The problems of slides on the National Highway 1A had received the attention of this

Department in the past also and Sri. K.C.C. Raju furnished a detailed report in the year 1961,
practically covering the whole of the National Highway between Batote and Srinagar* He had
suggested certain remedial and control measures for the numerous slides. Subsequently, S/Shri
Zamir Ashraf, A.K. Tiku and R.B. Nag of the Geological Survey also visited certain sections of the
Highway and tendered advice**. The suggestions made earlier by K.C.C. Raju appear to have been
implemented in some of the landslides (e.g. Phagla Passi and Makerkot slide) and these measures
have helped in controlling the slides.
5.

The present investigations were mainly concerned with the slides which had taken place in

the National Highway between Banihal and Peerah, a majority of them Banihal and Peerah. Apart
from the examination of the Verinag; t the Jawahar Tunnel portals; and on the hill studied. The
possibility of widening the road at a few points and the foundations for the Panthal and the
Makerkot bridges were also examined.
III. REVIEW OF THE PRESENT INVESTIGATIONS
A. Geological formations
6.

Before a detailed discussion of the problem is taken up, it is necessary to present a picture

of the geological set-up of the area, as it has a bearing on the control of the slides to a large extent.
However, a detailed discussion of the regional geology has not been given in the present report. The
following is a brief description of the broad classification of he geological formations encountered
along the rod and the constituent rock types: * Geological report on the preliminary investigation of landslides along the Jammu-Srinagar
National Highway, J&K State (1961)-K.C.C. Raju.
** A report on the detailed geological investigation of the Nashri Landslide on Jammu-Srinagar
National Highway, J&K State (December, 1966)- F.S. 1965-66-Z. Ashraf and R.B. Nag.
A note on the experimental blasting conducted near the Khuni Nala on the Jammu-Srinagar
National Highway, Jammu and Kashmir State (January, 1966)- F.S. 1964-65- A.K. Tiku.

GEOLOGICAL FORMATIONS ALONG THE NATIONAL HIGHWAY

Location (Distance from
Srinagar in km.
0.00-47.50
47.50-60.25
60.25-73.50
73.50-79.50
79.50-82.50
82.50-85.50
85.50-99.00

Geological formation /age

Alluvium; Karewas; Glacial
deposits.
Jurrasic, Triassic Permian.
Panjal Traps and Agglomeratic
Slates.
Fenestella Shales
Syrinogthyris Limestone.
Cambrian
Salkhalas

Rock types.
Silty, clay and boulder beds.
Limestone and shales.
Traps and agglomeratic slates.

Shales.
Limestones.
Shales and slates.
Slates, phyllites, quartzites,
micaschists, carbonaceous and
graphitic schists, crystalline
limestones,
dolomites
and
biotite gneisses.
99.00-115.00 (Digdaul RH
Dogras
Highly cleaved and flaggy
Peerah)
slates.
Quartzites.
---------------------------------------------------Thrust--------------------------------------------------------Near 115 km. in a strip of 60- Nummulitics
Limestones, red and green
100 m.
shales,
pyriteous
and
carbonaceous slates.
--------------------------------------------------Thrust---------------------------------------------------------115.00-192.00 (Peerah)
Murees
Bright
purple
claystone,
(Udhampur)
siltstone, purple shales, grey
sandstones
and
pseudo
conglomerates.
--------------------------------------------------Thrust----------------------------------------------------------192.00-259.00 (Udhampur
Siwaliks
Sandstone,
grits,
pseudo
Jammu)
conglomerates
siltstone,
claystones.
B. Cracks in the buildings at the Verinag Colony
7.

The colony has been constructed on a 30 to 40 sloping debris cone, composed of t he

rock waster brought down by the local streams, which ultimately discharge into the Jhelum river.
The slope-forming material is largely composed of light yellow to brown clay, possessing medium
dry strength, low admixed with boulders of gneisses and traps which constitute about 5% of the
total volume.
8.

The buildings have been constructed on near horizontal platforms cut into the sloping

debris cone. These have been built either entirely of timber or have their roofs and floors of timber
and the walls of mud-masonry. Almost all the pucca buildings examined by the author had zig-zag
crack pattern, confined to the mortar and running almost vertical from the floor to the roof. These
were prominently seen in the inside wall of the Dining Hall of the Officers Mess. The vertical
4

cracks were inter-selected by other cracks which were either inclined at low angles towards the N.E.
or were almost horizontal. Most of the latter cracks were bounded by tow consecutive vertical
cracks, whereas, a few of them cut across the vertical cracks (Plate II: sketch).
9.

During the course f the investigation, it was learnt from the local authorities, that these

cracks were non-existent before the earth-tremors referred to earlier in the report. From the nature
of the cracks and from the evidences gathered by the author, the cracks in the buildings appear to be
due to the earth tremors. The inclination of a majority of the cracks being towards the N.E.-S.W.
Had the walls been constructed in cement mortar, the buildings may have fared better and, possibly,
could have escaped the extent of cracking which they had suffered as a result of the Februarytremors.
C. Cracks and Seepages in the Jawahar Tunnel
10. The Jawahar Tunnel is not far away from the Colony and here also the earthquake shocks
had been felt by persons on duty. A careful examination of the lining of the tunnel revealed a
number of hair-cracks in it. It was also thought some of the high amount of water seepage, noticed
through some of the joints in the rock in the unlined section of the tunnel, may be related to the
opening February-earthquakes.
11. Before analyzing the factors, which might have been instrumental in causing the cracks, it
is worthwhile to describe, in brief, the geological formations through which the tunnel had been
driven. The Jawahar Tunnel comprises two traffic tubes, which have been driven through rocks of
the Zewan Series (comprising of flagstones, slates, shale and limestone) Panjal traps of
agglomeratic slates. The first and the last mentioned formations are exposed at the northern and the
southern portals and have been lined. The Panjal traps are exposed in the Middle section of the
tunnel and are, for the large part, unlined. The reaches of the tunnel which have been lined are given
in the Table 2 below: TABLE 2
DETAILS OF THE LINED REACHES OF THE JAWAHAR TUNNEL
R.D. (in ft.)
0.00-22+03
23+15-24+33
26+70-27+90
28+40-28+81
29+30-29+90
33+39 to 34+50
40+20-40+60
48+60-49+90
53+32-53+51
55+27-55+46

A. Up or Western Tube
Length of lined section (ft.)
2203
118
120
41
60
111
40
30
19
19
5

55+92-57+30
57+74-58+10
59+30-59+70
59+85-60+42
61+29-83+54
Total length of lining = 5357 ft. i.e. 64% of the total length of the tunnel.
B. Down or Eastern Tube
0+00-22+13
22+94-23+96
26+34-26+70
27+04-27+38
28+22-28+92
33+56-34+66
48+30-49+45
55+70-55+90
56+50-57+02
57+72-58+32
61+73-83+05
Total length of lining = 4997 ft. i.e. 60% of the total tunnel length.
Note: i) The north portals of both the tubes are in the same

138
36
40
57
2225

2213
102
36
34
70
110
115
20
52
60
2135
transverse line; at the south

portal, the western tube is protruding by 49 ft. as compared to the eastern tube.
ii) All Chainages are from the Jammu and of the tubes.
12. Both the tubes were examined with particular attention to these sections where cracks in
the lining were reported to have been caused by the earthquakes. The following features were
observed in the tunnel.
i) Lined Section
a ) R.Ds 0+00 and 22+03:
13. Almost all the transverse construction joints, which were subsequently sealed off by
plaster, had developed cracks. A large number of these joints were leaking ground- water, while a
few of them, e.g. those between R.Ds leaking construction joints were located at RD. 24+13;
55+38 (through a G.I. Pipe left in the lining on the crown); at 57+30 and 63+50.
14. Wherever there was seepage of water through the lining, efflorescence had taken place and
there was a layer of calo-tufa along the construction joint. The other observation was as follows: i) The surface of the lining was almost to wet after R.D. 6+74.
ii) At places, the longitudinal construction joints, i.e. at the junction of the vertical side
with the roof arch, were also observed to leak.
iii) Honeycombing in the lining was seen at a number of places. At R.D. 61+55, these were
so pronounced that as many as 5 holes had formed in the crown and were emitting substantial
quantity of ground water.

ii) Unlined Section:

15. The rock was largely tight at a few places, where there were open joints, trending across
the tunnel, through which copious discharge of water was taking place. The significant joints where
leakage was observed was were as follows: At RD. 22+74; 36+02; 36+20; 36+66; 39+82; 40+00; 40+18; 46+60; 47+10; to 47+30;
41+00 and 51+17 to 52+50 (very heavy discharge).
B. Eastern Tube
i) Lined section:
16. Hair-cracks were observed along several construction joints near the Southern portal. A
diagonal crack was present in the roof of the western wall near RD. 15+14. This diagonal crack,
which had efflorescence along it, died out in the vault for the light point. Diagonal cracks are also
present near R.D. 26+60 and 71+45; the latter had efflorescence along it.
17. The other observation recorded were as follows: i) The lining was moist to wet between RD. 17+00 and 80+50;
ii) A majority of the construction joints were seeping water in small or large quantities.
iii) The concrete had honeycombs at a number of places. Near RD. 23+00 one such hole in
the honeycombed concrete was discharging water at the rate of 36 gallons per minute.
ii) Unlined Section:
18. The rock was largely massive and tight, except in the section stated blow, there were open
joints carrying significant discharge. The open joints and the approximate discharge of water
through them (wherever observed) has been given below: i.
ii.
iii.
iv.
V
vi.
vii.
Viii
ix.
X
xi.

R.D. (in ft.)

Quantity of discharge (g.p.m.)
26+24
Open joint; no discharge.
30+55-30+70
Significant discharge.
36+50
5
41+24
5
41+55 through a 18 inches thick jointed rock.
Significant discharge.
Between RD 52+20 and 52+40 (three open joints 70
running along the tunnel).
55+05 (along several longitudinal shear zones).
Very heavy discharge all along
the tunnel crown.
58+5 to 58+70
Significant discharge along the
eastern half of the tunnel.
37+12 to 39+00
Rocky
fairly
jointed;
no
discharge.
42+10 to 42+46
46+90 to 47+00

19. Thus, it will be seen that in both the tubes of the Jawahar Tunnel, there are cracks in the
lining of the tunnel and that there are open joints in the rock in the unlined section, some free of
ground-water, while the other discharging large quartzites of ground-water. The storage of the
7

ground-water in the lined section is evident from the wet lining at the surface, apart from the
leakages recorded through the transverse and longitudinal construction joints and also through the
holes formed in the honeycombed concrete. The lining was normally expected to be dry, as a
system of drainage pipes had been provided behind the lining, and the ground water collected
therein was intended to be side of the road. If there was only a moist surface of humidity and the
low temperature in the tunnel. However, since the surface of the lining is moist and water is also
issuing out from the lining through the construction joints, the diagonal cracks and through that the
drainage system provided behind the lining has become ineffective and that the moistness of the
lining is due to impeded ground-water flow.
20. The cracks, observed in the tunnel lining, do not bear conclusive evidence of having been
caused by the earthquake shocks. It seems that with the passage of time, shrinkage-cracks and
developed in the lining *, which had been further widened by frost action. In order to stop the
leakage of water through these cracks, these had subsequently been plastered with cement mortar,
which have also developed cracks. A close examination of some of these cracks indicates that they
are surficial and that they are confined to the plaster.
21. As regards the extent of openness of the joints, some of it sis probably due to widening by
frost-action. A regular record of the observation of the quantity of water issuing out through these
joints has not been kept. Therefore, ti cannot be said that these joints suddenly started issuing out
heavy discharge of ground water after the earthquake. Had they occurred only after the earthquake,
it could have been deduced that the earth widening. It was understood that in the preceding winter,
some of the open joints discharged large quantities of water, which got solidified into ice on
emergence in the tunnel. **
22. There is no evidence of the earthquake having caused the cracks in the lining of the tunnel,
even in the 680 ft. (206 m.) long diversion-tube situated on the Srinagar side of the tunnel. This tube
has not been laid in rock, except for a short length near its junction with the main (western) tube.
The diversion tube should, therefore, have been more prone to damage by the earthquake vibrations
than the main-tube in rock. However, the former does not snow any indication of having been
affected as such. Only two cracks were observed in the concrete roof arch near Ch. 2+50 and 3+50
(measuring form the northern end of the tube) and these had the appearance of being old cracks.
*The extent to which the ground-water pressure, acting on the lining, had been responsible for the
formation of the cracks is difficult to assess.
**The fact that calc -tufa, a slow deposit of lime form ground water, had been formed across some
of the cracks in the lining, also indicates that the latter must prodate the earthquake shocks of February 1967.
Sd/- V.S.Krishnaswamy,
Director, Engineering Geology
March 1968.

The masonry of the north portal face is cut across by one old crack, while a number of
them have been observed on the south portal masonry. One such crack is seen on the east wall of
the portal of the down-tube and two cracks transect the wing wall on the west or the hillside. In the
western wall, one of the two cracks is located 75 ft. (23 m) from the portal face of the Up-tube
whereas the other one is located at a distance of 130 ft. (40 m) from the face. The former crack
starts from a point about 2 metres above the ground and runs upto the roof slab (Plate V: Photo 6).
The latter crack in the wing wall, rises from the ground and continue upto the top of the structure.
Of the two cracks, the one nearer the portal face does not cut throught the retaining wall, but the
other crack appears to do so. The plaster but the other crack appears to do so. The plaster has been
ripped off along both the cracks at places. The second crack has also displaced the digit 5 of the
milestone mark 54 marked thereon. Grass is seen growing along this crack and there is also an
undisturbed mass of coal tar lying about the crack near the drain.
23. All the foregoing observations suggest the cracks in t he masonry wall to be old features;
they do not bear unequivocal evidence of having been caused by the February-earthquakes. The
crack nearer the portal is relatively new and as it has not reached the ground and seems to have been
caused by the stresses developing in the roof of the tunnel. As there is not fresh accumulation of
earth over the roll slab, it cannot be said that the stresses in the roof slab had developed due to
additional load over the roof. The stresses might have been induced by differential vibration of the
protruding, unconfined roof and its foundations. But some of the men who were present at the site
at the time of the occurrence of the earthquake have testified that the earthquake was a mild one.
Whether such a mild earthquake shock can shake the roof slab so much as to cause cracks in the
cement mortar of the supporting masonry wall is doubtful. The other two cracks are apparently old
ones, partly caused by the earth-pressures behind the wing-wall and partly by the unequal
settlement of the foundation.
24. Hence, in the judgment of the author, the cracks in the tunnel lining and the portal faces do
not appear to have been caused by the earthquake shocks of February 1967. Frost action, stresses
due to earth and ground-water pressures, unequal settlement and shrinkage seem to have caused the
cracks in the lining and the opening-up of the existing joints in the rocks.
25. It is desirable that the tunnel be dept as dry as conditions would permit. In this connection,
the following measures may be considered: a) Lined Section
i) The construction joints and the holes through which water is issuing should be plugged
by pressure grouting or by bitumen coating.
ii) Subsequently, the lining should be drilled along the transverse joints to a depth of 1 or 1
ft. into the rock behind and slotted pipes embedded there in so as to discharge the water accumulate
9

behind the lining. These pipes should be suitably connected with the side drains so that the water is
ultimately lead away from the tunnel.
b) Unlined Section:
i) The sections where leakage of water is taking place through the joints should be covered
by G.I. sheets fixed on angle irons anchored on the sides of the tubes.
ii) The water, deflected by the G.I. sheets on the sides should be collected in a horizontal
open G.I. sheet fixed at the end of the above sheets. The water thus collected should be carried
down through vertical ands horizontal pipes so as to discharge into the side drains.
iii) Regular observation of the total discharge through the tunnel and through some of the
markedly open joints should be kept so as to evalute whether or not there is a tendency of the joints
to open out with time. If the joints open out with time, rock bolting should be done so as to prevent
heavy rock-falls from the roof.
C: Mile 87-Slide
26. Two sections of the road have been affected by landslides near this milestone. One of these
sections is located between mile 86 plus chain 14 to chain 16 while the other section is located at
mile 86 plus chain 28 ands extends for a length of 300 ft. (99 m.)
i) Road section at mile 86+14 to 86+16:
27. In this section, the foundations of the retaining wall have yielded due to the settlement of
the floor of a culvert to which the wall was tied. The floor of the culvert had been laid on hard, fillmaterial, and as this had yielded, it took away the retaining wall and the road alongwith it. A nala is
flowing at the toe of the slope, about 400 ft. (121.2 m.) below the road level. On the bank of the
nala there are outcrops of rocks comprising phyllites dipping at 45 towards the east i.e. into the hill
however, the entire slope from the road to the nala bed is fairly steep, and is covered with debris
and talus. At the time of the visit of the author, a new retaining wall, founded on rock, was believed
that the measures now being implemented would be able to deep the retaining wall in place and,
thereby, save the road form damage.
ii) Road section at Mile 86+20:
28. In this section, the rocks affected by the slide include weathered and highly jointed
phyllites. The weathering is quite pronounced and the joints, predominantly along foliation, are
open. The rocks dip at an angle of 45 to the east i.e. into the hill. The most prominent joint set in
the bedrock has a strike of N. 20W-S20E. with a dip of 60 towards S70W. The slope of the hill
above the road level is very steep and rises to over 100 m. A 30 cm. wide fissure is reported to have
formed on this slope. 30. The failure of the slope appears to have been due to the steepness of the
slope; the poor strength of the weathered rock; and the tendency for movement along the joints,
which dip towards the valley.
10

D. Mile 93 Slide
29. This slide zone is situated near milestone 92 plus chain 21 and extends for a length of 300
ft. (99 m.) along the road. The rock type involved in the slide zone is closely jointed, limestone,
dipping at an angle of 70 towards N. 50E i.e. into the hill. However, the following prominent
joints transect the rock:
i) Strike N.40W.-S.40E, dip 70 to N.50E.
ii) Strike N.E.-S.W.; dip 70 S.E. i.e. towards the road.
iii) Strike N.W.-S.E.; dip 40-70 S.W. towards the road.
iv) Strike N.S.; dip 35 west.
30. The joints, though impersistently developed, are prominent. Some of these are open and
have contributed to the slide due to saturation of the jointed rock mass.
E Mile 94 Slide
31. In this stretch, the road has been affected in three sections. One of the sections is located
between milestone 93 plus chain 19+50 chain 21+00. The second one is located at milestone 93
plus Ch. 35400 while the third one is located at milestone 93 plus chain 37+00.
i) Road section between 93/19+50 to 21+00:
32. In this section, the road has been constructed in a filling. The retaining wall is also reported
to have been founded on hard soil, as bedrock has not been encountered. A nala flows at the toe of
the slope, which is normally confined by banks, but which during the monsoons, causes toe erosion.
This erosion removes the toe support to the debris and talus lying on the slope, leading to the
formations of debris-slides.
ii) Road section at mile 93/35:
33. In this section of the road, quartzite and talcose, sericite schists are involved in the slide.
An old slide scar is also observed on the slopes overlooking the road. This scar has a concave
profile towards the road, suggesting a slump type of slide in the overburden.
34. The quartzites are closely jointed and the talcose-sericite schists are thinly foliated. The
beds strike N. 70|W-S.70E. and dip at 65 towards N.20E. apart while the joints which strike
N.30E.-S.30E.-S.30W. and dip 60 towards S.60E. (i.e. into the hill) are 6 apart.
35. The hill face above the road is very steep, ranging from 75 to nearly vertical. The serictieschists, being less competent, are unable to remain stable on such steep slopes, particularly after
heavy or long-continued rains, which tend to weaken the cohesion and shear resistance along the
foliation planes. The planner-sliding tendency is further accentuated by the unfavorable disposed
joints patterns xxx the rock. xxx bedrock, slump slides also take place in the overburden.

11

iii). Road section at mile 93/37:

36. At this section of the road, crumpled mica-schists are exposed. They dip at an angle of 70
towards N.E. and are intersected by joints paralleling foliation as well as by joints trending
N.40W-S.40E. and dipping at 50 towards S.90 W. Due to the close foliation and the soft nature
of the rock, it falls in plannar slides on the road, bringing down the overburden along with it. Planer
creep is also observed in the bedrock.
F. Mile 95 Slide
37. The affected section of the road lies near mile 94 plus chain 47. The slide here displaced a
large volume of rock along a reportedly open joint plane, soon after a 10 to 12 inch. Thick snow-fall
during March 67. The rocks involved in the slide comprise gneisses and silicified phyllites dipping
at an angle of 65 towards N.40E. In addition to the foliation joints, the following prominent joints
transect the rock.
i) Strike N.40E.-S.40W; dip 55 to S.50W. (towards the road.)
ii) Strike N.E.-S.W.; dip 75 to 80 N.W. (towards the road)
38. The road has been constructed partly in filling and it is reported that the impact of the slide
was so heavy that the retaining wall gave way and the road was removed. It is possible that the slide
of March 67 was caused by the wedging-action of ice in the already open joints, thereby,
precipitating the failure of big block of rock exposed on the free face.
G. Mile 96 Slide
39. Two sections of the road have been affected by slides which took place within, this mile;
one is located near mile 95 plus chain 10 to 11 and the other between mile 95 plus chain 45 to 49.
i) Section at mile 95/10-11
40. The slide consisted of planar and block displacements, involving large block of gneissic
granite which came down on the road from a height of over 400 ft. (121.2 m.). The impact of the
slide badly damaged the retaining wall which give way, thereby, taking away the road along with it.
The slope of the hill is almost vertical near the top, becoming roughly 70 below it upto the road.
The gneissic granites have a foliation dip of 55 towards the south i.e. in to the hill; but are
transected by a prominently developed N.80w.-S.80E. trending joints, which dip at 45 to N. 10
i.e. to wards the road. Because of the steep slope, the joints are day-lighted at the toe and blocks of
jointed rock are moved out as soon as the frictional resistance along joints is lessened due to rain or
snow.
ii) Section at mile 95/45 to 49:
41. This section had been badly affected the sliding of huge blocks of granite and phyllites
.The rocks in-situ dip at an angle of 55 to N.30. i.e. into the hill but are transected by well
developed joints which dip towards the road.
12

a) Strike N.40E.-S.40W.; dip 70 to N. 50W.

b) Strike N.70W.-S.70E.; dip 80 to N. 20W.
c) Strike N.E.-S.W.; dip 20 to N.N.W.
Almost all the joints re open and, thereby, tend to facilitate sliding of large blocks of rock
due to decreased fractional resistance along the joints after heavy rain or snow-fall.
H. Mile 97 Slide
42. This slide is located near Mile 96 plus chain 40 and extends for a length of 150 ft. (45.5
mm). The slide has been caused by failure of the rock along foliation and joints places, as the road,
in the affected stretch, runs parallel to the strike of the beds. The rock types involved in the slide
comprise gneisses and schist. The trends of the foliation and of the prominent joints, are as given
below: a) Foliation: -strike N.50W.-S. 50E. dip 50 to N.40 E towards the road; spaced 6 to

-24

apart.
b) Joint: Strike N.30W.-S. 30E; dip 50 to S.60W. i.e. into the hill.
c) Joint: Strike N.S. dip 85 to E. i.e. towards the road.
I. Mile 99 Slide
43. In this reach, slides occurred near milestone 98/5; 98/23 to 24; and 98/26. In the first three
sections, the slide has been confined to talus and weathered rock lying on steep slopes. The bedrock
consists of tightly folded mica-schist, with dip varying from 75 to 85 N.E. or S.W. i.e. parallel the
road. The slides in the first three sections are of the type of debris-flow, and were presumably
caused by a reduction in the shear resistance of the loose material lying on steep slope due to
saturation by water and by the freezing action due to saturation by water and by the freezing action
of snow. Whenever there is a heavy slide of the debris, chunks of the underlying rock (which is soft
and incompetent) also slide down.
44. In the last section at mile 98/26, the slide is of the block-gliding type. Here, the rock
comprises micaceous sandstones with bands of carbonaceous shale. They dip at an angle of about
80 towards N.W. i.e. towards the road. A shear zone has also been observed transecting the
exposed rock and this dips at an angle of 55 towards S.W. i.e. into the hill. Due to the presence of
the shear zone and the close bedding joints, blocks of rock tend to get separated and roll down on
the road.
J. Mile 115 Slide
45. This slide is of the planar gliding type and extends for a length of 150 ft. (45.5 m). It
involves sandstones and maroon shales, the former constituting only 33% of the total sequence.
Structurally, the rocks dip into the hill at an angle of 65 towards S.W. The toe o the slope is
hugged by a rivulet discharging into the Peerah nala. Though the dip is favourable from the stability
13

point of view, the sandstone members are transected by a joint set dipping 45 towards N.E. i.e.
towards the road. These joint planes have been exposed in the course of the development of the
road, thereby, causing sliding of blocks of sandstone. The associated easily and thus remove support
to the overlying rock. This results in the undermining of the overlying sandstone bands, which in
turn, gives way. The process continues with the passage of time, with the result that the slide
gradually advances towards the Jammu side of the road.
K. Asar Slide
46. The Asar slide zone is seen on the right bank of the River Chenab and is located on the
Ramban side approach of the new road link under construction. This link connects Ramban with the
new concrete bridge across the river Chenab, about 6 km. upstream of the present Suspension
Bridge. Practically the entire reach of the link road from mile 1/15 to 1/29 needs attention. In the
stretch of the road extending from mile 1/15 to mile 1/18, the slide is of the rock-fall type in talus,
which has been cut almost vertical. In the next badly effected stretch of the road extending from
mile 1/20.5 to mile 1/29, the slide is of the debris-flow type. A thick mantle of talus and scree
covers the rock, which has been cut almost vertical upto a height of about 200 ft. 9198 m.) above
the road. The scree, being unable to remain stable on the steep slope, comes down on the road
parallel to the road for a considerable distance, is reported to have developed at a height of about
300 ft. (99 m.) above the road. This fissure has apparently been caused by the sliding of the scree
ands is potential plane for future sliding of the scree and is a potential plane for future sliding.
47. The rock types underlying the scree comprise thinly bedded slates interbedded with grey
quartzites. The rock above the river bed, dip into the hill whereas at the river bed and on the left
bank of the river, they dip in the opposite direction. Hence, and anticline fold with one limb dipping
at 40-50 towards N. 40E. and the other limb dipping at 80 to 85 towards S.40 W. has been
inferred. The rock is closely jointed, probably due to the tight folding, and its proximity to the thrust
Separating the Dogra slates and the Eocene Nummulites. The close jointed has also reduced the
competency of the rock to stand on steep slopes and hence overhanging faces of the rock slide down
on the road along with the debris at the higher levels.
L: Ramban Suspension Bridge:
48. A few hair-cracks had developed in the masonry and the road slab of the left wing wall of
the suspension bridge. The Military Engineers suspected that the cracks may have been caused by
the earth tremors of February 67. The wing-wall has been founded partly on gray quartzites and
partly on slates dipping at an angel of around 85 4 metres deeper in the slates as compared to the
sandstones. The deeper foundations have apparently been necessitated by the deeper weathering of
the slates. Three to four hair-cracks have been developed in the stone masonry of the wing-wall, one
of which rises almost from near the foundation level. This crack, after traversing along the mortar14

joints, rises upto the top of the masonry wall and probably continues across the road slab. The other
cracks have developed in the upper portion of the masonary and travel only for a short distance.
49. With a view to find out the cause of the development of the cracks, other masonry
structures like the right abutment of the existing bridge and that of the old bridge (located upstream)
were examined and enquiries were made to find out the effect of the earthquake shocks on other
buildings in the town. No cracks were observed in the other masonry structures and none were
learnt to have developed in any other building in the town. As the earthquake shocks were learnt to
be of low intensity (in fact, one witness testified that the vibrations were almost similar to those
caused by a moving vehicle on the bridge) the formation of cracks cannot be attributed to the
earthquake of Feb. 67. On enquiry regarding the crack in the wing-wall of the bridge, it was learnt
that grass had been found to grow in the major crack. This suggests that the crack is fairly old. Also,
in view of the absence of cracks in other structure and the low intensity of the shock, it is highly
improbable that the aforesaid cracks have been caused by the earthquake tremors.
50. The author feels that the cracks may have developed on account of the different yielding of
the foundations of the bridge over the slates and quartzites. The above observation is corroborated
by the fact that the major crack has developed in a section where the structure is founded on the
comparatively weaker slates.
M: Widening of the road at mile 88/46
51. The average widening of the road will be about 4 ft. and is to be done in a stretch of 150 ft.
(45.5 m.). The widening of the road can be achieved either by cutting the hill face or by
constructing a retaining wall towards the valley and filling the intervening space. The widening of
the road by outing the rock face was preferred by the Military Engineers, provided this was
considered feasible on geological grounds.
52. The rock types involved in the cutting are silicified quartz-schist, quartzite and mica-schist,
the first two occupying about 80 ft. of the length of the road and the last rock type occupying the
rest of the length. The rock dip at 65 towards N.E. i.e., into the hill, and are intersected by the sets
of joints, of which one dip at 60 to S. 20 E. (i.e. towards the road). There is an overhang of about
15 metres above the road.
53. The author believes that the road can be widened by cutting the hill face cautiously, and by
using light plasting charges. The work should be commenced above the overhanging face, so that
this does not give way when its support is removed from below. It may be observed that any
indiscriminate blasting may trigger off heavy rock falls on the road.
N: Panthal Bridge Site
54. There is a temporary steel-girder bridge across the Panthal nala at the moment, which
caters to an one way-traffic. In order to meet the requirements of the National Highway, it is
15

proposed to construct an R.C.C. bridge wide enough for two-way-traffic, slightly upstream of the
existing steel-girder bridge.
55. The rock types exposed at the bridge-site consist of schists and granite gneisses dipping at
50 to 60 to N. 40 E i.e. towards the right abutment. On the left flank of the bridge the granite
gneisses are exposed where as on the right flank the schists are met with. In the nala bed, however,
granite gneisses are again exposed and hence both the abutment of the proposed bridge are expected
to be founded on the granite gneisses.
O: Slide on the Right Bank of the Panthal Nala
56. It may be mentioned here that the existing Bailey Bridge collapsed under the impact of
large boulders which fell on it from the top heavy snow-fall in March, 1967. Fissures have also
developed on the slope near the top of the ridge. These fissures were supposed to have been caused
by the earthquakes of Feb. 67, but the evidences collected from local enquiry do not indicate that
the earthquake was of such intensity as to cause fissures in the ground. These have probably been
caused by shear failure of the soil due to saturation and frost action. The hill overlooking the bridge
will, therefore, need treatment for stabilisation of the slope, as discussed in the subsequent chapter.
P: Makarkot Bridge Site
57. The proposed permanent bridge at this site is located downstream of the existing Bailey
Bridge. There are no exposures of rock in the nala bed at the proposed bridge-site. At the present
road level, thinly bedded quartzites associated with phyllites are exposed, dipping at 85 in N.40 E
i.e. upstream direction. Along the proposed alignment, the bridge is expected to be located largely
on phyllites under an unknown thickness of overburden.
58. As the more competent quartzites are exposed about 7 metres downstream it has been
suggested that the alignment be shifted downstream, so as to found the bridge essentially on the
quartzites. It has also been pointed out that a few holes should be drilled in the river bed out that a
fe holes should be drilled in the river bed and at the location of the abutments, so as to find out the
depth of the overburden and the nature of the bedrock.

16

IV.RECOMMENDATIONS ON MEASURES TO CONTROL THE LANDSLIDES

Item C: MILE 87 SLIDE
59. At the time of the visit of the author, a new retaining wall was under construction for the
road section at mile 86/14 to 16. Another retaining wall has also been planned for retaining the
slope between the road and the stream flowing at the toe of the slope measures, it is recommended
that the slope be broken up by providing at least one berm, say of 5 ft. (1.5 m). A drain should be
provided at the hill side of the berm, to carry away the under seepage and the surface flow. The
drain should be discharged into the stream below and over the rocky ledges available stream of the
affected area, or else through a lined masonry drain built over the debris.
60. At mile 86/28, the slide is of the slump type in overburden of weathered rock and of the
planar type in the jointed bedrock. The slope is very steep and the height involved is over 100
metres. The following measures are recommended for stabilising the slope:
i) Removal of the overburden material below the level of the fissure on slopes of : 1 with
heights restricted to 6 m. an intervening berms.
ii) Provision of 10 ft. (3m.) wide berms (with a drain on the hill side) at 100 ft. (30m.)
interval and either cutting the intervening rock at :1 slope, or, rock-bolting across the joint planes
dipping towards the road, at 15 m. spacing and to a depth of 4.5 m.
Item D: Mile 93 Slides
61. This is largely rock-fall, with occasional planar slides. The following measures are
recommended for stablising the slope and for minimizing the danger form the rock falls: i) Scaling of loose blocks of rock.
ii) A 10 ft. (3 m.) wide berm should made 50 ft. (15 m) above the road level to arrest the
falling rock debris from above and provision of dowel bars across the joints dipping towards the
road below the suggested berm.
iii) If the above measures fail to control the rock-falls additional berms should be made at
100 ft. (30 m) intervals, with dowel bars emplaced in drill holes made into the rock exposed on the
slopes between the berms. The holes should be made across the north-west and north-east trending
joints, which dip towards the road, at a spacing of 15 m. and to a depth of 4.5 m.
Item E: Mile 94-Slides
62. At mile 93/19+50-21+00, the following measures are desirable for stablising the slopes and
for containing the existing slides, which is essentially confined to the talus lying over the rock.
i) Provision of wire-net sausages at he toe of the slope so as to deflect the current of the
nala and to control toe-erosion of the talus.

17

ii) Provision of at least a 5 ft. (1.5m.) wide berm in the middle of the slope along with a
lined drain on the hill side discharging into the nala. Due to the limited space available between the
road and the nala, the provision of the suggested berm would necessitate steepening of the slope
above the berm. The toe of this steepened slope would, therefore, need additional protection by way
of confining the debris, behind stone-packed wooden-cribs or by a masonry breast wall.
iii) For an effective stablisation of the slope it would be desirable to provided more berms
but it may not be possible to provide them on account of the limitation of the space. If the
recommended measures fail to control the slide, it may be necessary to provide a suitable-designed
retaining wall taken to bedrock form the nala bed level.
63. At mile 93/35, the slide is essentially of the planar type along joints, with some slump
failures in the overburden. In order to contain future slides ands stabilise the slope the following
measures may be adopted: i) Unloading the material at the head of the existing slump-slide and provision of stableslopes of :1 in the overburden, with berms at 6 m. vertical interval.
ii) Recession of the steep slope so as to make it coincide with the joints, dipping towards
the road and providing benches at every 100 ft. (30 m) heights.
iii) If the above measure involves considerable removal of rock, rock bolting or dowelling
across the joint planes which dip toward the road; the dowels should be taken 15 ft. (4.5 m) in rock
and spaced at 50 ft. (15 m.).
67. At mile 93/37, the following measures may be considered: i) Easing of the slope to 1:1 in the weathered mica-schist and providing a bench with a
drain at the contact of the rock and the weathered material.
ii) Provision of an anchores wire net to arrest the falling stones, if this be called for
subsequently.
Item F: Mile 95 Slides
64. The following measure may be considered: i) Provision of drilled drainage holes driven at different angles so as to intersect the open
joint planes. The holes should be taken 15 m. into rock. The drainage from these holes should be
collected through hose-pipe and lead into a drain at road level.
ii) If this measure fails to arrest slides, dowelling or rock-bolting across the joints which
dip towards the road. The spacing and inclination of the dowels (or bolts) should be dictated by the
disposition of the joints as portrayed on large scale geological maps.
iii) Reconstructing the retaining wall on bedrock on removal of the hump.
Item G: Mile 96-Slide
65. At the mile 95/10-11 slide, the following measures may be considered: 18

i) Provision of drilled drainage holes into the rock so to intersect the maximum number of
joint planes, as for item F above.
ii) Dowelling (rock-bolting) across the joint planes which are open and which are dipping
towards the road. All the dowels should go to a depth of 15 ft. (4.5 m.) into the hill form the surface
of the slope and spaced 50 ft. (15 m.) both ways.
66. The slide at mile 95/45-49 involved rock-fall ands planar slide of large blocks of granites
an phyllites. While a trouble-free solution for controlling slides would be the avoidance of this
stretches of the road by tunnelling through the hill, this may involve the construction of an 1.5 milelong tunnel. If this were feasible on engineering grounds, the tunnel. If this were feasible on
engineering grounds, the tunnel portal could be located on the Jammu side of the Khuni nala subway and in the hard granitic gneisses exposed here. The other portal of the tunnel may be located
beyond the mile 95/10-11 slide zone.
67. In view of the likely cost of the tunnel, the following measures be considered; although
they may not provide a completely satisfactory solution to the problem of control of landslides:i) Scaling of all loose granite-gneiss blocks at the higher level.
ii) Provisional on of 15 ft. (4.5 m.) deep dowels (or rock-bolts) across the joint planes
which are open and which dip towards the road. Initially the spacing of dowels may be kept 15 ft.
(4.5 m.) apart both ways.
68. The slide is essentially of the planar type and takes place along the foliation planes which
dip towards the road. It is believed that after the removal of the loose deep from the surface and
cross the foliation on planes will go a long way in controlling the slides. The initial xxx of the rockbolts may be kept at 15 m. both ways.
Item I: Mile 99- Slide
69. At mile 98/5, 98/21 and 98/23-24, as the slides are essentially of them debris-flow type, to
contain them the following measures may be considered:
i) Easing of the slope on 1:1 gradient.
ii) Providing 10 ft. (3 m.) wide berms at 50 ft. (15m.) intervals with 3m.-deep sub-surface
drains on the hill side, filled with free-draining broken rock-fragments.
iii) Constructing transverse sub-surface drains at 3 m. intervals for the individual slopes
between the consecutive benches. These transverse drains should be cut 3.0 m. in to the slope and
filled with free draining material like broken rock and connected total longitudinal drain at the
berm.
iv) At breast wall at the road level to support the toe of the debris.
v) At mile 98/24, dowelling (or rock-bolting) may also be carried out to control the
slipping of the rock along the joint planes which dip towards the road.
19

70. The slide at mile 98/26 is essentially a planar slide taking advantage of the bedding planes
which dip towards the road. The following measure may be considered for checking the slide: i) Provision of drilled drainage holes at 10m. centre to centre and to a depth of 10 m. into
the hill face.
ii) Provision of 15 ft. (4.5 m.) deep dowels (or rock bolt) across the bedding planes at 15 ft.
(4.5m.) spacing both ways.
Item J: Mile 115-Slide
71. As this is largely a planar slide taking advantage of joint planes in the sand stones which
dip towards the road, and the disintegration of the underlying shales, it is suggested that the
following measures may be considered:
i) Dwelling (or rock-bolting) across the joint planes in the sandstone bands. The dowel
should extend to a depth of 15 ft. (4.5 m.) normal to the slope and drilled at a spacing of 15 ft. (4.5
m.) both ways.
ii) Protecting the shales from disintegration by guniting the exposed surfaces of the shale
bands
Item K: Asar Slides
72. These slides have taken place in a newly constructed section of the road. The road had not
been opened to traffic trolling the slides can be adopted without interfering with the traffic,
Practically in the entire area affected by the slides, there is a thick accumulation of debris, and the
road may have to be necessarily achieved by cutting more into the hill-side than by the construction
of a retaining wall on the valley side, which will precipitate further slides in the debris. Therefore,
wherever possible, retaining walls rounded in bedrock, should be constructed for holding the debris.
73. The affected stretch of the road between mile 1/15 to 1/18 should be treated as follows: i) The feasibility of cutting the slope on 1:1 gradient should be considered. The vertical
lifts should not exceed 15 m. If is not feasible to cut it on 1:1, the flattest slope that can be provided
should be adopted.
ii) Provision of a minimum benches 10 ft. (3 m.) wide with slide taken to a depth of 3 m.
and back-filled with free draining material Transverse sub-surface drains at 15 m. spacing, 3 m.
inside should be provided on each slope cut and connected to the longitudinal drains on the berms.
The drainage should be discharged into the nearest available natural outlet.
iii) Afforestation of the debris-covered slopes.
iv) Protection of the sand layer exposed just above the road by hand packed boulders.
v) Construction of masonry buttress-walls all along the road on the hill-side.
74. In addition to the measures listed above, the removal of overhanging faces in the rock and
cutting it on 1/2:1 slope (wherever feasible) may be considered for the reach mile 1/20.5 to 1/29.
20

Item O: Slide on The Right Bank of The Panthal Nala

75. A number of arcuate crack had developed on the slope forming the right bank of the nala
and near the top of the right (Plate IV). These cracks were generally 5 cm. to 15 cm. open and some
of them were over 1 metre deep. The cracks are indicative of a slump-slide in the soil overlying the
bedrock of phyllites.
76. The Military Authorities have taken action to plug the open crack with stones and have
also made check walls in a short stretch of the slope. Since the failure in the soil is of the slump
type, plugging the cracks with stones and loading the top of the slide by the check walls may not be
of any use in checking the slide. In fact, loading the affected slope in undesirable. As the immediate
cause of the failure is most likely to be the over saturation of the soil, either by high precipitation or
by snow-fall, it is considered necessary that measures be adopted first to drain the soil. If these are
unsuccessful, unloading the top of the slide and providing restraint at the toe through a retaining
wall founded on bedrock, are the subsequent measure recommended for the control of the slides.
77. In considered of the factors involved, the following control measures may be taken in the
entire stretch of 200 ft. (60 m.) where the cracks have been observed i.e. between mile 94 plus chain
38 to the right abutment of the Panthal bridge.
i) Easing of the slope in th slide area form nearly 50 45 and providing a 5 ft. (1.5 m.)
wide berm at every 50 ft. (15 m.) vertical interval.
ii) Provision of sub-surface, longitudinal trains on the hill-side of each berm, to a depth of
3 m. and backfilling them with free-drainage material. Transverse trench drains, back-filled
likewise should be provided at every 15 m. interval and taken to a depth of 3 m. The drainage from
the network of drains should be discharged into the Pathal nala.
iii) If measure (i) & (ii) prove ineffective in controlling the slide, removal of roughly 1/3 rd
the material from the head of the slide in a slope of 1:1 (this is the stable slope observed in similar
material on slopes near Banihal) and provision of a retaining wall at the toe of the slide, have to be
considered subsequently.
V. CONCLUSIONS
78.

The studies of the Banihal tunnel and vicinity do not unequivocally point out that the high

seepage in the unlined section of the tunnel and the cracks in the lining or in the masonry of the
wing walls have been cause by the minor earthquake which rocked the area in Feb. 67 However,
the cracks in the buildings of the Verinag Colony do seem to owe other origin to these earth
tremors.

21

79. In order to relieve the ground-water pressure behind the lining, it is desirable to puncture
the same at intervals and to fix slotted pipes well into the rock behind. The released ground-water
will have to be led into the drains provided at both the ends of the road tunnel.
80. The ground-water discharge in the unlined section of the tunnel should be deflected by G.I.
sheets hooked on angle iron struts and the water thus deflected should be collected on the sides and
ultimately lead into the side.
81. The several stretches of the road which have been affected by landslides of slump, planar
and block glide and rock-fall types have been examined. The probable causes of the slides have
been analysed an the cost and feasibility of the remedial treatment suggested in the report have to be
evaluated on the basis of large-scale plans an sections of the different slide areas, which were not
available at the time of the field studies.
82. The fissure which had developed in the overburden in some of the slide areas do not appear
to have been caused by the earthquakes of February 67; They appear to have been caused by the
shear failure of the slope-forming materials as a results of over-saturation and by the removal of the
support.
83. The cracks in the left wing wall of the Ramban Suspension Bridge seem to owe their origin
to a differential settlement of the foundation.
84. The foundation of the proposed bridge across the Panthal nala are expected to be suitable.
The slump-slide which had taken place at the higher levels of the right abutment hill slop has to be
properly treated by providing sub-surface drainage. If this measure fails to control the slide, more
expensive measures of partial removal of material at he head of the slide and a retaining wall at the
toe of the slide have to be installed.
85. Exploration by drilling is called for at the Makarkot bridge site, where the bedrock is
covered by the alluvium. If the bridge site can be shifted slightly downstream, the foundation will
be on more competent quartzites instead of the phyllites. However, even the existing location on
phyllites can be considered satisfactory.
86. The road at mile 88/46 can be widened by 4 ftl. (1.2 m.), by cutting the hill side, provide
light charges are used in blasting and th work is done cautiously.
VI. ACKNOWLEDGEMENTS
The author wishes to place on record his sincere thanks to Colonol G.S. Garwal,
Commander, 32 Maintenance Task Force and to Captains S.K. Gupta and K.K. Vij for the facilities
and co-operation extended by them in the execution of the field work. His thanks are also due to
Capt. Agroya for the benefit derived in discussion of the various field problems.

22