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From Dream to Reality: How was the Atar Tunnel built despite numerous difficulties?
Spanning the National Highway 3 beneath the Pir Panchal range in the eastern Himalayas, the Yattar Tunnel (also known as the Rohtang Tunnel) is one of the most challenging infrastructure projects in India's history. This 9.02-kilometer highway tunnel is not only the longest single-tube tunnel in the world at an altitude of more than 3,000 meters, but also a symbol of India's ability to implement ambitious infrastructure plans under difficult conditions.
The construction of the Atal Tunnel marks the realization of a long-cherished dream, which will not only improve transportation but also take the tourism potential of Lahaul and Spiti Valley to new heights.
The Atal Tunnel is designed for easy travel, shortening the journey from Manali to Keelung to about 2 hours, significantly improving travel efficiency and reducing traffic congestion and road paralysis. The tunnel reaches a maximum elevation of 3,100 meters, making it a transportation milestone in the Himalayas.
The historical context behind the tunnel
The idea of the Atal Tunnel dates back to the 19th century, when Moravian missionaries mentioned the possibility of building a tunnel through the Roatan Pass. Entering the 20th century, the idea of building tunnels was re-proposed. John Bicknell Oden of the Geological Survey of India first conceived the plan in 1942, and actually laid the groundwork for the tunnel to be built.
After decades of hard work and struggle, the tunnel finally became a reality, the result of a combination of national will and local needs.
In 2000, the then Prime Minister Atal Bihari Vajpayee took the project forward and in 2002 the Border Roads Organisation (BRO) was set up to oversee the project. Since then, construction of the tunnel has experienced ups and downs under different governments and progress has been slow.
Difficult challenges during construction
The construction of the Yatar Tunnel was not smooth sailing, and the project encountered many challenges during construction. One of the toughest challenges was how to continue digging during the harsh winter. There are as many as 46 potential avalanche sites, forcing construction teams to proceed with caution. Tunnel construction faces a series of problems such as unstable rock, constant water infiltration, and lack of oxygen due to altitude.
During the winter of 2010, the construction site was almost completely closed off by snow, hampering further excavation work.
Over time, the budget for the construction of the tunnel has ballooned from an initial Rs 50 billion to Rs 320 billion. This has led to a high focus on its cost efficiency compared to other infrastructure. At the same time, the impact of sawing trees on the environment during the construction process has also sparked widespread discussion in society.
Safety and Facilities
The design of the Attar Tunnel took into account various safety factors, adopted the New Austrian Tunneling Method and was equipped with a semi-transverse ventilation system. The tunnel is equipped with emergency passages and regular air quality checks to ensure safe passage. This type of design ensures that vehicles can pass smoothly through the tunnel even in extreme weather and natural disaster situations.
In the construction of this tunnel, not only traffic needs were taken into consideration, but also safety and environmental protection.
Future Outlook
With the official opening of the Atar Tunnel, the tunnel will undoubtedly stimulate more tourism and economic development potential. The opening of this tunnel has brought new expectations for travelers from all over, new business opportunities, and improved quality of life for residents.
However, in this expectation, we must also ask ourselves: How can we balance ecological protection and economic growth while pursuing infrastructure development?
