INDUSTRIAL TRAINING REPORT

ON

Rohtang Tunnel under Border Road

Organization

SUBMITTED TO :(HOD of Mech. Dept.)

SUBMITTED BY :Sonu
Roll No. : 9049

ACKNOWLEDGMENT

I Sonu, I am student of 5 th Semester Mechanical Engineering Roll No. 130612509049. I

completed my Industrial Training in Rohtang Tunnel at Distt. Kullu H.P. under Border Road
Organization. The guidance of Er. Shrikant Gupta (Workshop Manager) as my training is
succesfull. I would extend my heartest thanks to all the people involve in making it. First of
all I greatfull acknowledgement for his insightful suggestion great ideas and knowledge. He
shared his precious knowledge with me .

Rohtang Tunnel
Introduction
Rohtang Tunnel is a tunnel being built[1] under the Rohtang Pass in the eastern Pir Panjal range of the
Himalayas on the Leh-Manali Highway. With 8.8 km (5.5 mi) length, the tunnel will be one of the longest
road tunnel in India (the longest road tunnel in India will be the Chenani-Nashri Tunnel or Patnitop tunnel
north of Udhampur) and is expected to reduce the distance between Manali and Keylong by about 60 km
(37.3 mi)[2] The tunnel is at 3,100 metres (10,171 ft) elevation whereas the Rohtang pass is at 3,978 metres
(13,051 ft) elevation 51 km (32 mi) away from Manali. The pass receives heavy snowfall and blizzards
during winter months and is open for road traffic for only four months in a year. Lying on the Manali-Leh
axis, this is one of the two routes to Ladakh. The other route through the Zoji La pass on the SrinagarDrass-Kargil-Leh highway also gets blocked by snow for nearly four months in a year. These two routes
are vital to feed military supplies into the sub-sector west (facing Aksai Chin) and the Siachen Glacier.
Rohtang tunnel was planned for ensuring an all-weather road route to strategically important
areas of Ladakh and providing round-the-year connectivity to the remote Lahaul-Spiti valley.
However, the construction of Rohtang tunnel will provide all-weather connectivity only to the
Lahaul Valley of Himachal Pradesh up to Kyelang (Keylong). The all-weather road to Ladakh will
require more tunnels: either at Shikunla, or at the passes located on the present Leh-Manali
road for a year-round road connectivity to Ladakh.
The project was conceived in 1983 and announced by Prime Minister Atal Bihari Vajpayee on 3 June
2000. The project was estimated to cost Indian rupee 5 billion and be completed in seven years. On 6
May 2002, the Border Roads Organization was entrusted with the construction of the tunnel, and on 23
May 2002, the work was inaugurated by Mr. Vajpayee. The cost of the project was revised to 13.35
billion, with an expected completion by 2010

Location
Rohtang tunnel is not exactly under Rohtang pass; it is slightly west of the pass. The southern end (portal)
of the tunnel is reached by turning left at Palchan, 10 km north of Manali on the way to Rohtang pass or
about 40 km before Rohtang pass. After crossing Solang village, Dhundi is reached after 10 km. The
south end of the tunnel is just north of Dhundi across the [[Bhaga River]Tributary of Chenab River ] at
32.3642 North and 77.1330 East coordinates.
The northern end of the tunnel meets the existing Manali-Leh highway near Teling village at 32.4388
North and 77.1642 East coordinates about 10 km west of Gramphu which is the first village after
Rohtang Pass on the existing highway.

TUNNEL PROPER
This tunnel project was conceived way back in1983 in view of the need to provide an all weather route to Leh and
Lahaul & Spiti valley in Himachal Pradesh. Rohtang pass, located 51 km away from Manali, is at an altitude of 3978.0 m
(13044 ft) and has been posing serious problem in maintaining the road communication for more than four months in a
year. It faces heavy snow fall activity, high velocity winds and sub-zero temperature. Accordingly, feasibility study for the
construction of tunnel across Rohtang pass conducted by M/S RITES. Detail Project Report (DPR) has been submitted for
obtaining formal approval from cabinet committee on security. Formal approval for the project is yet awaited. Salient
features of the proposed Rohtang Tunnel are given as under: -

Length of Tunnel
Shape of Tunnel

:
:

General altitude
of the tunnel
Design speed

8.802 km
Horse Shoe shape. Finished width 10.00 m at road level. (8.00 m
pavement and 1.00 m footpath on both the sides)
It lies between 3000-3100 m altitude

80 km/h

Geology
of
Tunneling media
Temperature
variation in the
area
Overburden

:
:

Uniformally dipping alternate sequence of Quartzites, Quartzitc

Schists, Quartz-Diolite-Schist with thin bands.
25-300 C during May-June

-200 C to -20 C during Dec-Jan

Maximum-1900 m

Construction
technique
proposed
Support System
proposed

Average more than 600 m

Drill & Blast with NATM

Fibre reinforced concrete (100 to 300 mm thick) combined with

rock bolt (26.50mm dia 5000 mm to 9000 mm long) has been
proposed as principal support system. In poor rock condition
yieldable steel ribs (ISMB 150/ISMB 300) have been proposed in
addition.

Tunnel
ventilation

Semi transverse system of ventilation system has been

proposed. Following parameters have been taken in design:(a) Upper tolerance limit for concentration
- 150ppm
(b) Visibility factor
- 0.009/m
(i)
Cars
- 3000 Nos
(ii)
Trucks
- 1500 Nos
(d) Peak hour traffic
- 337.50 PCUs
(e) Design vehicular speed in Tunnel
(i)
Maximum Speed
- 80 km/ph
(ii)
Minimum Speed
- 30 km/ph
Approximately Rs. 1458 Crore

Project Cost

Status of progress of the project

As of January 2012, 2.5 km of the tunnel digging had been completed.

As of June 2012, 3.5 km of the tunnel digging had been completed.

Only a little progress was made in the next one year due to heavy ingress of water that required
constant dewatering and slowed the digging and blasting to a crawl.

As of October 2013, a little more than 4 km of the tunnel had been dug. However, about 30 m portion
of the roof the tunnel collapsed towards the north portal on 17 October 2013 and the digging had to be
stopped.

As of March 2014, 4.1 km of the tunnel had been dug and the digging will be resumed when the snow
melts in summer.

September 2014: 4.4 km of the tunnel, i.e., half of 8.8 km planned length had been dug

As of August 2016, 7.1 km of the tunnel digging had been completed, and excavation was expected to
be completed in 2017, with opening in 2019.

Expected completion
The Border Roads Organisation (BRO), a tri-service Defence Ministry agency specialising in road and
bridge construction in difficult terrains, had estimated that the contractors are scheduled to complete the

tunnelling work and get it ready for vehicle flow by 2015. As of August 2016, the date of completion had
been pushed back to August 2019.

Challenges
The most challenging task is to continue the excavation during heavy snowfall in winter. Excavation for
tunnelling is being done from both ends. However, as Rohtang pass closes during the winter, the north
portal is not accessible during winter and the excavation is being done only from the south portal during
the winter. Only about one-fourth of the entire tunnel will be excavated from the north end and threefourths will be excavated from the south end. There are more than 46 avalanche sites on approaches to the
tunnel.
Other challenges to the progress of the tunnel include difficulties in disposing more than 800,000 m of
excavated rock and soil and heavy ingress of water (as much as 3 million litres per day in June
2012) from unstable rocks that slows the blasting and digging, requires constant 24x7 dewatering and
costlier treatment and slowed the progress of excavation from 5 metre per day to just half a metre a day. A
cloud-burst and flash flood on 8 August 2003 killed 42 labourers who were building the temporary access
road. Questions were also raised on the impact of cutting down more than 700 trees on the ecology.

Specifications
The tunnel is intended to create an all-weather route to Leh and Lahaul and Spiti valleys in Himachal
Pradesh. A feasibility study for the construction of a tunnel across Rohtang Pass was conducted by
RITES.
Salient features of the proposed Rohtang Tunnel are as follows:

Length of Tunnel: 8.8 km (5.5 mi)

South portal coordinates:

322149N 770800E

North portal coordinates:

322621N 770951E

Shape (cross-section) of Tunnel: Horseshoe

Finished width: 10.00 m (32.8 ft) at road level. (8m pavement and 1m footpath on both sides)

General altitude of the tunnel: 3,0003,100 m or 9,84010,170 ft

Designated vehicular speed: 80 km/h (50 mph)

Geology of tunnelling media: Uniformly dipping alternate sequence of quartzites, quartzitic

schists, quartz-diolite-schist with thin bands.

Tunnel boring machines will not be used because of the inability to see inside the mountain,
instead blasting and digging will be used to build the tunnel.

Temperature variation in the area: 2530 C (7786 F) during MayJune, 30 to 20 C

(22 to 4 F) during DecJan.

Overburden: Maximum 1,900 metres (6,230 ft), average more than 600 m (1,970 ft)

Construction technique proposed: Drill & Blast with NATM

Support system proposed: Fibre-reinforced concrete (100300mm or 010 inch thick)

combined with rock bolt (26.50mm dia, 5,0009,000mm or 200350 inch long) has been
proposed as the principal support system. In areas of poor rock condition, yieldable steel ribs
(ISMB 150/ISMB 300) have been proposed in addition.

Tunnel ventilation: Semi-transverse system of ventilation has been proposed.

A 2.25 m high and 3.6 m wide emergency tunnel will be integrated in the tunnel cross-section
beneath the main carriageway.

The following parameters have been set in design:

(a) Upper tolerance limit for concentration 150ppm

(b) Visibility factor 0.009/m

(c) Vehicles

(i) Cars 3000 Nos.

(ii Trucks 1500 Nos.

(d) Peak hour traffic 337.50 PCUs

(e) Design vehicular speed in Tunnel

(i) Maximum Speed 80 km/h (50 mph)

(ii) Minimum Speed 30 km/h (19 mph)

Project Cost : Approximately Rs.(INR)17 billion (Euro 250 million)

Safety measures
A 2.25 m high and 3.6 m wide emergency tunnel will be integrated in the tunnel cross-section beneath the main
carriageway for evacuation during emergencies.
The latest Austrian tunnelling method and ventilation system semi transverse type considered as safest
will be adopted for this project. Heavy snowfall in the Rohtang Pass area is a major concern, especially on the
approach roads to the main tunnel. To prevent any damage to the roads and to ensure the safety of the roads
and tunnel users alike, avalanche control structures are being constructed. The design for these structures is
being provided by the Snow and Avalanche Study Establishment of DRDO.
As the Rohtang tunnel will witness heavy traffic, vehicular management and checking pollution is a priority.
For this, CCTV cameras would be placed at a regular distance and will be further connected to two monitoring
rooms on both ends of the tunnel. Sensors to check the pollution level will keep on updating the data and if the
record is above the desired level, then quantity of fresh air injected inside the tunnel would be increased.
Pollution level will be controlled within 90 seconds adding that two heavy duty fans each on both openings of
the tunnel will be installed to inject fresh air inside.
The tunnel will have semi-transverse ventilation system, where large fans would separately circulate air
throughout the tunnel length. Another safety feature being added is that fire inside the tunnel will be controlled
within an area of 200 metres and fire hydrants will be provided on specific locations.
The tunnel will also have public announcement system to make important announcement in emergency
situations for which loudspeakers will be installed at regular distances.

Tunnel boring machine

A tunnel boring machine (TBM), also known as a "mole", is a machine used to excavate tunnels with a
circular cross section through a variety of soil and rock strata. They may also be used for microtunneling.
They can bore through anything from hard rock to sand. Tunnel diameters can range from a metre (done
with micro-TBMs) to 19.25 metres to date. Tunnels of less than a metre or so in diameter are typically
done using trenchless construction methods or horizontal directional drillingrather than TBMs.
Tunnel boring machines are used as an alternative to drilling and blasting (D&B) methods in rock and
conventional "hand mining" in soil. TBMs have the advantages of limiting the disturbance to the
surrounding ground and producing a smooth tunnel wall. This significantly reduces the cost of lining the

tunnel, and makes them suitable to use in heavily urbanized areas. The major disadvantage is the upfront
cost. TBMs are expensive to construct, and can be difficult to transport. The longer the tunnel, the less the
relative cost of tunnel boring machines versus drill and blast methods. This is because tunneling with
TBMs is much more efficient and results in shortened completion times, assuming they operate
successfully.

Description
Modern TBMs typically consist of the rotating cutting wheel, called a cutter head, followed by a main
bearing, a thrust system and trailing support mechanisms. The type of machine used depends on the
particular geology of the project, the amount of ground water present and other factors.

1. Hard rock TBMs

2. Soft ground TBMs
1. Hard rock TBMs:- In hard rock, either shielded or open-type TBMs can be used. All types
of hard rock TBMs excavate rock using disc cutters mounted in the cutter head. The disc cutters create
compressive stress fractures in the rock, causing it to chip away from the rock in front of the machine,
called the tunnel face. The excavated rock, known as muck, is transferred through openings in the cutter
head to a belt conveyor, where it runs through the machine to a system of conveyors or muck cars for
removal from the tunnel.
Open-type TBMs have no shield, leaving the area behind the cutter head open for rock support. To
advance, the machine uses a gripper system that pushes against the side walls of the tunnel. Not all
machines can be continuously steered while gripper shoes push on the side-walls, as in the case of a Wirth
machine which will only steer while ungripped. The machine will then push forward off the grippers
gaining thrust. At the end of a stroke, the rear legs of the machine are lowered, the grippers and propel
cylinders are retracted. The retraction of the propel cylinders repositions the gripper assembly for the next
boring cycle. The grippers are extended, the rear legs lifted, and boring begins again. The open-type, or
Main Beam, TBM does not install concrete segments behind it as other machines do. Instead, the rock is
held up using ground support methods such as ring beams, rock bolts, shotcrete, steel straps, ring steel
and wire mesh.

2. Soft ground TBMs:- In soft ground, there are three main types of TBMs: Earth Pressure
Balance Machines (EPB), Slurry Shield (SS) and open-face type. Both types of closed machines operate

like Single Shield TBMs, using thrust cylinders to advance forward by pushing off against concrete
segments. Earth Pressure Balance Machines are used in soft ground with less than 7 bar of pressure. The
cutter head does not use disc cutters only, but instead a combination of tungsten carbide cutting bits,
carbide disc cutters, drag picks and/or hard rock disc cutters. The EPB gets its name because it is uses the
excavated material to balance the pressure at the tunnel face. Pressure is maintained in the cutterhead by
controlling the rate of extraction of spoil through the Archimedes screw and the advance rate. Additives
such as bentonite, polymers and foam can be injected ahead of the face to increase the stability of the
ground. Additives can also be injected in the cutterhead/extraction screw to ensure that the spoil remains
sufficiently cohesive to form a plug in the Archimedes screw to maintain pressure in the cutterhead and
restrict water flowing through.
In soft ground with very high water pressure or where ground conditions are granular (sands and gravels)
so much so that a plug could not be formed in the Archimedes screw, Slurry Shield TBMs are needed. The
cutterhead is filled with pressurised slurry which applies hydrostatic pressure to the excavation face. The
slurry also acts as a transport medium by mixing with the excavated material before being pumped out of
the cutterhead back to a slurry separation plant, usually outside of the tunnel. Slurry separation plants are
a multi-stage filtration systems, which remove particles of spoil from the slurry so that it may be reused in
the construction process. The limit to which slurry can be 'cleaned' depends on the particle size of the
excavated material. For this reason, slurry TBMs are not suitable for silts and clays as the particle sizes of
the spoil are less than that of the bentonite clay from which the slurry is made. In this case, the slurry is
separated into water, which can be recycled and a clay cake, which is pressed from the water.

UNDERGROUD DRILLING
A tunnelling project is always a race against time and cost. You have to get the project right and get it
right from the start. This requires deep knowledge and years of experience in underground construction,
but also a proper range of equipment that work, whenever and wherever needed.
For decades, we've worked with various tunneling projects around the world, creating cutting-edge
technology to serve you with the best solution for your application. As the only manufacturer in the
business with our own underground R&D center we aim to be the clear forerunner in the tunneling
equipment industry.
Our tunneling expertise covers a variety of methods: drill and blast, mechanical cutting and breaking and
our comprehensive offering for tunneling includes tunneling jumbos, roadheaders and cutting
attachments, bolters, drilling and cutting tools, hydraulic breakers, loading and hauling equipment, mobile
crushers, financing, parts and consumables, training, technical support, and repair and rebuild services.

Concrete spraying machine MEYCO Potenza:MEYCO spraying mobiles set the standard for sprayed concrete using the wet method in
tunnels and other areas of application. They have become commonplace on many of the worlds
most important construction sites where sprayed concrete needs to be applied in large quantities
without compromising on quality. The MEYCO Potenza is the result of utilising the experience
gained through hundreds of projects and more than 20 years of manufacturing spraying mobiles
as we know them today. We have listened to our customers and taken on board the advice from
tunneling specialists worldwide to guarantee that the purpose of the equipment remains at the
forefront of all design and construction decisions. MEYCOs commitment to advancing and
improving its equipment is illustrated by the introduction of the MEYCO Maxima spraying
manipulator as an additional option. Our customers confirm that MEYCO Potenza gives them
added value through their continued product loyalty and recommendations.

Technical features :Concrete spraying system Type of concrete mix Wet mix Concrete spraying pump Theoretical Output 30
m3 / h at 50 bar Air system Rotary vane compressor (Mattei) 75 kW, 11.0 m3 /min, 7 bar Optional Boom
Boom type MEYCO Robojet, Compacta or Maxima Dosing system Dosing pump maximum capacity 24
l/min at 10 bar Carrier Carrier type Dieci Engine Iveco 4 cylinder, F4GE- 9454H*J605, Tier 3 / IIIA
Dimensions Width 2 500 mm Height 3 270 mm Length 7 800 mm Ground clearance 450 mm Weight
Weight, without compressor 12 700 kg Weight, with compressor 14 600 kg.

Applications:On large construction sites such as tunnels, it is imperative that the spraying set-up is installed and ready
to start performing within minutes. As soon as the spraying operation is finished, the equipment has to be
removed so that the next work cycle can begin immediately. In addition, it is common practice to execute
different jobs simultaneously, which demands complete, self-contained equipment. For instance, the
central air supply is rarely large enough to supply all demands, so the complete mobile therefore carries
its own compressor. The MEYCO Potenza is the ideal machine to use anywhere where large quantities of
sprayed concrete are to be applied in the fastest and most efficient manner possible.

Typical areas of work for the MEYCO Potenza are:

Tunneling
Slope stabilization
Building pits
Mining operations
Hydropower
The MEYCO Maxima is completely unique! Designed and constructed using MEYCOs extensive
experience in the field of spraying manipulators, it is now available as an option for the MEYCO Potenza.
It has, among other important features, an indisputable spraying range advantage and can also be
extended in any tunnel profile that the MEYCO Potenza can fit into! Only having three main fields of
movement, guided using an ergonomically designed joystick as well as the two spraying head movements
and nozzle oscillation, the Maxima is very simple to use, with a short learning curve for operators.
Automatic movement speed is also adjustable from the joystick. The system has a full Graphic User
Interface (touch-screen), made possible through the use of a reliable industrial computer as its controlling
unit. This allows the MEYCO Maxima to incorporate advanced attributes valuable to the operator, such as
a virtual parallel lance movement, through computer-controlled nozzle position compensation. There is

also the ability to mark a spraying range and then, in semi-automatic mode, the operator can easily spray
along paths parallel to the predefined axis.

Excavator
Crawler Excavators Liebherr:Tunnel excavators are special machines which can be used in all conventional types
of tunnelling applications: After tunnel drilling machines have been used to create
cross-tunnels, when explosives are being used for secondary profiling, and, of
course, for direct excavator tunnelling. Particular features of these machines are
their economic operation, high performance, and reliability.
Economy with High Performance Tunnel construction is one of the toughest
environments for excavator operation that exists. The operation of a tunnel
excavator becomes efficient when the machine, despite the harsh conditions, can
cut out the tunnel profile required as rapidly as possible but in economical fashion.
This means that a tunnel excavator must produce a high hydraulic capacity and,
above all, be provided with operational fittings which are tailored to the particular
application. The hydraulic system used with Liebherr tunnel excavators is optimized
for milling. Liebherr tunnel excavators meet all the high demands imposed in tunnel
construction in every respect, with both the basic machine and the attachment
precisely matched to this particular type of work, and consistently designed to
achieve real economical performance.

Reliability:Liebherr tunnel excavators are the result of decades of practical experience in the development of truly
reliable special equipment for demanding situations. All the materials used have undergone intensive,
long-term tests and meet high Liebherr quality standards even under the hardest conditions. In addition to
being extremely robust, the attachment on Liebherr tunnel excavators is able to rotate 2 x 45. The
mechanical quick coupling system is provided with a reinforced locking unit and a wear protection
element on the hook side. The sophisticated concept and the tried and trusted quality make Liebherr
tunnel excavators the absolute standard for reliability.

Safety :The special cab is safeguarded with FOPS and FGPS as standard. To prevent damage from falling rocks,
all the hoses in exposed locations on the equipment fittings are additionally secured by protection plates.
The bucket cylinder is also attached in a lower position, and a cover fitted to both the lifting rams protects
the hoses running between them.

Crawler Excavator for Tunnel Application:-

 Rotatable boom with 2 x 45 mounting Hoses on the attachment laid on the side and covered Pipe
routing on the attachment protected by metal plates Special upper carriage protection Protective box
made of stainless steel for all electronics and electrical modules on the upper carriage Power circuits
protected by easily accessible automatic circuit-breakers IP 65 protection for optimum protection against
dust and moisture All cables with high resistance insulation against mechanical and heat damage.

Wheel Loaders
Liebherr tunnel wheel loaders are specially designed for use in tunnel applications. The advantages of the
wheel loaders hydrostatic drive are proven in diffi cult tunneling applications. The advantages are:
reduced fuel consumption through improved utilization of the installed engines output, minimal brake
wear through the hydrostatic braking effect of the drive and reduced tyre wear thanks to stepless
adjustment of the tractive force in line with what is required. Also, the Liebherr particle fi lter reduces
particulate emissions by 99%.Economy with High Performance In comparison with conventional drive
systems, the hydrostatic drive used by Liebherr wheel loaders allows for a reduction in fuel consumption
of up to 25%. This cuts operating costs and reduces burden on the environment. At the same time, the use
of the hydrostatic drive means that the Liebherr Diesel engine can be installed in a special position,
lengthwise at the rear, with the output shaft pointing backwards. In comparison with conventional wheel
loaders, this leads to a noticeably lighter operating weight with a higher tipping load and greater
production capacity per operating hour.

Reliability:All the materials used in Liebherr wheel loaders have passed long-term tests to ensure that they match up
to Liebherrs exacting standards even in the toughest conditions. The mature concept and proven quality
make Liebherr wheel loaders to the benchmark for reliability.

Safety :Liebherr wheel loaders adapted to the harsh operating conditions in tunnels are fitted with a large number
of protective equipment. These include, for example, a cab developed specifically for tunnel construction
with armoured glass, four operational spotlights on the rear, bucket cylinders with piston rod protection,
and the rear collision protection.

Crawler Loaders
Thanks to their high break-out forces, excellent maneuverability, and robust
equipment, Liebherr crawler loaders are the ideal machines for tunnel construction.
Depending on the operational specifications, they can be configured with individual
additional options to tailor the machines to particular applications and conditions. A
high-performance climate control system matched to a pressurized cab helps create
a pleasant working environment. The Liebherr particle filter is also optionally
available to provide cleaner air in the tunnel.

Economy with High Performance Liebherr crawler loaders provide impressive performance in tunnel
operations thanks to their superb production capacity. This is the result of unbeatable manoeuvrability,
short cycle times, and a high bucket filling factor. Thanks to the Liebherr hydrostatic travel drive, the full
thrust capacity can be applied to both tracks without interruption, therefore ensuring excellent handling
performance under load. And when it comes to manoeuvring in tight spaces, the practical
counterrotation function comes into its own. The operating hydraulics consist of a solid Z-bar linkage,
which allows for very high break-out forces when loading rock. Liebherr crawler loaders are powered by
economical Diesel engines running at a constant engine speed- another bonus for the economic success of
tunnel construction projects.

Reliability:Liebherr crawler loaders offer maximum reliability. All components used feature extremely long service
life even under the toughest conditions encountered in a tunnel. Parts subjected to particularly severe
stress are made of the strongest possible material, and sensitive areas, such as the final drive or hydraulic
pipes are provided with the best possible protection. Maintenancefree components, such as tracks and
hinge pins, and lengthy maintenance intervals ensure that effort and expenditure on servicing and
maintenance can be kept to a minimum.

Safety:The tested and internationally certified ROPS/FOPS roll over and falling objects protection system
provides the crawler loader operator with a safe place to work. As well as this, the front window can be
fitted with a grille to provide protection against falling rock fragments. As another option, the Liebherr
crawler loader can be fitted with a camera to monitor the area behind the machine. By way of a display in
the cab, this provides a better view to the rear, and therefore provides greater safety for personnel who are
within the working area of the machine.

MAN Truck
History of MAN Truck in India began in the year 1958 with supply of the legendary SHAKTIMAN
trucks to the Defence Ministry of India. However, MAN Trucks India started operations in India in 2006
as a joint venture. Eventually with the takeover of the joint venture, MAN Trucks India Pvt. Ltd became a
wholly owned subsidiary of MAN Truck & Bus AG in 2012.

MAN CLA 16.220 4X2 Box Body Construction Tipper:-

MAN Advantage
Technical Specifications Applications BS-III Compliant, MAN D-0836 Turbo charged, Inter cooled
Engine with rotary fuel injection pump and mechanical governor, Environment friendly, Fuel Efficient.
Most reliable. MAN Planetary Axle with Hub Reduction providing superior traction, high ground
clearance. Unmatched reliability and outstanding grade ability.
MAN patented Exhaust Valve Brakes (EVB) in combination with LSV provides extra safe braking and
long life. Extra Strong ladder frame chassis, special high strength steel provides high tensional and
bending stress capability. Specially treated for corrosion resistance. New generation aerodynamic cabin
with heat and sound dampeners. Hydraulically operated tilt cabin mechanism - Maximum comfort and
safety for driver. Prompt and efficient after sales service provided by a nation wide network of main and
associate dealers, parts depots, mobile service vans, 24x7 helpline. High volume 10 CuM Box Body for
construction sites, municipal refuse, low density, high volume materials.

Diesel generator
A diesel generator is the combination of a diesel engine with an electric generator(often an alternator) to
generate electrical energy. This is a specific case of engine-generator. A diesel compression-ignition
engine often is designed to run on fuel oil, but some types are adapted for other liquid fuels or natural gas.
Diesel generating sets are used in places without connection to a power grid, or as emergency powersupply if the grid fails, as well as for more complex applications such as peak-lopping, grid support and
export to the power grid.
Sizing of diesel generators is critical to avoid low-load or a shortage of power and is complicated by
modern electronics, specifically non-linear loads. In size ranges around 50 MW and above, an open cycle
gas turbine is more efficient at full load than an array of diesel engines, and far more compact, with
comparable capital costs; but for regular part-loading, even at these power levels, diesel arrays are
sometimes preferred to open cycle gas turbines, due to their superior efficiencies.

Diesel engines
Can suffer damage as a result of misapplication or misuse - namely internal glazing (occasionally referred
to as bore glazing or piling) and carbon build-up. Ideally, diesel engines should be run at least 60% to
75% of their maximum rated load. Short periods of low load running are permissible providing the set is
brought up to full load, or close to full load on a regular basis.
Internal glazing and carbon build-up is due to prolonged periods of running at low speeds or low loads.
Such conditions may occur when an engine is left idling as a 'standby' generating unit, ready to run up
when needed, (misuse); if the engine powering the set is over-powered (misapplication) for the load
applied to it, causing the diesel unit to be under-loaded, or as is very often the case, when sets are started
and run off load as a test (misuse).
Running an engine under low loads causes low cylinder pressures and consequent poor piston ring sealing
since this relies on the gas pressure to force them against the oil film on the bores to form the seal. Low
cylinder pressures causes poor combustion and resultant low combustion pressures and temperatures.
This poor combustion leads to soot formation and unburnt fuel residues which clogs and gums piston
rings, causing a further drop in sealing efficiency and exacerbates the initial low pressure. Glazing occurs
when hot combustion gases blow past the now poorly-sealing piston rings, causing the lubricating oil on
the cylinder walls to 'flash burn', creating an enamel-like glaze which smooths the bore and removes the
effect of the intricate pattern of honing marks machined into the bore surface which are there to hold oil
and return it to the crankcase via the scraper ring.
Hard carbon also forms from poor combustion and this is highly abrasive and scrapes the honing marks
on the bores leading to bore polishing, which then leads to increased oil consumption (blue smoking) and
yet further loss of pressure, since the oil film trapped in the honing marks is intended to maintain the
piston seal and pressures.
Unburnt fuel then leaks past the piston rings and contaminates the lubricating oil. Poor combustion causes
the injectors to become clogged with soot, causing further deterioration in combustion and black
smoking.
The problem is increased further with the formation of acids in the engine oil caused by condensed water
and combustion by-products which would normally boil off at higher temperatures. This acidic build-up
in the lubricating oil causes slow but ultimately damaging wear to bearing surfaces.

This cycle of degradation means that the engine soon becomes irreversibly damaged and may not start at
all and will no longer be able to reach full power when required.
Under-loaded running inevitably causes not only white smoke from unburnt fuel but over time will be
joined by blue smoke of burnt lubricating oil leaking past the damaged piston rings, and black smoke
caused by damaged injectors. This pollution is unacceptable to the authorities and neighbors.
Once glazing or carbon build up has occurred, it can only be cured by stripping down the engine and reboring the cylinder bores, machining new honing marks and stripping, cleaning and de-coking
combustion chambers, fuel injector nozzles and valves. If detected in the early stages, running an engine
at maximum load to raise the internal pressures and temperatures allows the piston rings to scrape glaze
off the bores and allows carbon build-up to be burnt off. However, if glazing has progressed to the stage
where the piston rings have seized into their grooves, this will not have any effect.
The situation can be prevented by carefully selecting the generator set in accordance with manufacturers
printed guidelines. ( the use off additional depth oil and fuel By Pass filtration, down to <3 micron level
can prevent buildup of the particulate or carbon build that contributes to the varnishing.)
For emergency only sets, it may be impractical to use the supported load for testing. A temporary or
permanent load bankcan be used testing. Sometimes the switchgear can be designed to allow the set to
feed power into the grid for load testing.

Fuels
Diesel fuel is named after diesel engines, and not vice versa; diesel engines are simply compressionignition engines, and can operate on a variety of different fuels, depending on configuration and location.
Where a gas grid connection is available, gas is often used, as the gas grid will always remain pressurised
even during almost all power cuts; in more rural situations, or for low load factor plant, diesel
fuel derived from crude oil is a common fuel; it is less likely to freeze than heavier oils. Endurance will
be limited by tank size. Diesel engines can work with the full spectrum of crude oil distillates, from
natural gas, alcohols, gasoline, wood gas to the fuel oils from diesel oil to cheaper residual fuels that are
like lard at room temperature, and must be heated to enable them to flow down a fuel line. [18] This is
implemented by introducing gas with the intake air and using a small amount of diesel fuel for ignition.
Conversion to 100% diesel fuel operation can be achieved instantaneously.[19]
Larger engines (from about 3 MWe to 30 MWe) sometimes use heavy oils, essentially tars, derived from
the end of the refining process. The slight added complexity of keeping the fuel oil heated to enable it to
flow, whilst mitigating the fire risks that come from over-heating fuel, make these fuels unpopular for
smaller, often unmanned, generating stations.

Other possible fuels include: biodiesel, straight vegetable oil, animal fats and tallows, glycerine, and coal
water slurry.

Crane
A crane is a type of machine, generally equipped with a hoist rope, wire ropes or chains, and sheaves,
that can be used both to lift and lower materials and to move them horizontally. It is mainly used for
lifting heavy things and transporting them to other places. It uses one or more simple machines to
create mechanical advantageand thus move loads beyond the normal capability of a human. Cranes are
commonly employed in the transport industry for the loading and unloading of freight, in
the construction industry for the movement of materials and in the manufacturing industry for the
assembling of heavy equipment.
The first known construction cranes were invented by the Ancient Greeks and were powered by men or
beasts of burden, such as donkeys. These cranes were used for the construction of tall buildings. Larger
cranes were later developed, employing the use of human treadwheels, permitting the lifting of heavier
weights. In the High Middle Ages, harbour cranes were introduced to load and unload ships and assist
with their construction some were built into stone towers for extra strength and stability. The earliest
cranes were constructed from wood, but cast iron, iron and steel took over with the coming of
the Industrial Revolution.
For many centuries, power was supplied by the physical exertion of men or animals, although hoists
in watermills and windmills could be driven by the harnessed natural power. The first 'mechanical' power
was provided by steam engines, the earliest steam crane being introduced in the 18th or 19th century, with
many remaining in use well into the late 20th century[citation needed]. Modern cranes usually use internal
combustion engines or electric motorsand hydraulic systems to provide a much greater lifting capability
than was previously possible, although manual cranes are still utilized where the provision of power
would be uneconomic.

Gantry crane
Gantry cranes are a type of crane built atop a gantry, which is a structure used to straddle an object or
workspace. Gantry cranes for marine application are imposing, multi-story structures prominent at
most container terminals, used to load intermodal containers on and off container ships. They can range
from these enormous "full" gantry cranes, capable of lifting some of the heaviest loads in the world, to
small shop cranes, used for tasks such as lifting automobile engines out of vehicles.
They are also called portal cranes, the "portal" being the empty space straddled by the gantry. The terms
gantry crane and overhead crane (or bridge crane) are often used interchangeably, as both types of crane
straddle their workload. The usual distinction drawn between the two is that with gantry cranes, the entire
structure (including gantry) is usually wheeled (often on rails). By contrast, the supporting structure of an
overhead crane is fixed in location, often in the form of the walls or ceiling of a building, to which is
attached a movable hoist running overhead along a rail or beam (which may itself move). Further
confusing the issue is that gantry cranes may also incorporate a movable beam-mounted hoist in addition
to the entire structure being wheeled, and some overhead cranes are suspended from a freestanding
gantry.

Gantry Crane Specifications:

Lifting Capacity: 0.5~200t
Span Length: 3~35m
Lifting Height: 2.5~18m

 Working Class: A2~A6

Structure: Box-shaped or Truss Crane

Welding for the Underground:At any given moment, human workers are creating more than one hundred tunnels to bring water to cities,
channel waste to treatment sites, and create shorter routes for highways and rail lines. Up until the middle
of the last century, the only way to tunnel was either through the use of picks and shovels or explosive
charges to break up the rock. The hole then had to be braced, the fragments removed and the cycle started
again. The work was costly and dangerous, and it took months and years to progress a few miles.
James Robbins, who was a consulting engineer in the coal industry, completed the first practical tunnel
boring machine in 1953. To date, The Robbins Company (www.robbinstbm.com) has produced TBMs
that have excavated tunnels from 1.6 meters to 12.87 meters in diameter, with machine weights ranging
from 50 metric tons to more than 1,500 metric tons. The modern machines can bore 4,000 ft. per month,
on average. Each machine is unique while similar in basic design to the original Robbins TBM, every
machine must be designed to address a different boring environment.

Design and materials

Like other huge-scale construction equipment, the structure of a tunnel boring machine is primarily
welded together for strength. Chewing through hard rock and earth demands high power the entire
machine, during operation,is subjected to a constant 4 gs to 6 gs of acceleration. Rotating the cutterhead
into hard rock puts a million in./lbs of torque on the main gear. Holding the machine on each side are
gripper shoes, which during tunneling operations must withstand 4 million lbs. to 6 million lbs. of thrust.
Pushing the cutterhead into the rock face are four or six propel cylinders, each exerting 21/2 million lbs.
to 4 million lbs. of thrust force. Theres not much room on a tunneling schedule for work stoppages to
repair popped welds, nor is there a crane readily at hand to hold a 150 ton cutterhead with cracks, when
the machine is 200 ft. below the surface of the earth.
Robbins TBMs are designed initially from 2-dimensional CAD drawings, which allow the engineers to
fit together the job specific of each machine. Cutterhead design usually differs from machine to machine,
with carbide components sometimes added at key points. The cutterhead may include a simple system,
installed around the outer circumference to help break rock down to finer chunks, that resembles a largeopening grill constructed of heavy hardened steel bars (grizzly bars). The machine specifications may
be for an open or a shielded design, the latter incorporating a steel outer cylinder that protects workers
while the machine processes soft or unstable rock. Other component options include scrapers for
removing crushed rock and muck to a conveyor system that traverses the center of the machine from the
cutterhead to the aft.

3D modeling and finite element analysis programs, based on the 2D drawings, then help the designer
examine potential stresses that would affect the machines structure. Gary Thomas, production and
operations manager at the companys Solon, Ohio, office, says that use of such software tools lets the
company determine if thinner plate, more gussets or other structural strengthening enhancements can be
applied to a given area.

Material cutting and welding

A typical Robbins TBM is constructed from a combination of A36 steel, with average yield strength of
about 48 ksi (ultimate strength about 70 ksi); and A572 high-strength, low-alloy columbiumvanadium
structural steel. Inserts are made from alloy materials. Most of the pieces that go into making a machine
are from plate stock, burn-outs and pre-machined stock, with thicknesses from 2-in. to 8-in. Some Ibeam
and pipe stock is used for structural integrity, and a few other shapes (W-formed steel, for example) may
be used, depending on the machine. Outside job shops cut the plate on plasma-burning or water-jet tables,
the latter allowing for the creation of complex shapes, such as ring gears, up to 6-in. thick without need
for post-machining. Thomas cites how in past years the manufacture of a probe drill ring gear required
many steps of heat treatment, machining and inspection. An average probe drill ring gear would cost
$20,000 to machine, remarks Thomas. Now we make the same gear for $4,000 on a plasma or water-jet
table.

Plastic welding

Tunnel geomembranes are utilized in surface mining or deep mining. Once the concrete casing is
complete, a plastic sealing system made from HD-PE, PP, PVC or TPO is usually used to provide
protection from any penetrating moisture. The individual sheets are laid perpendicular to the direction of
the tunnel. Lightweight and flexible welding machines are required for this "overhead welding". Leister
offers several suitable machines in the form of the TWINNY, COMET, and TRIAC DRIVE AT. Details
can be welded easily and ergonomically with the hand extruders, hand welding tools, and matching
accessories.
Overlap welding of geomembranes in tunnel construction
Welding seam quality which can be inspected
Overhead welding
Welding of details
Leister has the solution
Leister offers various hot-wedge and combi-wedge machines for welding HD-PE, PP, PVC or TPO
materials. Welding seam tensiometers improve safety. A broad spectrum of different hand extruders and
hand welding tools completes the range.

Efficient welding with machines for lap welding, plus "overhead welding"
Welds with test channel
Hand extruders for the extrusion welding of connections and details
Tensiometers for checking the tensile load and integrity
Recording of data with a USB memory system
Wide range of hand welding tools and accessories

Forklift
A forklift (also called a lift truck, a fork truck, or a forklift truck) is a powered industrial truck used to
lift and move materials short distances. The forklift was developed in the early 20th century by various
companies including the transmission manufacturing company Clark and the hoist company Yale &
Towne Manufacturing.[1][2][3] Following World War II the use and development of the forklift truck has
greatly expanded worldwide. Forklifts have become an indispensable piece of equipment in
manufacturing and warehousing operations.[4] In 2013 alone the top 20 manufacturers worldwide posted
sales of $30.4 billion with 944,405 machines sold.

General operations
Forklifts are rated for loads at a specified maximum weight and a specified forward center of gravity. This
information is located on a nameplate provided by the manufacturer, and loads must not exceed these
specifications. In many jurisdictions it is illegal to alter or remove the nameplate without the permission
of the forklift manufacturer.
An important aspect of forklift operation is that it must have rear-wheel steering. While this increases
maneuverability in tight cornering situations, it differs from a drivers traditional experience with other
wheeled vehicles. While steering, as there is no casteraction, it is unnecessary to apply steering force to
maintain a constant rate of turn.

Mahindra Bolero Camper

The Mahindra Bolero is an SUV which designed to carry 7 or 10 people in it. It is available in AC and
non-AC variants. It is a very popular vehicle in India.

Design
It is powered by a 72 bhp (54 kW) 2523 cc turbo-charged direct injection diesel engine. Drive is manual
with 4WD option,power steering is available . Default tyres are 235/75 R15 Goodyear Wrangler radials.
Mileage 12.2 km/L (8.2 L/100 km; 29 mpg-US) fuel economy in city with AC. Mileage 14 km/L
(7.1 L/100 km; 33 mpg-US) fuel economy on highway at around 80 to 100 km/h with AC.
Retail Price in February 2006 is around Rs 478,000 (without AC), Rs 616,000 (with AC).