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Time of India
24-06-2025
- Business
- Time of India
India's bullet train plan hits Chinese wall as German tunnel-boring machines remain stuck at port
'Matter taken to the External Affairs Ministry' Live Events High stakes under the surface Post-Galwan caution on Chinese imports India's largest TBM, still waiting Afcons begins without machines Going deep: Tunnel to cut through hill and creek (You can now subscribe to our (You can now subscribe to our Economic Times WhatsApp channel Three massive tunnel boring machines meant for the Mumbai–Ahmedabad high-speed rail corridor remain held up at a Chinese port, creating concern over potential delays to India's flagship bullet train project These machines, essential for the 21-km underground section of the line from Bandra-Kurla Complex (BKC) to Shilphata, were built in Guangzhou by German tunnelling specialist Herrenknecht . Two were expected to reach India by October 2024, while the third should have arrived earlier this far, no clearance has been given by Chinese port authorities. There has been no official explanation for the Railway Ministry has escalated the issue. 'The railway ministry has taken the matter to the external affairs ministry,' a senior official told channels are now in play, as the delay involves not just the TBMs but also other parts crucial for ongoing civil works. Sources say a continued hold-up could seriously affect progress, particularly on the undersea stretch beneath Thane National High-Speed Rail Corporation Ltd ( NHSRCL ), which is executing the ₹1.08 lakh crore project, planned to use TBM-1 and TBM-2 for tunnelling between Sawli (Ghansoli) and BKC, and TBM-3 between Vikhroli and part of the route includes India's first undersea rail tunnel—a 7-km stretch running below Thane creek. It is one of the most technically demanding sections of the far, NHSRCL officials have declined to comment. But sources confirmed the overall project timeline remains unchanged, at least for the Galwan Valley clash in June 2020 between Indian and Chinese troops, the Indian government has increased scrutiny of Chinese-origin imports and year, the Mumbai Metropolitan Region Development Authority cancelled bids for a monorail upgrade involving two Chinese companies. Similarly, the Maharashtra government froze three large MoUs signed under the Magnetic Maharashtra 2.0 initiative, worth more than ₹5,000 for Mumbai Metro and the city's coastal road project had come from China before the Galwan clash. But post-2020, projects like the Thane–Borivli tunnel opted for TBMs made in Herrenknecht's Indian facility in Alinjivakkam, Tamil machines now stuck in China are far from of them is the largest tunnel boring machine ever built for use in India. It has a cutter head diameter of 13.56 metres. By comparison, metro TBMs are usually under 6.7 metres. Even the 12.19-metre TBM used for Mumbai's coastal road project is Herrenknecht machine is equipped with a mixshield configuration that allows it to handle different geological conditions—soil, rock, and everything in between. It's a precision instrument made for a complex job. Afcons Infrastructure Ltd, which won the ₹6,397 crore contract for the underground Package C-2, is preparing the ground while the machines remain in limbo. The contract, awarded in June 2023, covers the 20.377-km stretch from BKC to Shilphata and has a planned duration of 5.17 vertical shafts—36 metres deep at BKC, 56 metres at Vikhroli, and 39 metres at Sawli—are being constructed to launch and retrieve the TBMs. A 42-metre inclined shaft at Ghansoli and a tunnel portal at Shilphata are also in progress for NATM (New Austrian Tunnelling Method) tunnel will run 25 to 65 metres below ground, and in some places, like beneath Parsik Hill, it will dip as far as 114 metres. It must cross wetlands, thick urban clusters, and a large body of water. Every metre the challenges, Afcons and NHSRCL have not changed their public stance. Afcons officials also declined to familiar with the matter said all stakeholders—NHSRCL, Herrenknecht, Afcons, and the ministries—are actively coordinating to find a way forward.'The equipment includes not just the TBMs but also parts critical for other infrastructure works,' one official now, work continues. But as the wait at the Chinese port stretches on, pressure builds to get the machines moving—or risk the timeline slipping underground.
India.com
24-06-2025
- Business
- India.com
China stopping India's bullet train project to gain momentum? Supply to key products delayed due to..., MEA says...
New Delhi: In a concerning development that threatens to derail India's much-anticipated dream project—the Bullet Train—China has emerged as the key source of the crisis. According to the reports, three massive Tunnel Boring Machines (TBMs), crucial for this ambitious project, are currently stuck at a Chinese port resulting into delays in the country's most talked-about rail project. These TBMs, used for tunneling underground, were ordered from the German company Herrenknecht. However, they were manufactured at the company's factory in Guangzhou, China. It is important to note that the first part of these machines was supposed to arrive in India by October 2024, but Chinese authorities have not yet approved their release. This delay is now becoming a major headache for the project. The Ministry of Railways has brought the issue to the attention of the Ministry of External Affairs. According to sources, India has initiated high-level talks with China to get the machines released. Along with the TBMs, some other critical equipment required for the project is also reportedly stuck. These Were the Locations Where TBM Machines Were to Be Used It is important to note that the National High Speed Rail Corporation Limited (NHSRCL) is handling this Rs 1.08 lakh crore project. NHSRCL had planned to deploy three TBM machines. TBM-1 and TBM-2 were to be used for tunneling between Sawli (Ghansoli)–Vikhroli and Vikhroli–Bandra Kurla Complex (BKC) TBM-3 was supposed to arrive earlier for the Sawli to Vikhroli section. However, none of the machines have arrived in India so far. According to sources, there has been no change in the final project deadline as of now. What will be the impact of delays in TBM deployment? If the deployment of TBM (Tunnel Boring Machine) equipment get delayed, then it could affect the construction of the 21-kilometre-long tunnel from Bandra-Kurla Complex to Shilphata. This stretch includes a 7-kilometre-long undersea tunnel beneath the Thane Creek, which is the most challenging part of the project. Interestingly, TBM machines were also brought in from China for the Mumbai Metro and Coastal Road projects — but that was before the 2020 Galwan clash. In today's changed diplomatic environment, these delays are raising many questions. Is the delay purely technical, or is there another reason behind it?
Time of India
23-06-2025
- Business
- Time of India
3 tunnelling machines stuck at Chinese port, may slow down bullet train project
Mumbai: Three massive Tunnel Boring Machines (TBMs), essential for building the underground section of the Mumbai–Ahmedabad bullet train corridor, are stuck at a Chinese port and could potentially delay work on India's first high-speed rail project. Tired of too many ads? go ad free now Although the TBMs were ordered from German tunnelling specialist Herrenknecht, they were manufactured at its facility in Guangzhou, China. The consignments — two of them expected to arrive in India by Oct 2024 and one earlier this year— have not received clearance from Chinese authorities, who have cited no official reason for the hold-up. The issue has raised diplomatic concerns, prompting the railway ministry to take the matter to the external affairs ministry. Diplomatic channels have reportedly been activated to push for release of the equipment, which includes not just the TBMs but also parts critical for other infrastructure works. The National High Speed Rail Corporation Ltd (NHSRCL) planned to commission them for tunnelling between BKC and Sawli (Ghansoli). A prolonged delay in TBM deployment for the bullet train project could affect the underground tunnel construction schedule, especially for the critical 21-km stretch from BKC to Shilphata, which includes a 7-km undersea section beneath Thane creek, sources said. Though NHSRCL officials refused to comment, sources maintained the overall project deadline remains unchanged for now. The National High Speed Rail Corporation Ltd (NHSRCL), the development agency for the Rs 1.08 lakh crore Mumbai-Ahmedabad High-Speed Rail (MAHSR) project, planned to commission three TBMs — TBM-1 and TBM-2 for tunnelling between Sawli (Ghansoli)–Vikhroli and Vikhroli–BKC, and TBM-3 for Vikhroli to Sawli. Tired of too many ads? go ad free now While the first two were to arrive in Oct 2024, TBM-3 was scheduled to arrive earlier this year. Since the Galwan clash between Indian and Chinese troops in June 2020, India has tightened scrutiny on Chinese investments. This has led to delays, cancellations, and increased bureaucratic oversight for Chinese-origin contracts and consignments. That year, MMRDA scrapped bids for the Mumbai Monorail project involving two Chinese firms. Additionally, Maharashtra govt put on hold three major MoUs signed under the Magnetic Maharashtra 2.0 initiative with Chinese companies worth over Rs 5,000 crore. TBMs for Mumbai's metro network and coastal road project also came from China, but that was before the 2020 Galwan clash. The TBM for the Thane Borivli tunnel project via Sanjay Gandhi National Park was manufactured at Herrenknecht's facility in Alinjivakkam, Tamil Nadu. The TBMs for the bullet train project are not ordinary machines. One of them is the largest ever built for Indian soil, with a cutter head diameter of 13.56 m. In contrast, metro TBMs typically measure between 6.45 to 6.68 m in diameter. Even the 12.19-m 'Mavala' TBM used for Mumbai's coastal road project is smaller. Manufactured at Herrenknecht's Guangzhou facility, the TBM is equipped with a mixshield configuration, designed to navigate varied geological conditions with precision. It will be deployed by Afcons Infrastructure Ltd to excavate the 20.377-km underground Package C-2, stretching from BKC station to Shilphata ramp. This section includes the challenging 7-km subsea tunnel under Thane creek. Afcons bagged the Rs 6,397 crore contract for this underground package in June 2023, with a completion timeline of 5.17 years. As part of preparatory work, the company is currently constructing three vertical shafts at BKC (36 m deep), Vikhroli (56 m), and Sawli (39 m). These shafts will act as launch and retrieval points for the TBMs. An inclined shaft at Ghansoli (42 m) and a tunnel portal at Shilphata are also being developed to support 5 km of NATM (New Austrian Tunnelling Method) tunnelling. Afcons Infrastructure Ltd officials refused to comment. The tunnel will reach depths ranging from 25 to 65 m below ground level and dip as deep as 114 m beneath Parsik Hill near Shilphata. Officials familiar with the developments said NHSRCL, Herrenknecht, Afcons, and the relevant ministries are working in coordination to resolve the impasse.
Morocco World
30-01-2025
- Business
- Morocco World
Spain-Morocco Underwater Rail Tunnel Project Pushed Back to 2040
Doha - The ambitious underwater rail tunnel project connecting Spain and Morocco through the Strait of Gibraltar has been delayed, with completion now projected for 2040, a decade later than initially planned. The announcement comes as new technical studies and seismic analyses are underway to determine the feasibility of this complex infrastructure project. Spanish Transport Minister Oscar Puente has taken the initiative to revive this long-standing project, which has been in discussion for over 45 years. The tunnel, designed exclusively for rail transport, will connect Punta Paloma in Cadiz, Spain, with Punta Malabata near Tangier, Morocco. The project involves constructing a 42-kilometer tunnel, with nearly 30 kilometers submerged at depths reaching 475 meters. Initial plans call for a single gallery accommodating both directions, with a second tunnel planned in a later phase to separate incoming and outgoing traffic. Two key preliminary studies are currently in progress. Herrenknecht Ibérica, a Spanish subsidiary of the German firm Herrenknecht, was awarded a €296,000 contract in October 2024 to analyze the feasibility of drilling through the 'Camarinal Sill,' the elevation separating the Mediterranean Sea from the Atlantic Ocean. The company, known for its work on Madrid's M-30 tunnels and the Bosphorus crossing in Turkey, will complete its study by July. 'Herrenknecht Ibérica has not been contracted to supply technology or perform construction work. The contract exclusively concerns a feasibility study,' company representatives told El Confidencial. A second study involving seismic monitoring was initially contracted to Tekpam Ingenieria but was suspended following security concerns raised by the Royal Institute and Naval Observatory. Read also: What Makes Bridging the Strait of Gibraltar Between Spain and Morocco So Challenging? The study is now scheduled to resume between April and September under naval supervision, when weather conditions are more favorable. The project faces significant technical challenges, particularly due to its location at the boundary between the Eurasian and African tectonic plates along the Azores-Gibraltar fault line. The complex geology of the strait has been identified by the Spanish Institute of Engineering as one of the primary obstacles. The financial investment in the project has been substantial. Between 2016 and 2021, SECEGSA (Spanish Society for Fixed Communication Studies across the Strait of Gibraltar) received annual funding of €50,000, totaling over €2 million. The budget increased to €100,000 in 2022 and €750,000 in 2023. Total investment has reportedly exceeded €50 million, with the complete project estimated to cost more than €15 billion. While initial plans aimed to complete the tunnel by 2030, coinciding with the FIFA World Cup co-hosted by Spain, Portugal, and Morocco, experts agree this timeline is unrealistic given the project's complexity and current preliminary stage of studies. The project is being jointly managed by SECEGSA and its Moroccan counterpart, SNED (National Society for Strait Studies), with both organizations working to establish a reliable rail connection for passengers and freight between Europe and North Africa.
