SCHEDULE - B

(See Clause 2.1)

DEVELOPMENT OF THE PROJECT HIGHWAY

1. Development of the Project Highway

Development of the Project Highway shall include design and construction of the Project
Highway as described in this Schedule-B and in Schedule-C. The alignment plans of the
Tunnel are specified in Annexure-I of Schedule B. The proposed profile of the project
highway as indicated in the Annex-III of Schedule A shall be treated as an approximate
assessment. Based on site/design requirement specified in Schedule-D, the Contractor
shall design the alignment plans and profiles of the project highway with approval from
Authority Engineer within the available Right of Way.
2. Rehabilitation and augmentation (Two Laning)
Rehabilitation and augmentation shall include four laning of the Project Highway, as
described in Annex-I of this Schedule-B and Annex-I of Schedule-C.
3. Specifications and Standards
The Project Highway shall be designed and constructed in conformity with the
Specifications and Standards specified in Annex-I of Schedule-D.
 Annexure – I

(Schedule-B)
Description of Project
1. DESCRIPTION OF PROJECT

1.1 Construction of Tunnel

The Ministry of Road Transport & Highways through Public Works Department,
Government of Uttarakhand has been assigned the work of Construction of Highway
2- Lane Tunnel including approaches across the Mussoorie Hills (Design Chainage
km 0.700 of Cart-Maccanzi Road to Chainage km 156.700 of Tyuni-Chakrata-
Mussoorie-Dhanolty-New Tehri Road of NH-707A) in the State of Uttarakhand.
Mussoorie is about 35 km (22 mi) from the state capital of Dehradun and 290 km
(180 mi) north of the national capital New Delhi. The hill station is in the foothills of
the Garhwal Himalayan ranges and is also known as Queen of the Hills. The
adjoining town of Landour, which includes a military cantonment, is part of "greater
Mussoorie", as are the townships of Barlowganj and Jharipani.

1.2 Tunnel Alignment

 Approved Alignment Corridor (Blue Alignment)

1.3 Geometric Design of Alignment

The unidirectional twin-tube two-lane traffic tunnels are proposed with a tunnel
width of 11m. The South portal of the tunnel starts near the ITBP rock temple at an
elevation of 1794.428m. The tunnel is aligned keeping in view, the topography,
length and the location such that the tunnel passes through the region having
adequate cover all around, adding the fact that the portal is at the existing road
level, simplifying the connection once road widening for construction bypass has
been completed, prior to start of works. The length of tubes 1 & 2 of the tunnel are
4.5km approximately.
As per the geotechnical baseline report, it was concluded that the initial location of
the South portal falls in a fault, 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 and a suitable location further westward has been chosen. As
per the geological site condition, and to access the road, the Northern portal has
been shifted further towards the Northwest by approximately 1.3km.

Portal Chainage (m) Formation Level (m)

Tunnel South 0.00 1794.428

North 4487.59 1780.735

The design of the tunnel is done with consideration to the geological,

geotechnical and groundwater conditions at the site as well as environmental
constraints. To arrive at the decision of portal location, the following parameters
have been considered:
1.3.1 Horizontal Alignment
A straight tunnel alignment is generally preferred according to Indian IRC: SP:91-
2019. However long straight tunnel stretches should be limited with a length of
approx. 1500m to avoid fatigue due to monotony as recommended in Indian and
International PIARC Guidelines.
1.3.2 Vertical Alignment
Southern portal & Northern portal of the tunnel are kept at an EL. 1794.428 m
and EL. 1780.735 m respectively. In the initial length of 2353.745m, slope of
1.470 % from the Southern portal is given. There is a vertical curve of radius
4319.576m; length is 150.000m from CH 2337.570 m to CH 2487.570 m with a
 max elevation of 1821.960m. The remaining length is 1775.027m at negative
gradient of 2.000%. Highest Elevation is at CH 2179.700 m. The
Recommendations of Indian and International standards concerning design
parameters and the proposed tunnel alignment are discussed further.

Vertical Alignment details:

Start End
Elevation Slope Length Radius
Chainage Chainage
(m) % (m) (m)
(m) (m)

South 2353.745
0.00 - 1794.428 1.470 -
Portal m

North
- 4487.590 1780.735 -2.000 1775.027 -
Portal

Vertical 1821.960
2337.570 2487.570 - 150.000 4319.576
Curve (max)

1.4 Portals:
At the ends of the tunnel (portal zones) gentle curves should be designed in plan view
providing sufficient visibility as recommended by Indian IRC: SP:91-2019. For the
tunnels proposed adequate alignment solutions at the portals are chosen with respect to
the geological and topographical ground conditions and requirements on approach road.

1.5 Curve Radius

Curves in tunnels should meet the minimum radius requirements for the tunnel design
speed. The IRC: SP:91 standard does not provide any recommendations for minimum
horizontal curve radii in tunnels. Nevertheless, the requirements for curve radii for open
roads from Indian code IRC:48 should also be met in tunnels. Details of horizontal
curves are given in Table 1.

1.6 Transition curve

Transition curves are situated between curves and straight road sections to provide a
smooth intersection between the curve and the straight. According to IRC 38 the
transition curve length shall meet requirements defined by:
 Rate of change of centrifugal acceleration
 ate of change of superelevation
The required alignment elements from Indian and International Standards (as per IRC
SP 48-1996) are given in Tab. below for the design key parameters and compared with
the proposed alignment elements.
 Alignment element Design Alignment

Max. length of straight (m) 1059.445

Min curve radius (m) 518

Min. length of transition curve NR

Max length of transition curve NR

Horizontal Alignment-Curve details:

S. Section Radius
ID Chainage (m) Easting (m) Northing (m)
No. Length (m) (m)

1. PS 0+00 0.00 218096.086 3372185.880 0

2. ST 0+00 218096.086 3372185.880

201.228
3. STE 0+201.228 217898.147 3372222.112

4. CS 0+201.228 217898.147 3372222.112

20.21 1036 L
5. CE 0+221.430 217878.307 3372225.944

6. CS 0+221.430 217878.307 3372225.944

474.51 518 L
7. CE 0+695.947 217516.016 3372506.293

8. CS 0+695.947 217516.016 3372506.293

20.21 1036 L
9. CE 0+716.150 217507.328 3372524.537

10. ST 0+716.150 217507.328 3372524.537

438.536
11. SE 1+154.690 217322.646 3372922.288

12. CS 1+154.690 217322.646 3372922.288

20.21 1036 L
13. CE 1+174.90 217314.315 3372940.698

14. CS 1+174.90 217314.315 3372940.698

514.54 518 L
15. CE 1+689.438 217354.489 3373432.707

16. CS 1+689.438 217354.489 3373432.707

46.67 1036 L
17. CE 1+736.11 217380.864 3373471.205

18. CS 1+736.11 659.79 217380.864 3373471.205 518 R

 19. CE 2+395.90 217372.434 3374087.233

20. CS 2+395.90 217372.434 3374087.233

20.21 1036 R
21. CE 2+416.11 217360.040 3374103.192

22. ST 2+416.11 217360.040 3374103.192

1059.445
23. SE 3+475.551 216702.095 3374933.574

24. CS 3+475.551 216702.095 3374933.574

164.68 3000 R
25. CE 3+640.23 216596.336 3375059.774

26. ST 3+640.23 433.043 216596.336 3375059.774

27. SE 4+073.271 216309.188 3375383.922

28. CS 4+073.271 216309.188 3375383.922

23.72 1036 L
29. CE 4+096.990 216293.666 3375401.854

30. CS 4+096.990 216293.666 3375401.854

390.60 400 L
31. CE 4+487.59 216214.044 3375768.577

32. PE 4+487.59 216214.044 3375768.577

PS Project Start PE Project End

CS Curve Start CE Curve End

TCS Transition Curve Start TCE Transition Curve End

ST Straight Line

1.7 Tunnel gradient

Tunnel gradients should be limited to about 3% in long tunnels which are longer
than 500m and 4% for the shorter tunnels according to IRC: SP:91-2019. Steep
tunnel gradients must be considered, in particular, in the design of the ventilation
system which is not critical for the presently proposed tunnels. The minimum
gradient shall exceed 0.5%, except in crest and sag curves, and in exceptional
cases.

1.8 Sag/Crest Curves

The change in gradient shall be designed with sag or crest curves. Neither IRC
Standards nor PIARC reports provide values for sag and crest curves in tunnels.
 Nevertheless, the requirements for minimum crest curve length for open roads
from Indian IRC: SP:23 should also be met in tunnels. In the proposed tunnels, a
single gradient is kept throughout the length.

1.9 Cross fall

According to IRC: SP:91-2019 the cross fall in a tunnel shall be kept minimum 2%
and is adopted for the tunnels in the project.

1.10 Superelevation
The current tunnel alignment is planned to rise from the South portal with a
gradient of 1.47% for a length of 2337.570m approx. followed by a vertical curve
(Crest) of 150.000m approx. in length and 4319.576m radius. The tunnel then
climbs down for a length of 1775m approx. with a radius of 2.000%.
A summary of all required alignment elements from Indian and International
Standards are given in Table 4 and compared with the proposed alignment
elements

Alignment Elements:

Alignment element Design Alignment

Tunnel gradient max/min (%) 1.47 / -2.000

Min. sag/crest curves radius/ length in [m] 4319.576

Min. crossfall in tunnel [%] 2%

superelevation in curves in [%] NA

min./max. superelevation (%) NA

1.11 Design Speed

The design speed for the tunnel is kept as 50km/h and the same is considered for
traffic studies. The maximum hourly design flow of one traffic lane can be
investigated considering the percentage of heavy goods vehicles, the tunnel
geometry, and additional factors. The design parameters are summarized below:
The following regulations and recommendations from Standards and Guidelines are
discussed:
IRC:38-1989: “Guidelines for the Design of Horizontal Curves for Highways and
Design Tables (1st Revision)” The Indian Roads Congress, India, 1989
IRC: SP:91-2019: Guidelines for Road Tunnels. The Indian Roads Congress, India,
2019
1.12 Other Considerations
Road tunnels with more than one traffic tube should be designed so that in the
event that one tube is shut down, traffic can be carried on in the other. For
reasons of safety, it is not recommended that tunnels be constructed for bi-
directional traffic; however, they should be designed to be capable of handling bi-
directional traffic during maintenance work, which should be carried out at times of
low traffic volume such as at night or weekends. When operating in a bi-directional
mode, appropriate signage must be provided. In addition, suitable cross-over
areas are required, usually provided outside the tunnel entrances, and the
ventilation system and signage must be designed to handle bi-directional traffic.
The height and shape of walls surrounding tunnel entrances, the elevation of
access road surfaces and any entrances, accesses and holes must be designed
such that entry of water is prevented.

2. DESIGN SPECIFICATIONS

Mussoorie tunnel is designed for multi-radius twin tube unidirectional tunnel of length
4.487 km approximately. The design criterion for tunnel cross-section is considered
as per Indian Standards IRC: SP: 48, IRC: SP: 73 for Roads, and IRC: SP: 91 for
road tunnels. Tunnel utilities are designed as per IRC: SP: 91-2019. Tunnel design
and its approach are elaborated in Volume-II Design Report.
The proposed unidirectional twin-tube road tunnel cross-section is planned to
accommodate the horizontal and vertical traffic clearances and other required
utilities. Both tunnel tubes are designed to incorporate two traffic lanes. The table
below details the guidelines as per IRC SP 91 for the features to be accommodated
in the cross section.

2.1 Design Specifications Guidelines as per IRC: SP:91-2019:

Sl. No Description As per IRC: SP:91-2019

Tunnel length 4487.589 m

1 Lane width As per design

2 Pavement Camber Around 2%

500mm for running tunnels and 1000mm for

3 Edge Strip
cross passages

4 Paved Shoulder Not Mentioned

5 Crash Barrier width As per design

6 Kerb Stone As per design

7 Railing height 900mm

 8 Cross Passages (CP) At every 500m

9 Lay-by 500m approx., On the opposite side of CP

1.5m on either side with one footpath

10 Footpath raised(900mm) which is away from the cross
passage

Refuge for parking 6 vehicles with one lane width opposite to

11
vehicles Cross Passage

As per Guidelines for Expressways Volume-ll:

12 Installation facilities
Design

The utilities planned above are shown in figure displaying typical cross-section of
Mussoorie tunnel. Some of the standard requirements considered in this cross
section are discussed hereafter.
The tunnels are planned as twin tubes enabling unidirectional traffic in each tube.
The tunnel alignment is of 4.487 km in length. For tunnels of length more than
1500m, IRC: SP:91 recommends adopting unidirectional twin tube tunnels to
overcome the limitations of bi-directional single tube tunnels. The traffic study
carried out in Mussoorie also demands a twin-tube tunnel to accommodate the
projected traffic.
The tunnel design is not provided with shoulder since both sides have clearance
of 0.5m of edge strips and is protected with a kerb on the edges.

2.2 Size and Shape of clearance profile

The shape of proposed tunnel cross-section is a multi-radius profile to
accommodate the proposed utilities. During freezing of cross-section profile, it is
made sure that the tangent of adjacent curves in multi-radius profile are the same.
This will ensure proper load transfer through tunnel lining. The cross-section
proposed below is with arch invert (Figure 28). However, flat invert section shall be
used for better rock classes (Figure 29). The total cross-sectional height of tunnel
from formation level is 8151 mm and the width of tunnel works out to be 13180
mm. This envelope is accommodating all the utilities proposed for the tunnel.
The height of proposed cross-section (Figure 28) with arch invert will vary
according to each rock class and the same is considered while designing the
tunnel. The spacing between two tubes shall be decided according to the geology
encountered and after carrying out relevant analysis in the design stage.
Installation facilities are provided as per IRC: SP:91-2019 guidelines, most of
which has been already elaborated above in this section.
The tunnel cross-section is designed considering the functional and structural
requirements. All required fixtures can be installed outside the carriageway width
inside the tunnel. The tunnel generally has two cross-sections namely cross-
section with flat invert and cross-section with arch invert. The arch invert is used at
locations where the rock class is weaker, and the deformations are crossing the
warning limits. The closure of arch helps the section to have a stable structure.
Typical twin tube cross-section with the cross passage, cross-section with flat
invert and arch invert are shown in the figures below and are also attached with
this report.

TCS-1: Twin-Tube Tunnel Cross-sectional Profile with Cross-Passage

TCS -2: Tunnel Cross-section with Arch Invert

 TCS-3: Tunnel Cross-section with Flat Invert

2.3 Carriageway and Walkways

A detailed traffic study has been carried out to arrive at the requirements of the
cross section. This study also incorporates the passenger car units (PCU)
projections of the previous traffic studies conducted for this project. The old study,
which was carried out in 2021, estimates a traffic of more than 22994 PCUs in the
year of 2048. While the latest traffic study conducted in 2021 estimates the
projection of more than 19642 PCUs in 2048. As per IRC: SP:73-2018 & Hill Road
Manual specifications, the limit of traffic which can be accommodated in a two-lane
road is 6000 PCUs on mountainous and steep terrain, hence twin tube
unidirectional tunnel of total four lanes is required. The traffic study conducted and
its observations in detail are attached as Annexure-1.
As per IRC: SP:91-2019, the width of carriageway for two lanes (unidirectional) is
3500 mm each, and edge strips of 500 mm width is provided on both sides. The
planned carriageway in each of the proposed cross-section of the tunnel tube is of
width 7000 mm and together can accommodate the projected traffic.
Design Service Volume:

Design Service volume of two-Lane Highway in

Nature of Terrain
PCUs per day as per IRC SP 73

Plain 10,000

Rolling 8500

Mountainous and steep 6000

 Walkways of 1500 mm width on either side of carriageway are provided in the
tunnel cross-section. These are provided along with railing/delineator of 900 mm
height. Instead of 900 mm high inspection walkway, lowered walkways of height
250 mm from level of carriageway are considered in design, for easy movement
of pedestrians in case of emergency.

2.4 Pavement Design

Pavement design aims at determining the total thickness of the pavement
structure as well as the thickness of the individual structural components for
carrying the estimated traffic loading under the prevailing environmental condition
and adopted maintenance strategy with satisfactory performance of the pavement
will result in higher savings in terms of vehicle operating costs and travel time.
Pavement design is carried out in accordance with IRC:37-2018 and IRC:58-2015.
Rigid pavement shall be provided for tunnel with a design life for 30 years.
Following layers form the pavement required as per IRC codes. However, there
are other options of pavement which include different layers as per the
requirement. These options are explained in detail in pavement design report
attached as annexure – with this report.

Bituminous Concrete (BC) (mm)

Dense Bituminous Concrete (DBM) (mm)

Wet Mix Macadam (WMM) (mm)

Granular Sub-Base (GSB) (mm)

Subgrade (mm)

2.5 Cross-Passage and Lay-byes

There are two options of aligning tunnel cross-passages: perpendicular
(horizontal) and inclined (angle of 30 o). During design, length and ease of
navigation/ traffic diversion are the two parameters that are considered. When a
cross passage is perpendicular to the tunnel length even though the length and
cross-section is minimum, the diversion of traffic becomes challenging. The
construction of perpendicular cross-passages is convenient as compared to that of
inclined cross-passage. However, in long term, ease of navigation shall be
paramount. Inclined cross-passages meets the requirement of ease of navigation.
According to IRC: SP:84, twin tube tunnels of more than 500m length shall be
connected by a cross passage at an inclination of 30 o with the direction of traffic
flow as shown in Figure 30. This is to facilitate diversion of the traffic from one tube
to the other tube in the event of an incident/accident in one of the tubes. As per
IRC: SP:91, cross passages shall be provided at an interval of 500m and is
proposed for Mussoorie tunnel. The cross passage will be designed at an angle of
30 degrees from the direction of traffic. The advantage of this type of cross
passage is that the traffic can move in the same direction of flow in the other tube
 also and will restrict taking U-Turn through the cross passage. The only drawback
is to halt the traffic in one lane out of the 2 available in the non-incident tube.
Mussoorie tunnel shall be designed with cross passages at 30 degrees inclined at
intervals of 500m.

TCS-4: Typical plan showing cross-passage and lay-bye

Lay-byes of dimensions 3.5m width and 30m length are planned at every 500m
opposite to cross passages. The planned lay-bye dimension is a feasible
alternative to codal provisions, considering industrial practices. Additional refuge
vehicular parking or parking lay-byes are not provided in the tunnel cross-
section.

2.6 Tunnel Drainage Requirements

Mussoorie road tunnel is designed with a drainage system consisting of pipes,
channels, sump/pump, oil/water separators and control systems for the safe and
reliable collection, storage, separation, and disposal of liquid/effluent from the
tunnels that might otherwise be collected. For safety reasons, PVC, fiberglass
pipe, or other combustible materials shall be avoided. Drainage design is detailed
in Volume-II Design Report.
 As per IRC: SP:91-2019, 2% pavement camber is given for the carriageway for
ease of drainage inside the tunnel. Side wall drains of 200mm diameter protected
with no fine concrete and Geotextile layer are provided on the tunnel lining for
ground water. A side open drain which satisfies the minimum required size as per
IRC: SP:91-2019 is provided on the left of cross section to cater for water spilling
and other sources of water inside the tunnel. Along the alignment, tunnel should
have a minimum gradient of 1% as per IRC: SP:91-2019 to account for smooth
drainage. The vertical alignment proposed for the tunnel caters for the smooth
drainage of ground water collected and the water inside the tunnel.

2.7 Electromechanical Requirements

Design requirements for electromechanical system is covered in detail in section—
of this Main Report of DPR.

2.8 Recommended Tunnel Type

From above studies, it is recommended to use Twin-Tube Uni-directional multi-
radial tunnel for the Mussoorie Tunnel Project.

2.9 Traffic Signs

Traffic Signs: Traffic sign plan as given in Annex III of Schedule A shall be
provided in accordance to manual. The signage plan indicated deemed to be part
of this Schedule-B.
The type, numbers and location of Traffic Signages given in this Schedule are
tentative and minimum specified. The actual numbers and location of Traffic
Signages shall be determined by the EPC Contractor in accordance with the
Manual with approval from the AE. Any increase in the number and type of road
sign shall not constitute a Change of Scope.

Schedule-B
(Value Addition Works)
 Annex – I
(Schedule-B)
Description of Two - Laning
1. TUNNELS

1.1 Rehabilitation of existing Tunnels

End
S. Start Chainage Length Proposed
Location Chainage
No. (km) (m) Rehabilitation
(km.)

Nil

1.2 Proposed Tunnels on the Project Road Section

Start Length Carriageway

End
of width
Design Design including Remarks
S. Tunnel
Location Chainage Chainag Footpath &
No. e (m)
(Ch.) Walkway
(Ch.) (m)

New 2-lane
ITBP Rock Single tube
1 0+000 4+488 4488 1x11.5m
temple area Unidirectional
Tunnel

New 2-lane
ITBP Rock Single tube
2 0+000 4+488 4488 1x11.5m
temple area Unidirectional
Tunnel

The tunnels shall be single tube (1x2-lane) configuration as per the chainages
mentioned in the above table. The tunnel cross section shall be 2 lanes as per
TCS enclosed in Appendix B-I of Schedule B.
Other tunnel ancillary works not limited to drainage, water proofing, tunnel
illumination including electrical distribution panels sub-station on either north or
south sides portal of each tunnel, including O&M Centre and service utility
building, furnishing, signage’s, emergency facilities, etc. shall be provided as
specified in IRC: SP:84-2019, IRC: SP:91-2019 and specification as per
schedule-D.
 It should be noted that the minimum drifting scheme has to be adopted as per
the specifications and drawings but shall be revised (by EPC contractor) based
upon the geological findings of the ground and if required the stages shall be
increased to achieve the desired excavation stability and hence the provisioning
of resources shall be accounted for any such requirements.

1.3 The details of the distribution of rock- mass conditions on the Basis of
Rock Mass Rating are as below:

Tunnel length in meter for

Characteristics
per site visit
Design Chainage respective rock Class as per
RMR rating (%)
Rock

From Total RC
To (Ch.) RC1 RC3 RC4 RC5 RC6
(Ch.) (m) 2

Moderately

0+000 4+488 4488 Weathered 1 1 29 46 18 5

and
fractured

1.4 Based on the surficial study during the field survey the geological study
along the tunnel alignment, the support measures recommended are as
follows:

Behaviour Rock Class Recommended Rock Excavation

Type Support

BT1- Stable Full Face Excavation.

(SC A) Round length- 3.5 m.
Complete Support
Spot Bolting, Shotcrete –50
RC 1 application
mm thick plain. Final lining
thickness of 300 mm 10m from the excavation
face

(SC B) Round Length- 3 m. Full face excavation.

BT2 – Stable
with potential Systematic Rock Bolt – 4.0 m
with spacing – 3.0 m and Complete Support
of RC 2 application
discontinuity- shotcrete – 50 mm thick plain.
controlled Final lining thickness of 300 10m from the excavation
block failure mm face

BT3- RC 3 (SC C) Round Length- 2.25 Full face excavation.

 m. Systematic Rock Bolt –
4.0m with spacing – 2.5 m
Complete Support
Shallow Shotcrete – 150 mm thick application
Shear Plain & 20 mm thick plain face
Failure sealing. SFRC @25kg/cum. 10m from the excavation
face
Final lining thickness
of 300 mm

(SC D) Round Length- 1.5 m.

Fore Poling/Umbrella Arch
using- 76 mm dia. Pipes of 4
m long. Top heading &benching
Systematic Rock Bolt 6.0 m Excavation.
BT4 – Deep
long with spacing 2m. Finish Installation of
Seated RC 4
Shotcrete –250mm thick in support concurrently to
Failure layers with two layers of wire shotcrete as soon as
mesh. Lattice Girder- possible
70x25x36 mm
@ 1.5 m c/c spacing. Final
lining thickness of 300 mm.

(SC E) Round length- 1.25 m.

Pipe- Roofing/Umbrella Arch
Using- 114 mm dia. Pipes of
12 m long.
Systematic Rock Bolt – 9.0m Top heading, benching &
at invert Excavation.
BT7- Crown Spacing 1.75 m. Shotcrete – Finish Installation of
RC5
Failure 300 mm thick Plain support concurrently to
shotcrete as soon as
two layers with wire mesh.
possible
Lattice
Girder of 115x25x36 @ 1m
c/c spacing.
Final lining thickness 300 mm

BT8- RC6 SC E) Round length- 0.75 m. Top heading, benching &

Ravelling Pipe- Roofing/Umbrella Arch invert Excavation.
Ground Using- 114 mm dia. Pipes of
Finish Installation of
12 m long.
support concurrently to
Systematic Rock Bolt – 9.0m shotcrete as soon as
at possible
Spacing 1.5 m. Shotcrete –
350 mm thick Plain
two layers with wire mesh.
Steel Rib-ISMB 250 @ 0.75m
 c/c spacing. Final lining
thickness 300 mm.

Notes:
• The Above details of the tunnel have been prepared as per the field survey and
geological/geotechnical investigation.
• RC1, RC2, RC3, RC4, RC5 & RC6 are rock classes based on. Marinos’12, Marinos ’07 &
Bieniawski’89 rock mass classifications and tunnel behaviour types.
• SC A, SC B, SC C, SC D, SC E & SC F are the tunnel support categories applicable to different
types of rock classes mentioned in the table.
• Above details for the tunnel support system has been prepared as per the Geological data
collected from the field visit and detailed geotechnical investigation done along the tunnel
alignment and portal areas. This shall form Geotechnical Baseline Report (GBR) and any
variation in tunnel support system due to deviation from the Geotechnical Baseline report as
change of scope under the provision of the Article 13 of the EPC Contract agreement.
• RC1, RC2, RC3, RC4, RC5 & RC6 indicates classification based on Geological Mapping and
detailed geotechnical investigation. Six types of Tunnel Support have been designed for the
Tunnel (SC1 to SC6). Cost Matrix for working out the financial implication on account of
change in support pattern due to deviation from geotechnical baseline report as change of scope
under the provision of Article 13 of EPC Contract Agreement has already been mentioned.
• Provisions for Probe holes: In case of poor geological conditions, if required, where the
geological data collected during actual excavation so warrants, advance probe holes by
percussion or core drilling, as required, shall be drilled ahead of the tunnel faces to locate any
gas, flowing mass of rock, auriferous strata, geological disturbances (15-20 m length).

1.5 The Summary Details of the Support system of Tunnel is indicated in the
table below.

TYPE
Support
Classification
A B C D E F

Cost Variation P1 P2 P3 P4 P5 P5
Matrix
 Classification

Rock Mass
83 60 47 37 25 19
Rating (RMR)

Head / Head /
Excavation Full Full Full
Head / Bench Bench / Bench /
Method Face Face Face Invert Invert

Round Length 3.5 3 2.25 1.5 1.25 0.75

Extra
Excavation
- 25 50 150 300 350
Thickness
(mm)

1st (Sealing) 50 50 50 50 100 100

100 100 (Wire 100 (Wire 150

2nd - - Mesh) Mesh) (Wire
Mesh)
Shotcret
e 100 (Wire 100 (Wire 100
thickness - Mesh) Mesh)
3rd - - (Wire
(mm) Mesh)

Face Sealing - - 20 20 50 50

Bottom
- - - - 200 200
Sealing

Length (m) Spot 4 4 6 9 9

Bolting

Rock Longitudinal - 3 2.5 2 1.75 1.5

Bolt Space (m)

Transverse - 3 2.5 2 1.75 1.5

Space (m)

Steel Lattice Girder -

support (Dia of The 115x25x36
- - - 70x25x36 mm
mm
(m) Bar)

Space - - 1.5 1.25 -

-

Steel RIB - - - ISMB

 250
@0.75
-
m
spacing

Inner lining thickness (cm) 30 30 30 30 30 30

Pipe Pipe
Fore Roofing 12 Roofing
Poling/Umbrella m long, 12 m
arch 4m long, 114 mm long,
Auxiliary Support - - - dia single
76 mm dia 114
overlap as layer mm dia
round length single
layer

1.6 Drainage for Tunnel

Drainage for tunnel shall have lateral drains as per IRC: SP: 91:2019. To prevent
flooding in the tunnel, a minimum gradient of 1% shall be provided to drain out
the water.
1.7 Tunnel Monitoring System
EPC Contractor shall provide the tunnel monitoring system as per the detail &
Specifications given below:
Summary of the specifications of tunnel monitoring instruments:

1. Optical Targets Bi-Reflex

Parameters Specifications

No. Of Targets 5

Spacing 75 m (Class C), 50 (Class D) & 35 m (Class E) (or as

per the drawings or as directed by Engineer in-
charge)

Maximum Measuring ≥ 140m

Distance

Overall Accuracy ± 1mm

2. Multipoint Extensometers

Parameters Specifications

No. Of Points 3 Points Extensometers

Length 10 m (with anchors at 2 m, 5 m and 10 m)

Measuring rod material fiberglass or invar or inox

Anchor rod material zinc-plated steel

Diameter of head with ≥ 98 mm

rods

Displacement 50 mm
transducer range

Displacement < 0.5% FS

transducer accuracy

Displacement 0.01 mm
transducer resolution

Temperature operating -20oC + 80oC

range

3. Pressure Cells

Parameters Specifications

Minimum dimension 150 mm x 150 mm

Range 1, 10, 30 MPa

Accuracy 0.5% FS

Over range limit 150%

Temperature operating -20oC +80oC

range

4. Strain Meter

Parameters Specifications

Range 3000 μ strain

Sensitivity 1 μ strain

Active gauge length 150 mm

Temperature operating -20oC +80oC

range

5. Tri-axial Tilt Meter Wireless

Parameters Specifications

Resolution 0.0002° (Degree)

Repeatability ±0.0007° (Degree)

Range ±80° (Degree)

Maximum Reporting 30-40 seconds
Frequency

Communication Type IEEE 802.4 Mesh Networking Protocols

Frequency Band 2400 MHz - 2485 MHz

Battery Type and Life Integrated up-to 10 years or more

Temperature Sensor Integrated

Ingress Protection IP68

Battery Type and Life Integrated up-to 10 years or more

Cable & Accessories if Equipments/sensors to be supplied with mounting kits

Any and onsite installation.

Manuals Full documentation and maintenance manual in

English

6. Optical Displacement Sensor integrated with Tri-axial Tilt Sensor

Wireless

Parameters Specifications

Optical Sensor 3000με

Specifications

Resolution 0.2 mm or better

Repeatability ±0.20 mm or better

Range 40 meters (natural surface)

80 meters (white target)
120 meters (reflecting target)

Laser Type Class 2, 655nm (visible red)

Tilt Sensor Specification

Resolution 0.0002° (Degree)

Repeatability ±0.0007° (Degree)

Range ±80° (Degree)

Maximum Reporting 40 seconds or higher

Frequency

Sample Storage Stores the last 20 days at 30 minutes

Battery Type 8 years at 1-hour reporting interval

Nominal Voltage 3-4 V

Nominal Capacity Power 17000mAh – 19000 mAh (milliampere hour)

Cable & Accessories if Equipments to be supplied with mounting kit and

Any onsite installation.

Manuals Full documentation and maintenance manual in

English

7. Communication and Power

Parameters Specifications

Communication All communication should be based on intelligent

mode with each Tilt and Optical displacement sensor
communicating with each other.

Data Transfer The data transfer to Web DAS should occur through
Wireless Monitoring Gateway powered by AC and DC
power supply.

8. Data logging & Readout Solutions for Vibrating Wire Sensors

Vibrating Wire Wireless Sensor Node (VWWSN) for local logging and
Wireless Monitoring

Sensors Supported Shall supported for Vibrating Wire Sensors:

(vii) Piezometers
(viii) Strain Gauges
(ix) Crack meter, Joint meter
(x) Load Cells, Pressure Cells (xi) Extensometers
(xii) Uplift Pressure Etc.

Ports 1 VW (Vibrating Wire) and 1 Thermistor Channel and

incase of multiple sensors nearby can support multi-
channel connectors

Technology Vibrating Wire Sensor Node brings a wide variety of

vibrating wire sensors into the system. It should be a
highly integrated system capable of exciting and
sampling vibrating wire sensors and reporting its
measurements through wireless communications
network to a Gateway without data logger.

Protection IP68

Battery Type Internal Integrated with 3.6V 19000mAh with 10

hours of life at 1-hour reporting

Frequency Band 2400 – 2485 MHz with mesh networking protocols

 IEEE 802.15.4 compliant

Maximum Transmit 6.5 dBm

Power

Maximum Antenna Gain 2.2dBi

Range 1.6 dBi with Range of Up to 300m

Operating Temperature -40 to 85 Deg C

Range

VW interface
connector
Specifications for
Sensor Node

Frequency Resolution 0.001 Hz

for
VW

Frequency Repeatability ±0.02 Hz

for

Frequency Range 200-6000Hz

Stimulus Type Swept Sine Wave, 6V peak to peak

Thermistor Type 3kΩ NTC

Temperature Resolution 0.05°

Temperature Accuracy ±0.1°C

Temperature Range -40°C to +85°C

9. Monitoring Software

Parameters Specifications

Nature of Provided Real-time Data Acquisition Solution Monitoring

Solution Solution and Monitoring from Web Based Wireless
Geotechnical, & other interconnected Sensor and
Equipment’s including Web Based Customization for
Data & Application Access for Monitoring and
Visualization including featured for Analysis, Alarming
& Alerting, Plotting and Reporting.
The software shall require to be multitasking and
online data management and presentation tool shall
import data from automated systems, allow manual
data entry, allow changes to its configuration, present
plots and reports all at the same time, from different
 locations and for multiple users with timestamps

Software Modules
Expectations

Features The software solution should be modular and shall be

capable of acquiring data from Geotechnical read out
directly.

Screening & filtering the data for data inconsistencies

and outliers through relevant modules.

Processing that data and storing the data in an SQL

database. Data shall be stored in an SQL database,
in a structured manner, open to 3rd party software.
The software shall provide computations and
analysis tools for rigorous analysis on your
monitoring the raw data information is stored in an
SQL database.
The software shall must have a distinctive feature to
store 'raw' data in the database and implicates the
presented results are always up-to-date in the raw
data is instantly visible.

Graphic view/representation to display map of the

region on point/site/location where the
instruments/sensors shall be installed, shall be
represented geographically with icon. The view shall
be interactive with pan to zoom functionality. This
shall also allow the import photographs and aerial
images to provide base maps and backgrounds for
real-time data on sensors and location status.

Software shall have features and fully supported

compatibilities pack to display and plot any other
tunnel portals and its slopes site database
separately/combined to access the instruments and
sensors SQL database with all features i.e.
visualization, analysis, alarming and alters for the
Structural Health Monitoring of other tunnel portals
and its slopes locally or remotely. The software shall
present the data in tables with clear indications of the
current status and information on the
maximum/minimum conditions and with time
occurred. The tables shall be formulated for updating
after each data call automatically

Software Platform Shall fully supported to Windows based Operating

Platform

Data Storage Database SQL database, open to 3rd Party Software Integration

Secure user access for login over web interface front

 end.

Administrator control over levels of user access

Geo-referenced Map views with data overlay

Thematic display of displacement

Facility to overlay Prism positions on DAM by user

clicked Image

Displacements relative to radial and tangential axes

displayed in report and directly on Base free plugin
satellite image of site

Custom modules for creating dashboard charts for

different sensors and measurements.

Color Coded Scatter Plots

Detailed Analysis Tools

Modal Characteristic Analysis

Bar Chart Analysis

Inclinometer/Tilt Sensor Array Display

Single Screen Summarizing Status of System

Automated Generation and Distributions of Reports

Automated and Manual Event Logging

Mobile/Portable Gadgets Responsive Browser

Support

Alarming Functionality The software shall send automated Alerts and Alarms
to define sets of conditions including tolerances for
displacement at any point via SMS and email to
specified stakeholders based on user defined
thresholds.
The software shall send the reports automatically to
multiple people or groups of people and at different
schedules to different groups with acknowledgement.

Boolean Capabilities in Alarm Definition

The software shall have function to generate an

email/alarm in case of 'no data received' from the
instruments for a period of defined time.

Minimum of 3 Levels of Alarm Level

SMS, Email and Batch File Alarm Support

 User Definable Alarm Recipients

Alarm Response Monitoring and Escalation

Capabilities

Protection & Access The Password shall be protected for access with 3
Control levels of privileges (incl. password lost option).

Device Compatibilities The software shall support PDA or mobile device

functionality and integration.