Underground localization of public utilities are described in examples of the utilization of rock formations and soft ground. The advantages of using the underground freely are outlined: i.e. a rational use of the "Terra space" to enhance public services to economic and long-lasting solutions without interference with the environment above ground. The use of the underground is of growing importance in rapidly expanding cities, where underground locations may be the only choice. There are, however, special effects of going underground which have to be taken into account, like the sterilization of the use of underground for other purposes and the risk for conflicts, if there is no planning and mapping of the space below us. INTRODUCTION This report will concentrate on underground applications for public utilities, viz:- -water supply -wastewater -stormwater -electricity and telecoms -district heating -solid wastes -gas Also defense and public transportation utilities go underground, but they win not be included in our contribution. With the exception of solid wastes, the public utilities mentioned above, already go underground as a matter of course in all planning. However, in most cases the underground planning mode mostly reflects the surface plan. Pipes, ducts and cables follow the streets in a more.or less rigid system. We will here aim at describing the use of the underground space in a more flexible way, i.e. irrespective of surface structures. By a free utilization of the underground, be it soft ground or rock, the full advantage can be taken of the so called "terra-space", or the ground beneath our feet. The cities are seldom or never located with respect to a suitable underground for our public utilities. It has rather been trade and defense aspects that have dominated the location and further development for our cities. Therefore the underground engineering, "Tiefbau" - as the Germans say - has encountered technical difficulties such as:- -river sediments of heterogenic composition -groundwater and surface water problems -bedrock at varying levels and with varying quality There is technique available to overcome these difficulties in soft ground or in rock, as will be shown in the subsequent examples from different parts of the world, mainly our native countries England and Sweden. It would certainly be bad economy, if the use of the underground would be restricted because of lack of experience by the planners. The underground invites to a more daring attitude to non-conventional solutions than surface planning. It will not be admired by the great public which may not even be aware of it. It is a science for experts to appreciate. The use of the underground is manifold. Public utilities have a long standing for being transferred.to the underground, but even between them there may be conflicts. Surface planning has a normal restriction in ownership of land which underground planning in its wide sense has not. We wilt revert to this at the end of this report. Up to the present the first user to come around will have the possibility to use the underground almost freely.

Caloutta has not only unmanageable traffic problems but problems of storage, shopping centers and environmental pollution are also grave. In this article, a broad plan to develop the Calcutta City by using the subsurface spaces has been outlined as a possible solution of these problems. INTRO DUCTION Calcutta" chance erected mid-day resting place of Job Charnock, which in 1690 was only a cluster of three small villages, is today the home of 7.3 millions. This number swells everyday when about 1.2 million Commuters enter into the city in the morning, to disperse to the suburbs by night. The city has grown in strategic, political and commercial importance into a sprawling metropolis, with links through network of roads and railways all over the country. The City is also served by a major inland port and the two major railway stations. It has become the hub of a busy industrial complex with heavy concentration of pollution. To add to this, job opportunities attract today a vast number of people from other parts of the country. PROBLEMS This congestion can be observed by lengthy queues, long waits at Bus & Tram stops, acute discomforts, perilous foot board travel, irritation etc. resulting in loss of invaluable time and energy of its population especially during the office hours. The ground corridor from Howrah and Sealdab Railway stationed to B.B.D. Bagh -Bara Bazar area present striking spectacle of pedestrian in continuous streams sourring towards their destination. In addition to above, the market places and shopping centers are over flowing in most part of the footpath and even part of tm road is occupied by temporary shacks to serve the additional needs of shopping centers of the growing population. In addition to above, roads are also occupied by parking ofCars and the accumulation of garbage which is estimated to be 2500 tones per day. Calcutta was once called a City of processions by no other person than Pandit Jawahar Lal Nehru, the first Prime Minister of independent India. People of Calcutta are generally politically conscious and they are religious minded also. Therefore it is not uncommon to see processions in the main roads of the city area - Political processions during day time and marriage and religious processions during the evening. The density of population in the central 100 Square Kilometers is more than 30.000 per Square Kilometers. In certain smaller sections. congestion is even much greater. Therefore. the Calcutta city surface is overloaded by human activities a traffic. market centers and buildings. Only 6% of the city area is covered by road which is much too low by any standard. Daily passenger demand volume is 5.5 millions on the road length of about 180 Kms. Publio &: private transport system and the Tramways cater for only 2.8 million passengers. In addition. the Calcutta is also an industrial city which manufactures Engineering goods, Electrical goods, Jute products and Chemicals. Inland goods traffic to and from Calcutta is catered by the network of road and rail system.

The authors give a brief history of the use of underground space in London and give details of the development and construction of the amenities provided for public transport, communications, water supply, sewers and deep level air raid shelters. There is a brief description of the geology of the area and of the methods of construction used initially and the way in which they have changed and developed. Construction materials and plant are also covered. There is a description of the growth of the unplanned system and of the difficulties that arise in the planning and construction of new amenities. BRIEF HISTORY OF THE USE OF THE UNDERGROUND SPACE IN LONDON The first road tunnel under the River Thames was commenced in 1825 and opened to vehicles in 1843. It was purchased by the East London Railway Company in 1866 and opened to rail traffic in 1869. Today it forms part of the London Transport Underground Railway System (Fig. 1). The tunnel was constructed using a rectangular shield and was lined with brick. Apart from the approaches it is still in its original form today. Much of London's main line railway system developed in the nineteenth century, the first line being opened in 1836. The railways were built by independent companies between which there was intense competition and, at that time, little official control over their activities. In consequence, the cheapest practicable alignment was always sought, within the constraints imposed by the topography and the requirements of landowners. In consequence, few British Rail tunnels were built in London. Most of the tunnels, the majority of which were opened between 1837 and 1900, were necessitated by the presence of high ground, though in two cases the requirements to construct them was imposed upon the railway companies. In the first case, the Primrose Hill tunnel in the Hampstead area (opened 1837) was required by the landowners in order to preserve the future amenity of the district; the alternative would probably have involved extensive cuttings. In the second instance, involving the proposed line to Marylebone station, the Parliamentary Bill was at first rejected on the grounds of damage to property, but was later accepted provided that the immediate approach to the station was made in a tunnel approximately 2 km in length (opened 1899). The main line railways radiated from London and had their termini around the boundaries of the City. A Royal Commission of 1846 dismissed the idea of a central station for London. Passenger traffic across the central area grew until it strained the capacity of horse-drawn road vehicles and urban underground railways were therefore constructed, the first being opened in 1863. Between 1863 and 1890 many lines were constructed using the cut and cover method which, of course, caused considerable interference with roads and substantial demolition of property. In those days steam traction was used and ventilation was provided by constructing the lines with short lengths in open cutting between the cut and cover sections.