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TunnellingbyEPBTunnelBoringMachineinDMRC
JitendraTyagi,Director(Works)DMRC,SaleemAhmad,AGM/Civil,DMRC
Background
DelhiMetroRailCorporationhasbeenentrustedwiththetaskof
providing an MRTS network to the city of Delhi and National
Capital Region. The network is partly at grade, elevated and
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underground. At present, 190 km of metro network is
operational out of which 48 km is underground. In Phase III
also, 45 km of section is planned to be underground. The
underground network comprises stations built by cut and cover
method, while tunnels are constructed by Cut & Cover, NATM
(New Austrian Tunnelling Method) or earth pressure balance or
slurrytypeshieldmachinedependingonthegeologicalstrataof
TBMatFactory
the project. Selection of TBM depends on ground conditions,
surface features and dimension of the tunnel. DMRC used 14 tunnel boring machines in PhaseII to
constructthetunneloffinisheddiameterof5.8meter.
SoilInvestigation
The geological strata of Delhi varies along the project alignment and consists of compacted alluvium soil
whichisalsoknownasDelhisilt,thisisgenerallyafinegrainedmaterialconsistingofdifferentvariation
betweenclayandsiltwithvariablefinesandcontent.Thestrataconsistofcoarsesand,gravelandkankar.
Soil investigation was carried out throughout the tunnel alignment before the start of the project to
finalisethetypeofmachinetobedeployedfortheproject.Thecrosssectionofthetunnelvariedinlevel
above and below the ground water table. The overburden was between 3.5 to 22 meter as water level
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variedfrom4metreto18metres.
EarthPressureBalance(EPB)TunnelBoringMachine(TBM)
Depending on the geological parameter and construction programme tunnel boring machines of M/s (/component/banners/click/177.html)
Herenknecht, Mitsubishi, Kawasaki and OMC etc. were selected for the project. The time taken for the
deliveryofthemachinesexworkstositearrivalwasaround10to12month(manufacturingtimebeing8
10monthsandshippingandroadtransportationof23months).

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SpecificationoftheTBM

TBM's used for the project were of the same specification with an external cut diameter of 6640 mm,
35000KNthrustforceand630KWavailablepower.TBM'swereprovidedwithanarticulatedtailshieldto
maneuverthesharpradiusof300masperthealignment.Otheradditionalfeaturesincludedsoilcondition
andgroutingsystemwhichwasinjectedbehindthetailshieldduringadvancementoftheTBM.Thecutting
(http://www.alexa.com/data/details/main?
wheelconsistedofscrapersandbucketteethforsoftgroundtunnelinganddisccutterstoeasethecutting
ofbouldersanddiaphragmwallsonexitandentranceto/fromtheTBMlaunchandreceivingshafts.AVMT url=http://www.nbmcw.com)
guidance system was selected for survey to control the TBM alignment. The TBM parts consist of cutter (http://www.alexa.com/siteinfo/www.nbmcw
head,front,shield,middlesection,tailkin,manlock,screwconveyor,erector,erectorcarrierbeam,bridge
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&backupgantries/systems.
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ConstructionofLaunchingandRetrievalShaft
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Before the arrival of the TBM at site, the launching shaft upto the drop base slab was made ready for
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lowering of the TBM. Shafts were constructed by Diaphragm Wall with RCC/structural steel waler beams
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andstrutsatvariouslevelsasperdesigntosupporttheD'wallsagainstEarthandwaterpressures.Shafts
wereconstructedattheendsofeachstation.InD'walls,glassfibrereinforcedpolymer(GFRP)rebarswere
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placedatthelocationofTBMbreakingandbreakoutpointsknownastheSoftEye,insteadoftheusual
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steelbars,toavoiddamagingthecutterheadoftheTBM.Inaddition,afalseconcretewallofM10strength
option=com_content&view=article&id=32726:mgs
wascastbehindtheD'WalltolimitgroundforcesandwaterpressureduringTBMbreakoutandbreakin.
SimilarlyretrievalshaftsweremadereadybeforetheTBMarrivaloutattheotherendofthetunnel.

architecturearchives

TunnelLining

2014&catid=12:mgsissue The tunnel lining was

archive&Itemid=217)
provided with precast
segmentsof5.8meter
internal diameter with
each ring comprising 5
segments and 1 key
segment,each1.2and
1.5 m long and 275
mm

thick.

The

segmentswereprecast

LaunchingShaft

SegmentYard
with
M50
grade
concrete at the casting yard at the extreme limit of the city, MUndka, 30 kms away from the site. The
transportation of the segment was only allowed at night time and added a challenge to the tunneling
works.PVCsheetwasusedinplasticsheathintunnelsegmentasaconduittoaccommodatecurvebolt
installation.Curveboltswereusedtoconnecttwosegments.Groutpipeswithliftingsocketwereusedfor
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grouting material & lifting during tunnel segment installation. Segments were cured by covering with
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tarpaulin sheet and in winter season steam curing was carried out. The segments were stored in
2015/index.htm)
maximum 810 layers. A combined Gasket made of an EPDM profile with hydrophilic top layer of size
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33x16.1mmratedat3barsworkingpressurewasusedatsegmentjointstopreventingressofwater.A
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trialMasterRingwasformedatthecastingfactorybeforefabricationstartsinfullswing.
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ArrangementsinLaunchingShaftforLoweringandAssemblyofTBMParts
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RCC Entrance packing was installed around outer periphery of the circular soft eye of the D'Wall for
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guidance of the TBM during the start of excavation. A Cradle frame fabricated from structural steel was
option=com_content&view=article&id=32949:lifting
andspecialisedtransport placedonthedropbaseslabforsupportingtheTBMcomponentsandalignmentoftheShieldmachine.2
Nos.100ThydraulicjacksatthebottomoftheshaftwereusedtopushtheassemblythroughtheSafe
archives
2014&catid=92:liftingand Eye.AftercompletionofTBMassembly,ashovingframemadefromstructuralsteelmemberswasinstalled
onthebacksideoftheTBM.Theshovingframewaserectedtoprovidereactiontotheforcesrequiredto
specialised
transport&Itemid=234) propeltheTBMintothetunnelduringexcavation.Thebackupgantrywassetupatthegroundlevelalong
withthepowerunitandwasconnectedtotheassembledTBMinthelaunchingshaftthroughanumberof
hoses.TestrunofTBMwasdonebeforeactualstartingtunnelexcavation.

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AssemblyofTBM
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TBMInitialDrive
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Ring segments were prepared (after installing gasket and timber packing) and inspected on the surface
option=com_content&view=article&id=6455:iitw
beforesendingdowntotheTisteddownfromthesurfaceintotheshaftbottomby15TGantrycrane.First,
issue
temporarysegments&(dummyring)wereinstalledbehindtheTBMwiththehelpofanErectorplacedin
archive&catid=84:iitw&Itemid=218)
the middle section of the TBM shield machine to make contact with the shoving frame. The TBM was
pushedforwardbymeansofTBMthrustJackforadistanceofapproximately1.5mbytakingreactionfrom
theshovingframe.Theshoveramsareretractedandanothertemporaryringinstalled.Inthisway,bythe
3rd temporary ring, the TBM cutter face almost touches the D'wall face entrance rubber packing is
installed. The TBM then started cutting the D'wall through special type of cutter installed on the cutter
headuptoalengthofapproximately1.5m.TheTBMwasstoppedandanothertemporarysegmentwas
installedbehingdheshieldmachine.Inthisway,total78numberstemporaryringswereinstalled.
Afterinstallationof78numbersegmentrings,excavationforthefirstpermanentsegmentringstarted.
AfterTBMadvancedofabout1.5mthefirstsegmentringwasinstalledandgroutedfromtheshieldtailto
fillthevoids(annulus)behindtunnelliningbymeansofapumplocatedatthebackupgantry.Grouting
materialconsistingofamixtureofbentoniteandcementwithstabilizer(LiquidA)wasmixedattheground
levelinagroutingplant.Sodiumsilicate(LiquidB)wasmixedwithgroutmaterialatthetailskinofthe
TBM.
Muckwasremovedbymeansofasmallmuckcarandtransportedtothemuckpitatgroundlevela35T
Gantrycrane.Amuckpitofcapacity900m3wasconstructedbesidetheshaftwallatthegroundforeach
tunneldrive.Oneexcavatorwasusedforeachtunneltoloadtheexcavatedspoilinsidethemuckpitonto
dumptrucksforoffsitedisposal.
The muck car was working with the help of electric winches. A
segment car was used for transportation of segmenting rings
inside the tunnel. Two segment cars could take one full ring
consistingoffivesegmentsplusonekeysegment.Itwaspushed
insidethetunnelforerectionofringsbyerectorofTBM.Inthe
meantime,atemporarybeltconveyorwasinstalledattheoutlet
of the screw conveyor for handling of muck. Sleepers were
installedat1mintervals,laidontheinvertsegment.Thelateral
movement of the sleeper is restricted by the invert segment.
Safeandelevatedpedestrianwalkwayswerealsoerectedinside
thetunnels.

TBMatInitialDriveStage

Aventilationductwasprovidedforcirculationofairfromtunneltoatmosphere.Theventilationfanwas
installedatthesurfaceandwasprovidedwithsilencerinordertoreducesoundpollution.
Afterexcavationofabout80100meters(whichwassubjecttodesign),excavationwasstoppedwhenthe
initial drive was completed. Average progress during the initial drive was 23 rings/day. Sufficient ring
segmentswerestoredattheshaftsurfacetoensurecontinuousTBMadvancement.Thesegmenterection

plan was developed by the engineer prior to starting excavation on each shift. Drainage or waste water
from the tunnel was pumped from the sumps in the shaft to the water treatment plant located on the
surfacesothatmuddywaterorgroutisnotdirectlydischargedintothepublicdrains.
A maintenance team was assigned to perform daily inspections of the condition of the track (including
walkway) and maintenance in the tunnel. At the end of a shift, tunnel workers were deployed to clean
muckspilledoverfromthemuckskipsinsidethetunnelinvert.
Inordertominimizedisturbancetothegroundsurface,itwasimportanttocontroltheexcavationmethod
duringTBMadvance.AdequateearthpressurebalanceintheTBMmixingchamberwasmaintainedandthe
quantity of spoil being removed during excavation for a complete shove was closely monitored and
recorded. The TBM operated in untreated ground with a pressure greater than or equal to hydrostatic
pressureatalltimes.
ArrangementsforTransitionfromInitialtoMainDrive
Temporarysegments,cradleandshovingframeweretakenoutoflaunchingshaft.Then,05nos.backup
gantriesconsistingofthefollowingwereinstalledbehindtheTBM:GantryNo.1GroutTankGantryNo.2
PowerUnitandBentoniteTankGantryNo.3ElectricalpanelandGreasePumpGantryNo.4Transformer
andcoolingunitGantryNo.5CoolingunitandFirstaidkitTheaboveGantriesweretransportedintothe
tunnel and connected to the Bridge Gantry. Before backup gantries were transported into tunnel,
segment hoists and other accessories were fitted on the top of back up gantries. The belt conveyor was
theninstalledonthetopofthereargantry.Oncompletionofinstallation,allpowercablesandhydraulic
hoseswereconnectedfrombackupgantriestotheTBM.Acarshifter(forchangingoftracks)andworking
platformwereinstalledintheshaft.ThelocomotivealongwiththeMuckcarandsegmentcarweredriven
bydiesellocomotiveinsidethetunnel,NandYpointswereinstalledattheinitiallengthofthetunneland
the single track was converted to double track from Ypoint to the shaft bottom. A walkway was
constructedandawaterpipelineattachedforcirculationofwaterforthecoolingunitaswellasforheat
generatedbytheTBM.Acoolingtowerwasprovidedatthegroundlevel.Apermanentbeltconveyorwas
installed at the discharge point of the screw conveyor of the TBM for carrying muck from the screw
conveyortothemuckcarplacedbeneaththeconveyorbelt.SeparatesupplylinesforgroutingmadeofMS
3" pipe for Liquid A and 1" for Liquid B were laid from the grout plant to the holding tanks at back up
gantriesintunnel.Theventilationductwas'hung'atthecrownofthetunnel.Thecommunicationcables,
lighting cables, CCTV cables, data management, the system cable and VMT guidance system cable were
hanged on separate brackets fixed with the curved bolt of the segment. For 6.6 KV high voltage cable,
separatehookswereprovidedathigherlevelalongthetunnel.ExtensionofHighVoltage(HV)cablesinthe
tunnelswascarriedoutbyLicensedCableJointers.
TBMMainDrive
After installation and testing of TBM back up and all other
associated equipments, TBM was restarted to commence
excavationofthemaindrive.Soilwasexcavateduntilthespace
attheshieldtailsufficedfortheerectionofonering2x3muck
skips (2 No's of train, each train consisting of 3 muck skip)
havingcapacityof12m3excavatedsoilwasenoughforaringof
segments erection. During excavation, segments on the 2
segment cars were unloaded to the stock area near the shield
tail.Excavationwasdoneconcurrentlywhilstgroutingfromthe
shield tail. Once the excavation sequence was finished, the
SegmentLoadingonSegmentCar
locomotivehauledtheskipsandsegmentcarriercarsouttothe
shaft. The erection sequence started while the locomotive was being hauled out. The segments were
assembled individually by the erector from the bottom until the last segment piece. The next train was
hauled into the tunnel consisting of segment cars and empty skips after unloading muck as explained
earlier.Initiallytheprogressofworkwasquiteslow.About78ringswereerectedinoneday.However,
theprogressoftheworkpickedupand1215ringsaveragewereerectedinoneday.Surveyoralsochecks
thealignmentandleveltoenablecontrolofthenexttunnelsequencetobemade.Thetriggervalueon
alignmentofTBMwassettobe50mm.
TBMRetrievalShaft
WhentheTBMapproached,theretrievalshaftearthpressureonTBMwasgraduallyreducedtozero.TBM
proceededtocutthroughtheM10concretepanelscastbehindtheM35D'wall.AftertheTBMexcavation
stopped, the D'wall face was partly broken and TBM pushed through the shaft on to the arrival cradle
placedonthedropbaseslaboftheretrievalshaft.BeforedisassemblyoftheTBM,aGantrycraneof125
MTwith2numbersofcrabof100TcapacitieswereinstalledintheshaftatGL.TheTBMwasdismantled
section by section and shoved into the retrieval (arrival) shaft. The TBM parts were then transported
throughtrailerstothenextlaunchingshaftforstartinganotherTBMdriveasdescribedabove.
SettlementControlandMonitoringSystem
As per the project requirement, ground movements were to be
kept to a minimum and during design stage all existing
structuresneedstobeassessed.Extensiveinstrumentationand
monitoring plans were installed by forming arrays at regular
distance intervals along the project route to check the actual
settlement values obtained during TBM excavation. During the
designphaseavolumelossof1%wasusedforthecalculations
of predicted settlement along the route. Maximum allowable
settlementof15mmwasproposed.Followinginstrumentswere
used for general instrumentation: Ground settlement markers
wereusedbasedonsurveyoftheactualgroundconditions:
TBMBreakthrough
1. Softgroundarebar300mmlongwasfixedintothegroundandthetoppartsurroundedbyconcrete
andifprotectionrequiredthenaplasticormetalcoverwasprovided.
2. Hardgroundthemajorityofgroundsettlementmarkerswasplacedinexistingroadwaybyusinga
simpleHiltinailandthisishammeredintotheroadsurfaceorconcrete.
Theinclinometersandloggingsystemwereusedforrecordingmovementsinbothdirections(i.ebiaxial).
Piezometers to monitor pore warer pressure (eg. Grount water drawdown) and water pressure. Crack
meterswereusedtomonitorpropagationofexistingcracks.Thetunnelpassedunderimportantheritage
structuresandstructuresofnationalimportancealongthealignment.Thetunnelcrossedbelowbuildings
with basements, multistoreyed building, railway crossing etc. Some of the structures were less than 1
tunnel diameter above the tunnel crown and hence additional investigations were done to minimize the
settlementunderthestructurewhichincludedthefollowing:
Extensivemonitoringofthebuildingincludingsettlementpointsandreflectivetargetsonthebuilding
were fixed. Glass slides were fixed within the structure to give an early visual indication of any

movement within the building. An extensometer was modified with a dial gauge to give continuous
readings.Inadditionaseriesofsubsurfacesettlementpointsweredrilledinthebasementwhichwere
attachedtoautomaticdialgaugesthatdisplaythesettlementcontinuouslyonananaloguedisplay.
CalculationsoftheTBMparameterstobeadheredtowhiletunnelingunderthesestructuresincludedi)
earthpressurebalancecriteriaii)thrustpressureiii)excavationspeediii)rpmiv)groutingpressureand
theoretical volume pumped into the area in normal operations around 100% of the theoretical
volume was used but in the case of tunneling under the structures this was increased to 140 to
150%.
Additionalmeasuressuchasinjectionofbentonitearoundthefrontshieldtolimitsettlementaround
theTBM.
Extensive technical support including survey teams with senior personnel around the clock deployed
duringexcavation.
Additionalprecautionsforsafetywithemergencycalloutsetupincasethealarmvaluewasexceeded
orotherassociatedproblemsoccurred.
Precautions and discussions were held with the relevant personnel involved in these operations and
thisincludedtheresidentsoftheproperties.
Conclusion
Tunnelling under varying geological conditions was carried out successfully without causing any
disturbancetothecityespeciallywithinthetightconstructionprogramme.Inaddition,settlementcontrol
and other precautions taken while tunneling under sensitive structure proved successful. Thoughtful
planning and effective communication including identifying problems and proposing realistic solutions
togetherprovedapositivefactorinsuccessfultunnelingoperation.

NBMCWJune2012

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