CHAPTER 1

INTRODUCTION

1.1 ZOJILA TUNNEL

The Zojila Tunnel is an ambitious infrastructure project located in the rugged
terrains of the Zojila Pass, connecting the Kashmir Valley to the Ladakh region of
India. Nestled in the majestic Himalayan mountains, the tunnel aims to provide a
year-round all-weather road connectivity solution to this strategically significant
region. Overcoming the challenges posed by extreme weather conditions, difficult
terrain, and high altitudes, the Zojila Tunnel represents a remarkable feat of
engineering, poised to enhance regional connectivity, promote economic
development, and ensure smoother travel experiences for both civilians and the
military.

1.2 Z-MORH TUNNEL

The Z-Morh Tunnel is another remarkable infrastructure endeavor in the
mountainous region of Jammu and Kashmir, India. Positioned along the Srinagar-
Leh highway, the tunnel serves as a crucial link that traverses the Z-Morh Ridge,
enabling vehicular movement even during harsh winter months when the area is
often cut off due to heavy snowfall. By providing a dependable year-round route,
the Z-Morh Tunnel contributes significantly to bolstering regional connectivity,
facilitating trade, tourism, and military logistics, while also exemplifying
engineering innovation and determination in conquering the formidable challenges
posed by nature in such demanding terrains.

fig.1.1 zojila and z-morh tunnel

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 CHAPTER 2
ZOJILA TUNNEL

The under-construction Zojila tunnel, in the rocky Himalayan range in

Kashmir, is set to become the longest road tunnel in India and the longest bi-
directional tunnel in Asia. The 14.15-km tunnel will provide all-weather
connectivity between Srinagar and Leh (Ladakh plateau) via Dras and Kargil on the
National Highway 1.
The Indian government is developing 20 tunnels, spanning 32 kilometres, in
Jammu and Kashmir (now UTs of J&K and Ladakh) and 11 tunnels, spanning 20
kilometres, in Ladakh. The total cost of these 31 tunnels is estimated to be around
Rs 1.4 lakh crores.
The under-construction Zojila tunnel, in the rocky Himalayan range in
Kashmir, is set to become the longest road tunnel in India and the longest bi-
directional tunnel in Asia. The 14.15-km tunnel will provide all-weather
connectivity between Srinagar and Leh (Ladakh plateau) via Dras and Kargil on the
National Highway 1.
The Indian government is developing 20 tunnels, spanning 32 kilometres, in
Jammu and Kashmir (now UTs of J&K and Ladakh) and 11 tunnels, spanning 20
kilometres, in Ladakh. The total cost of these 31 tunnels is estimated to be around
Rs 1.4 lakh crores.

Fig 2.1 zojila tunnel

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 CHAPTER 3

ZOJILA TUNNEL PROJECT DETAILS AND CONSTRUCTION

The construction work for the project is being undertaken by a Hyderabad-

based company, Megha Engineering and Infrastructure Ltd (MEIL). Earlier, the
project was awarded under the Hybrid Annuity Model. In 2020, the government
said that it was planning to convert it to the Engineering, Procurement and
Construction (EPC) mode.
This project by the National Highways and Infrastructure Development
Corporation (NHIDCL) aims to ensure all-weather connectivity between Srinagar,
Sonmarg and Kargil in Ladakh. Zojila Tunnel is expected to complete and opened
in 2027 beyond its 2026 deadline. Construction via the NATM tunneling method is
expected to cost Rs. 8,308 crores.

Fig 3.1 Zojila Tunnel Project Details And Construction.

Fig 3.2 Construction of the strategic Zojila Tunnel.

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3.1 ZOJILA TUNNEL PROJECT: ZOJILA PASS SMART
TUNNEL FEATURES
The project is being developed as a smart tunnel (SCADA system) based on
the New Austrian tunnelling method. It will be equipped with modern safety
features, including a fully transverse ventilation system, CCTV monitoring,
uninterrupted power supply, emergency lighting, variable message signs, traffic
logging equipment and a tunnel radio system.
The Zojila tunnel, with length 14.15 km, is the first-of-its-kind tunnel project
in the Himalayas, given the challenging geographical conditions. It will be the
highest tunnel, built at an altitude of 11,578 ft (around 3,500 metres). As per the
proposed project plan, there will be provision for pedestrian cross passages at every
250 metres, emergency telephones and fire-fighting cabinets at every 125 metres,
and motorable cross passages and lay-bys at every 750 metres.
The halfway mark of the Zojila tunnel excavation work has been successfully
completed, accomplishing a major milestone.

Fig 3.3 Zojila Tunnel Project: Zojila Pass Smart Tunnel Features.

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3.2 ZOJILA TUNNEL PROJECT ROUTE
The two-lane, bi-directional, single tube tunnel will link Baltal to Minamarg
(in Ladakh) on the Srinagar-Leh section. It will bypass the Zojila Pass and link
Sonmarg (in Jammu and Kashmir) with Ladakh. The government is also
constructing a 6.5-km Z-Morh tunnel from Gagangir to Sonmarg, a resort town.
This will ensure connectivity in all weather conditions between Srinagar (in Jammu
and Kashmir) and Kargil (in Ladakh). For the first time, it will give easy access to
Sonmarg, even during the winters.
The completion of this tunnel will reduce the travel time from Leh to
Sonmarg. It will cut down the distance between Gagangiri and Sonawal from 11 km
to 6.5 km.

Fig 3.4 Zojila Tunnel Project Route.

Fig 3.5 Asia’s longest road tunnel.

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3.3 ZOJILA TUNNEL PROJECT COST
According to the Ministry of Road Transport and Highways, the project
construction cost was initially budgeted at Rs 6,575.85 crores. The overall project
cost is estimated to be Rs 8,308 crores by the National Highways & Infrastructure
Development Corporation Limited (NHIDCL), after considering escalation at 5%
per annum. The total integrated cost, including Zojila tunnel and approaches up to
Z- Morh tunnel, is pegged at Rs 10,643 crores.The government is considering
design changes in the project to prevent cost escalation. The Z-Morh tunnel work,
which is expected to be completed by December 2023, is being constructed at a cost
of Rs 2,378 crores.
Union minister, Nitin Gadkari, recently said that while the cost of the Zojila
tunnel in the tender was projected at around Rs 11,000 crores, the government has
taken efforts to lower the cost by Rs 5,000 crores. The Zojila Tunnel project in India
was estimated to cost around ₹6,800 crores (approximately $930 million USD).
However, please note that construction costs for large infrastructure projects like
tunnels can change over time due to various factors, including inflation, changes in
design or scope, and other economic factors.To get the most accurate and up-to-date
information on the cost of the Zojila Tunnel project

3.4 ZOJILA TUNNEL TIMELINE

The Zojila Tunnel project in India had been in the planning and construction
stages for several years. The project aimed to construct a tunnel through the Zojila
Pass in Jammu and Kashmir to provide year-round connectivity between Srinagar
and Leh. The Zojila Tunnel was expected to have a significant impact on
transportation and connectivity in the region, especially during the harsh winter
months when the pass becomes inaccessible due to heavy snowfall.The project’s
timeline can change due to various factors such as weather conditions, funding, and
logistical challenges. Therefore, for the most accurate and up-to-date information on
the Zojila Tunnel project's timeline and progress, I recommend checking official
government sources, recent news articles, or contacting the relevant authorities or
agencies involved in the project. They should be able to provide you with the latest
information regarding its status and expected completion date.

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 2005: Connecting Srinagar and Leh, the tunnel project was first planned, and a
detailed project report (DPR) was prepared by the Border Roads Organisation
(BRO) in 2013 on BOT (Annuity) mode.
 July 2016: The project was given to NHIDCL for implementation on the EPC
mode.
 January 2018: The Zojila tunnel project received approval from the union
cabinet.
 May 2018: The foundation stone was laid by prime minister Narendra Modi.
 February 2020: The project was reviewed by the Ministry for Road Transport
and Highways.
 May 2020: An expert group submitted its report that was approved by the
Ministry of Road Transport and Highways
 October 15, 2020: Work on the Zojila tunnel began with the first ceremonial
blasting initiated by Minister of Highways, Nitin Gadkari.
 November 2021: The excavation work of tunnel 1 of the Zojila Tunnel was
completed by Megha Engineering and Infrastructures Ltd (MEIL).

Fig 3.6 Zojila Tunnel Timeline

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3.5 ZOJILA TUNNEL BENEFITS
The Zojila Pass is closed during snowfall in the winter months, thus, cutting
off Ladakh from Kashmir and other parts of the country. The tunnel will make the
Srinagar-Kargil-Leh section on NH 1 free from avalanches, augment safety in the
region and significantly reduce the travel time by more than three hours, to a mere
15 minutes. The distance between Baltal and Minamarg will be reduced to about 13
kilometres from the existing route of 40 kilometres. Apart from providing safe
connectivity to Srinagar, Dras, Kargil and Leh, the construction of this tunnel will
lead to all-around economic and socio-cultural integration of these areas.

Fig 3.7 Zojila Tunnel Benefits

The infrastructure project also holds strategic importance for the country, as
Ladakh shares de-facto borders with Pakistan and China and depends on air
supplies for around six months in a year. It will provide logistical flexibility to the
military.
Once completed, the project is also expected to give a push to tourism, local
business activities and employment opportunities in the region.The Zojila Tunnel
project in India is expected to bring several significant benefits to the region and the
country as a whole. Some of the key benefits of the Zojila Tunnel project include:

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 Year-Round Connectivity: One of the primary goals of the Zojila Tunnel is to
provide year-round connectivity between Srinagar and Leh. Currently, the
region remains cut off from the rest of the country during the winter months due
to heavy snowfall and avalanches. The tunnel will ensure that essential supplies,
medical services, and connectivity are maintained throughout the year.
 Economic Development: Improved connectivity is expected to boost economic
development in the region. It will facilitate the movement of goods and people,
which can lead to increased trade and tourism opportunities. This, in turn,
can stimulate economic growth and job creation.
 Strategic Importance: The Zojila Pass is strategically important for India due
to its proximity to the Line of Control with Pakistan and its location on the route
to Leh and Ladakh. The tunnel will enhance the country's ability to quickly
deploy military forces to this region in case of any security concerns.
 Reduction in Travel Time: The tunnel will significantly reduce travel time
between Srinagar and Leh, making transportation more efficient. Currently, the
journey through the mountainous Zojila Pass can be treacherous and time-
consuming.
 All-Weather Access: The tunnel will provide a safe and reliable alternative to
the Zojila Pass, which often becomes impassable during harsh winter
conditions. This will help prevent disruptions in essential services and
transportation.
 Environmental Benefits: The tunnel is designed to minimize the
environmental impact by incorporating various eco-friendly features. This
includes the use of modern technology to prevent pollution and maintain the
fragile ecosystem of the region.
 Tourism Development: The improved accessibility is expected to boost
tourism in the region, attracting tourists to the picturesque landscapes and
cultural sites of Ladakh and the surrounding areas.
 Safety: The Zojila Pass is known for its challenging terrain and weather
conditions, leading to accidents and loss of lives. The tunnel will provide a safer
alternative for travelers and transportation of goods.

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 CHAPTER 4
Z-MORH TUNNEL

The Z-Morh Tunnel is an under-construction 6.5 km long 2-lane road tunnel

between Gagangair and Sonamarg in Ganderbal district of Union Territory of
Jammu and Kashmir in India. It is named after the Z-shaped stretch of road that the
tunnel will replace. The road is avalanche-prone and gets blocked for several
months. The Z-Morh tunnel will provide all-weather connectivity to the Sonamarg
tourist town. It will take only 15 minutes to travel the 6.5 km long tunnel compared
to hours over the zig-zag road up and down the hills.
Together with the adjacent Zoji-La Tunnel, this geostrategically important
tunnel on the NH1 Srinagar-Leh Highway will provide year-round weather-proof
connectivity to Baltal (Amarnath cave), Kargil and other places in Ladakh,
enhance Indian Military logistics and boost tourism and economy. It is one of the 31
road tunnels, 20 in J&K and 11 in Ladakh, being constructed at a combined cost of
INR1400 billion (~US$17.5 billion).

Fig 4.1 Z-Morh Tunnel

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 Location: The Z-Morh Tunnel is situated in the Z-Morh area, which is part of
the Srinagar-Leh highway (National Highway 1D). It is located in the
Ganderbal district of Jammu and Kashmir.
 Objective: Similar to the Zojila Tunnel, the primary objective of the Z-Morh
Tunnel project is to provide all-weather connectivity between Srinagar and
Kargil. The region experiences extreme weather conditions, especially during
winter, when the mountain passes are often closed due to heavy snowfall
and avalanches. The tunnel is intended to ensure year-round access.
 Length: The exact length of the Z-Morh Tunnel may vary depending on the
final design and construction, but it is expected to be several kilometers long to
traverse the mountainous terrain.
 Benefits: The tunnel is expected to bring several benefits, including improved
transportation, economic development, and enhanced access to the region. It
will reduce travel time and make the journey safer and more reliable for both
passengers and the movement of goods.
 Status: As of my last update, the Z-Morh Tunnel project was under
construction. Please note that the status and progress of infrastructure projects
can change over time, and it's advisable to check with official government
sources or recent news reports for the most up-to-date information on the
project's status and completion timeline.

Sonamarg, known as the Golden Meadow, is one of Kashmir’s popular

tourist destinations alongside Srinagar, Gulmarg, and Pahalgam. While the
other places are accessible year-round, Sonamarg faces a unique challenge due
to heavy snowfall and avalanches on NH1, resulting in a four-month road
closure. To ensure all-weather connectivity in the region, the Z-Morh Project
was initiated.

Located in the Ganderbal district of Jammu and Kashmir, the Z-Morh

Project comprises a 6.412 km Main Tunnel, a parallel Escape Tunnel spanning
6.426 km, and approach roads totalling 5.568 km on both sides of the tunnel.
With challenging structures like bridges and underpasses, the project aims to
address the seasonal closure issue effectively.

By implementing the Z-Morh Project, Sonamarg’s road will remain

accessible throughout the year, boosting tourism and contributing to the
region’s economic growth. Visitors can enjoy Sonamarg’s beauty without
worrying about the disruptions caused by snowfall and avalanches, making it a
more attractive destination. Sonamarg, known as the Golden Meadow, is a
popular tourist destination in Kashmir, along with Srinagar, Gulmarg, and
Pahalgam. However, Sonamarg faces a unique challenge due to heavy snowfall
and avalanches on NH-1, leading to a four-month road closure. To ensure all-
weather connectivity in the region, the Z-Morh Project was launched.

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 Situated in Jammu and Kashmir’s Ganderbal district, the Z-Morh Project
includes a 6.412 km Main Tunnel, a parallel Escape Tunnel spanning 6.426 km,
and approach roads totalling 5.568 km on both sides. This ambitious project
involves constructing challenging structures like bridges and underpasses to
address the issue of seasonal road closures effectively.

Implementing the Z-Morh Project will provide year-round access to

Sonamarg, boosting tourism and contributing to the region’s economic growth.
Visitors will be able to enjoy the scenic beauty of Sonamarg without concerns
about disruptions caused by snowfall and avalanches, making it an even more
appealing destination. Continent-continent collisions give rise to mountain
belts, the most prominent and distinctive geological features on Earth’s surface.
Examples of such collisions include the Rockies and the Appalachian belt in
North America, the Andes in South America, the Ural Mountains in central
Eurasia, the Alps of Europe, and the Himalayas in Asia. Among these, the
Himalayas represent our planet’s most recent and remarkable continent-
continent collisional belt. The Himalayan orogeny results from the collision
between the Indian and Eurasian plates, serving as a living testament to the
ongoing mountain-building process. This collision has led to the formation of
the world’s highest mountain range and plateau, making the Himalayas an awe-
inspiring and dynamic geological feature.

Tunnelling through the fragile rock masses of the Himalayas presents

numerous challenges to planners and engineers. These projects often encounter
various tunnelling issues such as fault/thrust/ shear zones, unstable ground
conditions, heaving, squeezing and swelling of rocks, rock bursting,
groundwater inflow, high temperatures, and gas presence. Despite the
unwelcoming conditions, these challenges provide valuable lessons for future
endeavours.

Fig 4.2 Z-Morh Tunnel

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4.1 GEOLOGICAL CHALLENGES IN TUNNELLING IN
THE HIMALAYAS
Mountain belts, which are created by continent-continent collisions,
represent the most dominant and unique geologic features on the surface of the
Earth. Some of the best examples of such continent-continent collisions that lead
to orogenesis are the Rockies and the Appalachian belt in North America, the
Andes in South America, the Ural Mountains in central Eurasia, the Alps of
Europe, and the Himalayas in Asia. The Himalayan orogeny is the youngest and
most impressive of all the continent-continent collisional belts on Earth. The
Himalayan Mountain Ranges are the product of the collision between the Indian
and Eurasian plates and are a living example of a collision mountain belt as the
process of mountain building is still active, forming the highest range and plateau
in the world.

Tunnelling through the weak, fragile, jointed rock masses of the Himalayas
throws many surprises to planners and engineers. Almost in all the tunnelling
projects of the Himalayas some or other type of tunnelling problems have been
encountered and are still being faced; like Fault/thrust/shear zones, running
ground conditions, heaving, squeezing and swelling, rock bursting, groundwater
inflow, hot temperature conditions and gases in rock, wedge/block failures,
etc. Though it is a non-welcoming situation, still it gives lessons to learn.

Fig 4.3 Layout of Zojila Project

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 Fig 4.4 Collision of Indian and Eurasian plates led to the formation of the
Himalayas.

4.2 TECHNOLOGIES DURING THE CONSTRUCTION PERIOD

The tunnelling method used for Z-Morh and Zojila Tunnels is the New
Austrian Tunnelling Method (NATM). As the name suggests, the method was
first used in Austria (Salzburg) by Mr. Rabcewicz in 1962, and it gained
worldwide recognition in 1964. In India, NATM is mostly used while tunnelling
in the Himalayas.

NATM is a philosophy that involves designing a support system as you

monitor the tunnel sections after excavation. The main principle of NATM is
preventing the disintegration of rock mass, thus keeping its strength, and using
rock mass as far as possible to take additional stresses resulting from excavation,
which means that deformations should not be completely supported by supports
immediately after installation.

Fig 4.5 Technologies During The Construction Period

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4.3 THE BASIC PRINCIPLE OF NATM

The process of NATM involves a cycle of the following steps:

 Survey and profile marking
 Drilling
 Charging
 Blasting
 Defuming
 Muck Removal
 Scaling
 Shotcreting (1st layer)
 Monitoring
 Support system (Wire mesh, lattice girder, rock bolts).

Fig 4.6 The cycle of NATM

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4.4 EXCAVATION
The drill and blast method is usually preferred for excavation in hard rocks,
whereas for soft rocks, excavation is done through breaking. Before the blasting, the
profile is marked using a Total Station. All the coordinates of the alignment are first
fed to the Total Station. After the profile marking, when blasting is used, excavation
is carried out in two parts: Heading and Benching. The heading is the top 65-70% of
the tunnel section, whereas the remaining is the benching. Such a method is adopted
considering the accessibility of the booms on the boomer machine. In Z-Morh and
Zojila tunnels, excavation was done through blasting using an industrial-grade
explosive, ANFO (Ammonium Nitrate + Fuel Oil). ANFO usually detonates
through electronic detonators (EDs). Sequential blasting is used for the effective
creation of free surfaces so that blasting is done up to the required length and
desired fragmentation of rocks. The process of blasting is highlighted in the
following figures:
 Drilling: Usually, drilling in the tunnel is carried out using a boomer. The
length of holes is kept around 3-3.5 m, which indicates that in a single blast,
around 3 m of excavation pull is achieved.
 Charging: The explosive used for the tunnel blasting is an industrial grade,
commonly known as ANFO (Ammonium Nitrate + Fuel Oil). After the holes
are drilled, the explosive is charged inside the hole. When the trigger is pressed,
a current is generated in the ED, which initiates a spark, and the blast takes
place.

Fig 4.7 Holes are drilled using a boomer.

16
 Fig 4.8 Charging of explosives is done manually.
In addition to the above, for effective blasting and to get the desired
fragmentation of rocks, different blasting patterns are used such as wedge-cut, burn-
cut, ring configuration, etc. In Z-Morh and Zojila Tunnels, a wedge-cut blasting
pattern is used.

Fig 4.9 Wedge-cut blasting pattern

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 Fig 4.10 Burn-cut blasting pattern.
The numbers in both pictures indicate the sequence of blasting.
4.5 INSTALLATION OF SUPPORT SYSTEM
The primary support in the tunnel after excavation is decided based on the
quality of the rock mass which is usually decided by various rock mass
classification methods. Some of the classifications used generally to design the rock
support systems are:
 Terzaghi’s rock mass classification or rock load classification method.
 Stand-up time classification.
 Rock Quality Designation (RQD).
 Rock Structure Rating (RSR).
 Rock Mass Rating (RMR).
 Q-system.
 CSIR classification of the jointed rock mass.

In the Indian context, for the tunnels in the Himalayan region, usually, two
main classifications are preferred by the design consultants, which are the RMR
method and Q-value. RMR is a rating for the rock mass which is usually decided
based on the six different parameters, involving rock mass strength, joint
conditions, presence of water, etc., whereas the Q-system is a classification system
for rock masses concerning the stability of underground openings. Based on the
estimation of six rock mass parameters, a Q-value for a rock mass can be calculated.
This value describes the rock mass quality.

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4.6 DEFORMATION MONITORING OF THE TUNNELS
Geotechnical Instrumentation and 3D monitoring have a vital role in
evaluating the performance of the underground structure. The Natural ground or
rock mass tends to deform and de-stress when subjected to excavation or another
loading such as overburden above the tunnel. For calculating that deformation,
stress, etc. Instrumentation and 3D monitoring are required. The long-term
performance of an underground structure is monitored by installing structural
instruments to predict and evaluate the safety of excavated opening. The
instruments used for measuring different parameters are:
 Bi reflex targets/Prism targets: used to measure convergence and
Deformation in the rock mass.
 Load cells: Used to measure load or stress in rock bolts or anchors.
 Strain gauge: Used to measure deformation or strain/load in LG or rib.
 Multi-point borehole extensometer (MPBX): Measures deformation inside
rock mass.
 Shotcrete/Concrete pressure cell: Measures total increase in pressure due to
redistribution of stresses in the rock mass after excavation.
 Inclinometer: Used to measure lateral movements.

The data of the monitoring and instrumentation are regularly analyzed to

identify any excessive deformation. In addition to that, different limits are set
commonly known as AAA limits and the deformation would be closely monitored
so that the value does not exceed a particular limit. AAA stands for Alert, Action,
and Alarm and particular measures required for controlling the deformation shall be
adopted timely. Some of the monitoring instruments are shown in the figures below.

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4.7 AFTER THE CONSTRUCTION PERIOD

Before moving further, mentioning that both the Z-Morh and Zojila
tunnels are currently under construction is pertinent. Hence, the information
shared in the article is purely based on the designs of the proposed systems (such
as ventilation systems, E&M, fire-fighting systems, and SCADA).

During the tunnel’s Operation and Maintenance (O&M) period, various

systems will be installed in Z-Morh and Zojila Tunnels. The systems installed
will be fully automated and will be controlled by the SCADA system. The
different systems to be installed are:

Fig 4.11 Semi-transverse ventilation system showing normal and emergency

operation protocol.

The fire-fighting system in the Z-Morh Tunnel considers the region’s

challenging environment. Given the heavy snowfall and sub-zero temperatures,
water reservoirs for extinguishing fires are located inside the tunnel. To ensure
safety, numerous heat sensors will be installed along the tunnel alignment to
detect potential fire incidents promptly.

CCTV cameras will be strategically placed inside the tunnel and along the
project, alignment to monitor daily activities and ensure effective surveillance.

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 For ventilation, a semi-transverse ventilation system is proposed for the Z-
Morh Tunnel. This system involves introducing fresh air through the tunnel
portals and extracting exhaust air through equally spaced smoke extraction
dampers along the length of the tunnel. The extracted air will flow outside the
tunnel via an overhead duct.

Fig 4.12 Layout of ventilation system

The ventilation system will utilise a combination of jet and axial flow fans,
maintaining a maximum longitudinal airflow velocity of 10m/s. In a fire, the smoke
extraction dampers will open fully in the fire area while other dampers will close,
ensuring efficient smoke evacuation.
4.8 Z-MORH TUNNEL STRUCTURE

The Z-Morh tunnel two-way road tunnel on NH 1 runs between Gagangir

and Sonmarg and begins at 69.5 kilometres per hour, and ends at 81.3 kilometres
per hour. The access roads between the underground structures and NH 1 will be
6.05 km long on both ends, and the tunnel is 6.5 km long.

Sonamarg, which has places to visit like the Thajiwas Glacier and sports like
whitewater rafting on the Sind River, will see a rise in tourism due to the tunnel,
which will also contribute to the region's overall economic and social growth.

At a permitted top speed of 80 km per hour, the tunnel is built to

accommodate 1,000 cars per hour of traffic. 2,637 meters (8,652 feet) above sea
level is where the tunnel is situated.

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4.9 Z-MORH TUNNEL HISTORY

To connect the Kashmir Valley with Ladakh, hundreds of people are

working on an extensive project involving drilling tunnels and building bridges.
Work is being done on the Srinagar-Leh highway's strategically significant Zojila
and Z-Morh tunnels.

The tunnel can be found at 2,637 meters (8,652 feet) above sea level. In July
2012, during the 53rd PPPAC Conference, the site's overall capital cost was
approved at 2,717 crores. This sum comprises the land cost, relocation,
rehabilitation, and other pre-construction works, which total Rs. 36.48 crore.

He said that the Z-Morh Tunnel is a component of a massive initiative

launched by the Indian government to guarantee uninterrupted all-weather
communication between Kashmir and Ladakh, which is typically closed during the
winter months due to severe snowfall.

The Z-Morh Tunnel also represents the nation's dedication to developing a

cutting-edge, effective heavy vehicle system that can accommodate the expanding
demands of its population. The tunnel has raised the bar for the Indian military
force, and it is anticipated to serve as a model for more projects there in the future.
Overall, the Z-Morh Tunnel is a tremendous accomplishment for the nation and has
created new regional growth and development opportunities.

4.10 Z-MORH TUNNEL ROUTE MAP

The Srinagar-Leh Highway in Jammu and Kashmir runs between Kangan

and Sonamarg, where the tunnel is situated. It intends to improve Indian military
capacity in Kashmir and Ladakh across both the Line of Actual Control (LAC)
farther east and the 14.15 km Zojila Tunnel to its east and the LOC to the north.
Addressing during the event, Div Com emphasized that road connectivity is crucial
for any area's development, especially those with hilly terrain.

Fig 4.13 Z-Morh Tunnel Route Map.

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4.11 CONTRACTOR DETAILS

August 2019: APCO Infratech receives the ₹2,378 crore project and will
build the tunnel (Balance Work) under BOT (annuity) mode. By December 2023,
the tunnel should be finished after 3.5 years of construction. It is essential for India
that Kashmir and Ladakh are connected. Infrastructure along the border had been
ignored for many years. It is essential to the advancement and development of the
local populace from a strategic standpoint.

2012 saw the laying of the project's foundation stone. It was once controlled
by the Border Roads Organization (BRO), which hired Srinagar-Sonamarg
Tunnelway Ltd, an IL&FS-owned business, to build the civil portion of the road.
The project was retendered in 2019, and NHIDCL granted the contract to APCO
Infratech, which is carrying it out on behalf of Apco Shri Amarnathji Tunnelway
Private Limited (ASATPL).

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 CHAPTER 5
Z-MORH TUNNEL CONSTRUCTION

The work on the Z-Morh Tunnel was halted for two years between 2017 and
2019 due to financial constraints faced by the then main executing agency IL&FS
which later abandoned the work.

Fig 5.1 Connectivity Between Kashmir and Sonamarg

Fig 5.2 Internal Welding Work

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Fig 5.3 Internal Work Like Lining, Lighting, Finishing, and Ventilation

Fig 5.4 Internal Work Like Lining, Lighting, Finishing, and Ventilation

25
Fig 5.5 Construction Work

Fig 5.6 Industrial Work

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Fig 5.7 Construction Work

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 CHAPTER 6
CONCLUSION

The Zojila Tunnel is a strategic infrastructure project located in the Union

Territory of Jammu and Kashmir, India.It is designed to provide year-round
connectivity between Srinagar and Leh by bypassing the treacherous Zojila Pass,
which remains snow-covered and impassable during the winter months.Once
completed, the tunnel is expected to reduce travel time and make transportation
more reliable for the people of the region, particularly during harsh winter
conditions.The Zojila Tunnel project was approved, and construction work had
commenced as of my last update. However, the completion timeline and progress may
have evolved since then.
The Z-Morh Tunnel is another critical infrastructure project located in the Union
Territory of Jammu and Kashmir, India.Similar to the Zojila Tunnel, it aims to provide
year-round connectivity, specifically between Srinagar and Sonmarg, bypassing the Z-
Morh Pass, which experiences heavy snowfall during winter.The tunnel project is
envisioned to enhance the overall transportation network and boost economic
activities in the region.Construction of the Z-Morh Tunnel was underway as of my last
knowledge update, but like the Zojila Tunnel, the progress and completion status might
have changed since then.

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 CHAPTER 7
REFERENCE

1. Everything about Zoji La Tunnel, Telengana Today, 29 Oct 2021.

2. "Excavation work of tunnel 1 of Zojila Tunnel project completed". Greater
Kashmir. Press Trust of India. Retrieved 24 November 2021.
3. Kondratieva, Ksenia (1 June 2017). "4 players in race for ₹10,000-cr Zojila
tunnel". Thehindubusinessline.com. Retrieved 6 June 2017.
4. Parveen, Rahiba R. (19 May 2018). "Zoji-La tunnel will be a boon for the
armed forces and for tourists too". The Print. India. Retrieved 18
December 2020.
5. Saluja, Nishtha. "APCO Infra bags Rs 2,378 crore tunnel project in J&K" –
via The Economic Times.
6. Saluja, Nishtha. "Zojila Tunnel project awarded to Hyderabad-based Megha
Engineering" – via The Economic Times.
7. Sharma, Aman. "Fresh bids invited for Zojila Tunnel, Ladakh road" – via
The Economic Times.

8. Strategic Zojila tunnel to see defence forces crossing into Ladakh 2 years
ahead of deadline, The Hindu, 28 March 2022.

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