CONSTRUCTION OF TUNNELING

FOR METRO PROJECTS

INTRODUCTION:

The underground metro corridor construction work is carried

out basically by two methodologies, namely: cut and cover and
tunneling (bored/NATM). The latter method, however expensive
than the former, is particularly feasible for the underground
track alignments below important buildings and densely
populated areas of a city. The bored tunneling is generally
carried out with the help of a shield machine i.e. either a Slurry
Type Tunnel Boring Machine (TBM) or Earth Pressure Balanced
Machine (EPBM). The TBM-with a heavy-duty cutter head is
deployed for cutting through rocky earth strata and the EPBM is
deployed for boring through soft ground. For construction of
station boxes, cut and cover method with either top down or
bottom-up approach is used.
All construction works are expected to be carried out in a
manner, which ensures minimum ground movement. Early
activities in the underground metro project include diverting
utilities, establishing traffic diversions where necessary,
enclosing the work sites and establishing support facilities such
as power generation at the construction sites.
What is a tunnel?

A tunnel is an underground or underwater passageway,

enclosed except for entrance and exit, commonly at each end.
A tunnel may be for foot or vehicular road traffic, for rail traffic,
or for a canal. The central portions of a rapid transit network
are usually in tunnel. Some tunnels are aqueducts to supply
water for consumption or for hydroelectric stations or
are sewers. Utility tunnels are used for routing steam, chilled
water, electrical power or telecommunication cables, as well as
connecting buildings for convenient passage of people and
equipment.

Secret tunnels are built for military purposes, or by civilians for

smuggling of weapons, contraband, or people. Special tunnels,
such as wildlife crossings, are built to allow wildlife to cross
human-made barriers safely.
A tunnel is relatively long and narrow; the length is often much
greater than twice the diameter, although similar shorter
excavations can be constructed such as cross passages
between tunnels.

TUNNELING USING TUNNEL BORING MACHINE:

Tunnel boring machines (TBMs) are used to drive tunnels

through various types of strata. Different machines for boring
through all types of soils and rock are selected according to the
site requirements. These machines are used for boring from
one
station
to
another
where
stations are generally
constructed through
cut
and
cover
method.
Geology,
Geometry
and
Selection
of
TBM
type: The excavation
of the tunnels will
progress
through
ground varying from
competent
rock,
weathered
rock,
highly fractured rock, and earth. Mixed tunnels face conditions
are expected for some locations in the tunnel construction.
TBMs are expected to negotiate 300m horizontal curve along
with gradients of up to 3.76%. The choice of selection of
particular type of TBMs are as per Site Conditions. In case
TBMs are to be installed at Locations where Stations /Cut and
cover tunnel is not available, Construction of launching
Shaft/Receiving Shafts are required.

Construction of Launching Shafts:

Launching shafts were constructed by secant piles and

excavated subsequently with steel waler beams and struts to
support earth pressure and on reaching formation level,
temporary base slab to facilitate launching of TBM are to be
constructed. In order to facilitate launching of TBMs with
pressurised face conditions a head wall with an eye seal has to

be constructed at the starting point of launching. Station sites

are thus available to commence/finish boring between stations.
Two different tunnels, one for each direction and keeping
distance of at least one outer diameter of the tunnel between
the two, are bored side by side.

These tunnels are lined

segments. These tunnels
with electrical, signaling
equipments. Since tunnel

preferably with pre-cast concrete

carry electrified tracks inside along
and telecommunication cables and
houses electrified railway track and

carry signals and telecommunication cables, maximum dry

conditions are essential inside the tunnel. The finishing has to
be such as there is no seepage of water through it. Suitable
admixtures like retarders, plasticizers, air-entertainers etc are
used to ensure homogeneity of the concrete. In pre-cast RCC
lining segments, grout holes are provided for grouting the
annular spaces behind the lining ring and for snug fitting of
segments to each other in all directions when laid in the
tunnels.
Tunnel boring machines generally have provision for forward
probing at the face or from the sides of the excavated tunnel to
check soil rock quality and location of likely places where water
ingress could occur. In order to improve the strength of the rock
mass and seal the water bearing fissures, pre-grouting of the
rock from the TBM is also carried out wherever required.
Tunnel materials and structures.

The principal materials used for tunnel linings are concrete cas
t in situ, reinforced concrete cast in situand precast, cast iron, a
nd steel. The choice of lining material depends on the condition
s in the region where the tunnel is built and themethod of tunne
ling. Cast concrete and reinforced concrete are used primarily w
hen tunnels are driven in regions that are not easilyaccessible,
where it is not economically feasible to develop an industry for
the production of prefabricated structures, and also in soft and
weak rock, which requires that the tunnel lining be emplaced in
sections. Prefabricated lining, which consists of such factorymanufacturedelements as cast-iron tubing and solid or ribbed r
einforced concrete blocks, is used when the rate of tunnel drivi
ng or the labor productivitymust be increased.
The structural shape and cross section of the lining are determi
ned by geological conditions and the direction of the primary lo
ads on thelining. In weak water-bearing rock and at high hydros
tatic pressure a circular lining is recommended; in stable rock,
where vertical stressespredominate, a horseshoe-shaped lining
fully meets the requirements of clearance.

Ring building:After excavations for one ring (1500mm) is done, TBM advance
is stopped and segment erection is taken up. Segments are
fitted with composite EPDM and hydrophilic gasket at shaft top
and are lowered onto segment car which is handled by a
locomotive into the
tunnel. These segments
are
brought
within
range
of
segment
erector
by
gantry
cranes. A single steel
pin is screwed onto the
PVC threaded socket
provided in the lifting
hole in the segment.
PVC cum steel pin
insert is fixed to the
trailing edge of segment and 3 mm ply board is also fixed. 3
Shove rams are retracted to allow a segment to be installed in
its position within the tail shield. Segment erector picks up the
segment, rotates (2 x 200 deg.) and pushes it to the required
position and the pin at the circular joint is inserted into the
socket of previous ring by simultaneous pushing by Shove
rams. Segments are connected to each other by bolts. Key
segment is inserted at last.
Tolerances in Ring building:
The plane of the leading face of each ring, including a taper
ring, shall not depart at any point from the plane surface by
more than 6 mm Plane: Errors in the plane of a ring shall be
adjusted by packing and in a single joint shall not exceed 6 mm

for concrete lining. Steps between abutting segments shall not

be greater than 5 rnrn. The roll of adjacent circle joint bolt holes
shall not be greater than 5 mm; the maximum total allowable
bolt hole roll of any ring is 40 mm from the design position. The
internal profile of any ring of shield-driven tunnels shall not
deviate from a true circle by more than 25 rnrn. That is, any
diameter of the as-built ring shall not differ from the design
internal diameter by more than 50 rnrn.
Ring Matrix:
During tunnel construction, it is important to know in advance
which of the possible ring types shall be ordered and also the
exact orientation for installing the next ring. Depending on the
selected ring rotation, the next ring will have a specific build
direction which should ideally follow the shield axis to avoid
damage to the outer side of the concrete segments. The Ring
design module is used to manage and edit ring designs. For
existing ring designs, the following properties and definitions
can be changed.
Subsequent rings
Ring groups
Also, the following properties and definitions can be viewed.
Geometry
Segments
Key segment: Every ring design consists of a particular number
of standard segments exactly one key segment, and two
directly neighbouring counter key segments.The key segment
has the job along with the two counter key segments of
providing the ring just built with its complete strength and form
fit shape.
Break Through, Wriggle survey and Invert concrete:
As the TBM reach the receiving end of next station/ shaft,
preparatory works such as temporary base slab, cradle
placement, grouting behind secant piles to prevent fine

materials washout by ground water etc. is done in advance.

TBM break through is carried out with close monitoring and
precautions. After breakthrough and removing TBM parts,
wriggle survey is carried out to check the intrados of built
tunnel with respect to DTA. Critical cross sections are drawn
where the tolerances are breached, to ensure dynamic gauge
and other clearances. In extreme cases, if required minor
realignment is done on paper to ensure no infringement. After
this first stage invert concrete is done so that the tunnel
completed is handed over to designated contractor for track
workers.

CROSS PASSAGES:
In the United States,
the main standard
that gives guidance
on the requirements
for spacing of cross
passages in railway
tunnels is NFPA 130
(National
Fire
Protection
Association,
2010),
NFPA 130 states that
for underground or
enclosed train ways,
the
maximum
distance
between
exits should not exceed 762 m (2500 ft). For twin bore tunnels,
cross passages may be used in lieu of emergency exit stairways
to the surface and shall not be farther than 244 m (800 ft)
apart. The cross passages should be protected with fire door
assemblies having a fire protection rating of 1-1/2 hours with a
self-closing fire door.

Ground Condition:

Geologic conditions do of course have an impact on the design

and approach to constructing crosspassages. Typically
subsurface conditions are divided into three distinct
classifications: rock, soft ground (soil); or mixed face conditions
of both rock and soft ground. The presence of groundwater, the
maximum hydrostatic pressure, and the ability of the
groundwater to sustain the pressure through recharge, imposes
the greater challenge for excavation of the cross-passage.
Methods of Groundwater Control

The methods of groundwater control in tunneling are

dewatering, grouting, compressed air, freezing and special
construction methods.
Dewatering is the simplest and cheapest method of controlling
groundwater by pumping from wells. However, there may be
undesirable side effects from consolidation of the soil subject to
increased effective weight.
Grouting can be used to control groundwater and at the same
time reduce surface settlements. However, it is normally an
expensive and time consuming process and is not perfectly
reliable even when great care is exercised.
Compressed air is most often used to stabilize the ground in
tunnels constructed in permeable soils below the water table,
where dewatering is impractical.
Freezing is more commonly used in shaft sinking than in
tunneling, but the method is useful where nothing else will
work, providing there is access to the ground surface over the
alignment of the tunnel.

GROUTING

Ground improvement techniques such as permeation,

compensation, jet and compaction grouting have direct preconstruction applications to tunneling projects. These

techniques may also be geared specifically toward groundwater

control, a less direct but nevertheless vital consideration in the
overall scope of a new or remedial underground projects.
Grouting for Ground Improvement
Selection of the
optimum
approach
to
ground
improvement
prior
to
or
during
underground
work
is
a
function of the
geotechnical
conditions and
the
project
objective.
Potentially
difficult ground conditions revealed during the geotechnical
investigation should be thoroughly evaluated during the
preliminary design stage to determine the type of grouting that
best meets the needs of the project. The experience of the
grouting contractor is paramount in developing the grout
design, grouting plan, delivery method and quality control
measures that will result in a technically successful project The
range of planned ground improvement objectives pertinent to
tunneling operations includes increased bearing capacity,
settlement control, reduced permeability and increased standuptime.
Permeation grouting involves the injection of low-viscosity grout
(sodium silicate, acrylate or micro fine cements) into the pores
of granular soils without displacing or changing the soil
structure. The characteristics of the ground are modified with
the hardening or gelling of the grout. Permeation grouting is
used to either increase the strength and cohesion of the soil or

to decrease its hydraulic conductivity (water tightening). For

soil stabilization during tunneling, sodium silicate is the most
commonly used grout. This technique has been applied on a
number of tunneling projects to increase the strength and
cohesion of soils along the tunnel alignment. Similarly, it is also
an effective technique to improve the canopy soils for
excavations and shafts. Compensation grouting has the specific
design intent of precisely injecting grout to compensate for
potential structural settlement or to control/reverse ongoing
settlement. During compensation grouting, ground fracturing
techniques are typically used to intentionally fracture the
ground by the high-pressure injection of a cement-based grout,
creating intertwined lenses or veins of grout. This results in
very localized heave and even some consolidation of the soil
matrix. This fracturing technique also provides reinforcement of
the soil in situations where stability or stand-up time of the
material is needed. Grouting is performed through sleeve port
pipes in several phases, with repeat, limited-volume injections
at each port to provide control over the operation.
Compensation grouting is typically coupled with real time
monitoring of the structure such that the grouting can be
performed concurrent with the tunneling or as the settlement is
realized. This technique can be successful across a wide range
of soil types and has been successfully applied for tunneling
operations beneath historic or sensitive structures bearing on
Shallow Foundations.
Jet grouting is a technique that uses high-pressure, highvelocity jets located on a drill-mounted monitor to hydraulically
erode, mix and partially replace the in situ soil or weak rock
with cementitious grout. The process creates an engineered
soil-cement product of high-strength and low-hydraulic
conductivity. Jet grouting can be performed above or below the
water table and in most subsurface soils varying from sands
and Gravels to Clays. Jet grouting can be used to homogenize
mixed face conditions to be encountered within the horizon of
the tunnel or pipeline bore. The technique has also been used

to
underpin
existing
structures
during adjacent
excavation for
new
construction.
Compaction
grouting is the
pressurized
injection of the
in situ soil with
a
relatively
stiff,
lowmobility grout.
The grout does
not permeate
the soil matrix but rather forms a bulbous mass around the
point of injection, displacing and thus densifying the
surrounding soils. The technique can be accomplished in lowheadroom or restricted access conditions, often with minimal
disruption to normal facility activities. During tunneling
operations, minor ground losses often occur which, when
disregarded, will result in surface settlements. Compaction
grouting, when initiated through pre-placed grout pipes
immediately after the tunnel shield has passed, will protect
vulnerable structures by re-densifying the loosened soils above
the tunnel crown.
SURVEYING:
The system for underground surveying, setting out and
correcting deviations from theoretical alignment, using a laser
based system was established with motorised total station.
Reference point and targets were used in conjunction with
lasers to ensure the accuracy of the system . Automatic survey
alignment guidance system shows TBM position at every 20
mm. Generally ring build follows the path of TBM. However the

tail skin clearance, jack extension, horizontal curve lead and

vertical gradient (look up) and difference from DTA are
considered in the calculation /manual selection of Key position.
There are 16 pin joints at the circular joint and hence 16 key
positions are possible. Generally bottom 4 key positions are
avoided (considering uplift and key segment being smaller in
area). In case of VMT alignment guidance system is used
wherein Ring selection program is also available.
Ground Treatment
The selection of the ground treatment method is one of the
most important decisions in the design of a cross passage. The
goal of the ground treatment is to provide stable conditions
during excavation by controlling groundwater and any loose
zones of soil or rock. In soft ground, the type of ground
treatment is entirely dependent on the particle size distribution
of the ground, with dewatering and permeation grouting
appropriate for coarser granular soils, and chemical grouting for
fine grained soils.The most common type of ground treatment
is probably grouting, which can take many forms. Jet grouting
can substantially reinforce unstable soil, but access is generally
needed from the ground surface. While it is technically feasible
to perform horizontal jet grouting from inside a running tunnel,
in practice it is seldom used, with ground freezing being a more
cost effective and constructible solution. For cross passages in
rock, ground treatment most commonly consists of cement
grouting of the fractures to minimize the amount of
groundwater that will need to be managed during excavation.
The locations of the cross passages can be pre-grouted from
the TBM while the running tunnels are being driven. If the rock
is in extremely poor condition, then ground treatment methods
more commonly associated with soft ground may be necessary.
Tunnel Obstacles
Beneath the streets in every city, subway crews can find a
maze of water and sewer pipes, electrical conduit, cables and

pneumatic tubes. Modern tunneling machines can allow

workers to dig a tunnelbelow these obstacles, but at some point
the tunnel has to reach the surface. Many subway systems
include a series of shafts that act as emergency exits, and all
have entrances that people can reach from the street level.
This makes it impossible for crews to completely avoid the
existing city infrastructure.
Sometimes, workers have to
reroute existing pipes and
cables before construction can
continue.
In
other
cases,
workers can excavate around
them and suspend them from
the
surfaces
above.
Occasionally, workers uncover
pipes or conduits that don't
appear on any city blueprint -this adds the extra step of
determining
exactly
what
purpose the pipes serve and
whether they can be removed.
But in some cases, working
around the pipes and tubes is
the easy part. In cities around
the world, crews have found a
number of other natural and
manmade
obstacles
when
excavating
subway
tunnels.
A
common
difficulty
involves underground water. Workers can discover anything
from loose, wet soil to aquifers, or sources of ground water,
while digging. Sometimes, crews can use pumps or
dig dewatering wells to remove the water. Some water
sources require more extreme measures. During the excavation
of the Paris subway tunnels, workers used tubes of lowtemperature calcium chloride to freeze unmanageable mud,
allowing them to remove it as though it were solid clay.
In addition to underground water, many subways have to
cross rivers and other aboveground bodies of water.
Sometimes, a crew can dig under a river using modern
tunneling machines. But in some cases, the soil below the river
is too wet and muddy to manage. Digging under a river can

also be particularly dangerous -- during the excavation of the

Paris subway lines, attempts to dig under the Seine led to
several drownings. In another attempt, workers dropped
sealable enclosures to the bottom of the river, then used
compressed air to force all the water from inside the enclosure.
Within the confines of the enclosure, crews could keep digging.
The work was difficult, though, and these workers generally
received higher wages than those who tunneled through
ordinary soil and rock.
In the 1960s, workers in San Francisco used a version of the
cut-and-cover method to create a tunnel through the San
Francisco Bay. Workers dug a trench in which to bury
prefabricated tunnel sections. Divers placed the sections in
precise positions and secured them to one another. Flexible
joints at each end help protect the tunnel from earthquakes.

INSTALLING TUNNEL BORING MACHINE:

The Scope of Work involves:
Erect the temporary support for tunnel lining.
Stitch coring and probe drilling.
Set up Jacking Frame, Cradle , Backing Support and eye
seal.
Set up Box shield with Cradle and Jacking frame.
Segment breakout and breakthrough.
Excavation.
Mucking Out.
Alignment Checking.
Box correction and welding works.
Fix reinforcement bars and cast-in items.
Erect the form work.
Concrete Placement.
Post Concreting Activities and cavity Grouting.
Erect Fire rated door at Cross Passage entrance and inside
cross passage.
Detailed Work Sequence:

The detailed work sequence is as described below;

1. Frame Work:
A typical ring beam framework consists of steel rings installed
against the intact lining of the running tunnel on each side of
the proposed cross passage opening. Tie-beams spanning
between the two steel rings are placed longitudinally (parallel
with the direction of the tunnel) at predetermined positions on
the circumference of the tunnel bore. When the opening is
made in the running tunnel liner, the tie-beams transfer the
resulting loading from the left-in-place tunnel liner to the steel
rings on either side of the opening. The tie beams are usually
bolted to the steel rings through welded end plates. The full
load transfer from the tunnel lining to the framework is
achieved using a combination of shims, plates and anchors.
2.Erection of Temporary Work Staging:
A temporary work staging will be set up prior to
commencement of work. As mentioned above, the work staging
is formed by fixing fabrication bracket to the tunnel lining. Prior
to excavation, the work staging is used for carrying out stitch
coring of the opening segment and probe drilling.
Subsequently, the work staging will further be used for top
heading excavation and temporary tunnel lining supports
installation.
3.Saw Cutting, Probe Drilling to Check water seepage:
Prior to saw cutting of segment, probe drilling will be carried
out to assess the condition of water seepage and existence of
water, if any. Remedial measure, such as additional micro fine
cement injection will be performed to seal off water pass TAM
pipe. If flow rate of water observed is significant. Probe drilling
will be conducted at four locations at the segment to be
removed, that is two at the top and two at the bottom of
opening . Probe drilling will be carried out to a depth of 1 mtr
with a diameter of 40mm.Maximum depth for saw cutting depth
will be 220 mm. (minimum requirement must bigger than
external box 50 mm. all around.

4.Erection eye frame, jacking frame, pushing ring,

cradle and backing frame:
After completing saw cutting, eye frame and backing frame will
be installed at proposed location after confirming the position
and direction by surveyor. Laying rubber l 0mm thick between
tunnel segment lining and eye frame/ backing frame to protect
from damage caused by jacking force. Extract hydraulic jack
(like griper) by controlling force at 75 ton and close hydraulic
valve to maintain pressure. A tunnel lining support will be given
to prevent deformation of tunnel by the force exerted by the
jacks. Cradle will be installed to control the position and
alignment of box during jacking by steel beam fixed with eye
frame and backing frame. Install pushing ring on , assembly
hydraulic jack between backing frame and pushing ring,
connect all of them by bolt and use fork lift to assembly and
shift all equipment from bottom shaft to location.
5.Setup Box Shield Machine on cradle:
Shift box shield machine from bottom shaft to cross passage by
3 ton forklift set up on cradle fixing guide beam on both side of
box and push jacking frame close with box shield machine.
Confirm alignment and tendency of box by survey. Forward box
shield machine in to rubber seal until it reaches the tunnel
lining.
6.Breaking Tunnel Lining without damage grout around:
Break tunnel lining by drilling, coring and hydraulic splitter, try
to keep minimum size of concrete to control the weight. Weight
of removed part should not be more than 2.0 ton therefore it
can be safely handled with the use of chain block with
minimum capacity of 3 tons. During removal of tunnel segment
lining, avoid grout material at extradoses of concrete segment
damage.
7.Forward Box Shield Machine in to soil
After removal of the tunnel lining, check all clearance around
box shield machine minimum should be 50 mm. to avoid box
shield machine to touch tunnel segment lining. Forward box

shield machine in to grout material and soil limit jacking force

should not exceed more than 75 ton , if jacking force increase
check obstruction of shoe all around machine if necessary
excavate material to reduce jacking force. After extending
hydraulic cylinder stroke 800 mm. disconnect pushing front
section and pushing ring back section and install 750 mm
spacer in between. Continue forward box shield machine until
full stroke to get space more than 1500 mm.
8.Retract pushing ring:
Fix box shield machine with eye frame by welding, to avoid
machine movement during release load and re-tract hydraulic
jack of pushing ring. Retracted hydraulic jack fully after stroke
(800 mm.) disconnect spacer then forward pushing back
section to pushing ring front section and assembly together.
Complete process by retracting hydraulic jack and keep
pushing ring in original location.
9.Connect new box extension
Once pushing ring at original location then gap between box
shield machine and pushing will be more than 1500.New box
extension will be delivered by forklift and should be placed on
cradle between pushing and box shield machine. Forward
pushing ring to new box extension and close the gap between
box extension and box shield machine, connect joint by bolt
between connection plate inside machine and full welding to be
clone on extradoses face and test by dry penetrate for water
protection propose.
10.Forward extension box with Box Shield Machine:
Forward extension box with box shield machine by limiting
jacking force (not more than 75 ton), during jacking forward,
pump thick bentonite mix immediately to pass through grout
port around box shield machine and extension pipe for
lubrication and replace the over cutting of box shield machine
extradoses facing box and soil. If jacking force exceed more
than 75 ton then it is necessary to excavate material to reduce
jacking force.

11.Excavation soil upper pat:

Start excavation soil at top window by try to keep maximum
slope and disturb non-excavation material for keep stability of
soil After completed each sect ion window will be close and
grouting behind stop log by clay mix if required incase soil
stability not good or water seepage more than acceptable rate.
During excavation TAM pipe in excavation face must keep in
working condition after completed one sect ion keep behind
stop log and plug at pipe end by tread cap. Keep grout pump at
opposite tunnel ready to re- grout any time.
The excavated materials will be containing in muck skip
transport from excavation location by low bed car with manual
operation, muck skip will pass jacking frame under hydraulic
ram by turning table and electric lifting hoist disposal to shaft
bottom by bob cat, fork lift or locomotive if available.
12.Excavation soil bottom part: After completing excavation
on top part, close both window by stop log grouting behind stop
log by clay mix if required. Start excavation at bottom part and
try to keep TAM pipe in excavation face. Repeat excavation
procedure and soil disposal same as the excavation in the top
part. Bottom shoe have to remove for excavation rock or dent
material at invert of excavation section (chance we will hit rock
at invert) by maintaining the protection to the top pa1t (hood of
machine).Complete excavation includes clearing of stiff
material at invert , in front of machine to make sure enough
distance is available to forward the machine for next stroke
without any obstruction and to prevent the machine to go out
of the alignment.
13.Check alignment of box and adjusting alignment if
required:
3D as built of box and machine should be checked by surveyor
before advancing machine to predict the alignment of whole
box between two tunnels. In case alignment out of tolerance,
skid will be installed from inside to outside of box shield
machine to bring machine back to the predetermined

alignment. In case of up and down, steering different fin will be

used to control the machine. Incase box alignment out of
tolerance every 750- 800 mm. advance as-built have to check
for monitoring
14. Replete stage 7 to 12 until box jacking machine to
reach extradoses of other end:
Stop log at top section will be opened including all equipment
inside box shield machine will take out before jacking forward.
Replete stage 7 to 12 until machine reach to extradoses of
other end of the Tunnel, clean all grout material and install
bottom shoe.
15. Saw cutting and remove segment for opening in
other end of Tunnel:
Grout joint between machine and extradoses face of tunnel by
tunnel grout material and grout all around box by cement paste
W/c 0.5 to replace bentonite around the pipe. Start saw cutting
and remove tunnel lining at other end of Tunnel. During
segment removal 3D monitoring to be done.
16.Permanent Structure construction: On completion of
the cross passage excavation, the base of the cross passage is
leveled. Mud and debris will be removed manually followed by
the construction of permanent structure like Base slab, walls
and Roof slab the cavity in between the structure and the
excavation face will be grouted.
CEMENT CONCRETE LINING
Tunnels are lined, wherever required with:
Pre-cast concrete segments
In-situ concrete
Pre-cast concrete lining segments are generally preferred as
they are cast in a segment yard factory with good quality
control as compared to in-situ concrete lining.
Pre-cast reinforced concrete lining

 This lining comprises of various segments (upto 6)

including key segment and cast to very close tolerances
suitable for both straight as well as curved alignment.
Close tolerances ensure matching of holes during erection.
In pre-cast concrete lining segments, all the mating
surfaces are cleaned of dirt and foreign material. Similarly,
all bolt holes, bolt threads and washers are cleaned of
sand, mud and other foreign materials. The bolts are
sufficiently tightened to ensure firm and rigid connection
without overstressing the lining ribs.
The bolts used for bolting the segments are of friction grip
type of high tensile steel with large washers. After
tightening of the bolts and final grouting operations, the
bolts are tightened after a lapse of 2 month period, bolt
recesses filled with M40 non-shrinkable concrete grout and
neatly finished.
Grout holes are left in the lining segments for effective
grouting of the annular space behind the lining rings and
for snug fitting of segments to each other in all directions
when laid in final position in tunnel.
In order to avoid concentrated Jack loads and possible
damage to lining segments, the design incorporates the
thrust ring to distribute the individual Jack loads over an
area so as to contain the concrete stresses within working
limits.
Grouting of the annular space between the lining and the
excavated soil profile closely follows the erection
operation of pre-cast lining. The grouting is done to,
ensure tight back filling so as to reduce the loss of ground
due to peripheral heave and to ensure water tightness.
The RCC lining is of uniform thickness all round the
circumference. In order to obtain a level floor for
conveyance of men and material during the progress of
work, base concrete is laid up to a level which eventually
becomes monolithic with the final floor concreting and the
drains.

In-situ concrete lining

The in-situ concrete lining of the full bore, wherever
adopted is placed in one operation without any
longitudinal construction joints.
Due to stopping of concrete at the end of a concreting
bay, bulk head joints which are circumferential,
construction joints become necessary. These joints have
keys and are finished in vertical plane at right angles to
the axis of the tunnel.
The form work for concrete lining generally consists of
telescopic, collapsible, steel shuttering of robust sections.
The form work is such that it can be removed and reerected without disturbing the concrete lining and other
forms in place. The form concrete has openings of suitable
sizes on the sides at close intervals to facilitate pumping
of concrete and insertion of vibrators into the concrete.
The methods used for transporting, placing and
consolidation of concrete are such as to ensure that the
concrete is homogeneous and placed before initial setting
takes place and the surface finish is even and uniform
without rough patches, air holes etc.
Wet curing of the lining is carried out for at least 10
days from the date of placement. The curing is carried
out by sprinkling water.
Concrete lining is grouted at low pressures (not exceeding
5 kg/sq. cm) to pack the hollows between the rock and the
concrete. This is generally done 3 to 4 weeks after the
concrete lining is laid in position.

TUNNELING USING New Austrian Tunneling Method

(NATM):
New Austrian Tunnelling Method (NATM) is the other method
adopted for tunnelling in addition to cut and cover and bored
tunnelling methods. It deviates from the conventional method
of underground excavation in the ground support concept. The
standard method is to
create a cavity of the
desired size by drilling
and blasting or by other
means, and providing
steel arches or timber
support to take the load
on the crown of the
tunnel. In the case of
New Austrian Tunnelling
Method, the difference
is in the provision of the
rock supports after the
cavity is created, a fine
layer of shotcrete is sprayed on the excavated periphery to
arrest the deformation of the rock mass. Thereafter rock bolts
are drilled generally in a radial direction to the designed depth.
They are provided an initial tension by tightening the nut of the
bolt against a bearing plate, thereby providing a compressive
force to hold the rock mass in a compacted form. The rock bolts
are so spaced as to develop an arch of rock mass to support the
ground above. Then one layer of welded wire mesh is installed
as close to the profile as possible.
The surface is then again provided with one or more layers of
shotcrete to complete the primary support. Once the
underground cavity is excavated and supported, it is then
provided with final support by way of concrete lining to finish
the job.

SAFETY IN TUNNELING:

The temporary ventilation system was installed for supplying all

areas with fresh air where work is going on. Battery operated
locomotives were used in hauling operations of UG Tunnels.
Diesel engines working underground are regularly checked and
kept well adjusted so that all harmful substances in the exhaust
gases and smoke are kept to the minimum.
Gas monitoring was carried out regularly in order to detect at
an early stage the presence of carbon monoxide, nitrogen
dioxide, methane and other harmful or explosive gases.
When there is a parallel, separate tunnel available, airtight but
unlocked emergency doors are usually provided which allow
trapped personnel to escape from a smoke-filled tunnel to the
parallel tube.
Lighting:

Illumination of 10 lux. on access ways was

maintained. At working faces, the illumination of 100 lux. was
maintained together with emergency back up light for
evacuation.
Dewatering: All underground areas were kept substantially free
from water by providing drains, ditches, pipes, pumps, sumps,
etc. to drain water away.

Sustainability
Tunnels by definition are sustainable features. They typically
have longer life expectancy than a surface facility (125 versus
75 years). Tunnels also provide opportunities for land
development for residential, commercial, or recreational
facilities. They enhance the area and potentially increase
property values. An example is the "Park on the Lid" in Mercer
Island, Seattle, Washington where a park with recreational
facilities was developed over I-90 (Figure 1-9). Tunnels also
enhance communities connections and adhesion and protect
residents and sensitive receptors from traffic pollutants and
noise.
Emergency Procedures
Tunnel Ventilation Systems

Road and rail tunnels have an established need for ventilation

systems for the removal of heat or exhaust fumes from
vehicles. In the event of a tunnel fire, these ventilation systems
double up as smoke control systems. Tunnel ventilation
systems are designed on the principle of providing a critical
velocity in order to maintain a smoke-free environment on one
side of the fire.
Means of Escape

The provision of refuges and/or escape routes can be costly and

difficult. They may increase the section of a tunnel and introduce
new engineering challenges. The combination of fire, risk
assessment and ventilation must in particular consider and
develop solutions which are cost effective and fully justifiable on a
rational basis and not just from a perception of horizontal danger.
For financial reasons, the safety guidelines for roadways cannot
always be followed. For instance, tunnels do not always have
emergency shoulders. Thus, the only escape routes for
pedestrians caught in the tunnel are the doorways placed every
few hundred yards to connect the two sides of the tunnel.

Stair Pressurization

The use of positive pressurization of spaces is often applied to

staircases and escape routes in order to keep them free of smoke.
The systems involve the use of high-volume fans and air relief
devices that prevent the entry of smoke into these escape routes
via doors opening into the fire affected area.

BANGALORE METRO RAIL

PROJECT
1. BANGALORE METRO RAIL ALIGNMENT PHASE 1 UNDERGROUND SECTION
The sanctioned Detailed Project Report (DPR) envisages two corridors viz
East-West corridor, of approximately 18.99 km length with 17 stations and
North-South corridor of approximately 25.30 Km length with 24 stations,
comprising of at-grade, elevated and under ground sections. The two
corridors will cross at a common interchange station at Majestic.
The
Underground
section
includes
North-South

corridor

(BMR/UG/NS/STN-TNL); East West Corridor (BMR/UG-2) and Majestic

Station, the interchange station between the North South and East West
corridors, (BMR/UG/DDC/MAJ & BMR/UG/Const/STN-MAJ).
The total length of underground portion on North-South Corridor is
approximately 3.67 Km and includes approximately 2.353 km of twin
tunnels,

516 m of ramps, 358 m of Cut and Cover Tunnel and two

underground stations. The underground stations are

1. Chikpet Station and
2. City Market Station: Renamed as K R Market Station
The total length of underground portion on East-West Corridor is
approximately 4.5 Km and includes approximately 2.5 km of twin tunnels,
468 m of ramps, 438 m of Cut and Cover Tunnel and four underground
stations. The underground stations are
1. Cricket Stadium Station : Renamed as Cubbon Park Station
2. Vidhana Soudha Station
3. Central College Station : Renamed as Sir M Visveshwaraya Station and
4. City Railway Station
The Majestic station (Renamed as Kempegowda Station) is the
interchange station between the North South and East West corridors
is approximately 632m with 142m of Cut and cover tunnel.

FIGURE-1 UNDERGROUND SECTION

2. GEOLOGICAL CONDITION OF THE AREA

The geological history of Karnataka is largely confined to the two oldest eras- the
Archean and the Proterozoic. The bulk of the rocks of the Karnataka are Archean
in age. In the eastern parts of the state, younger group of gneissic rocks mostly of
granodioritic and granitic composition is noticed. The most part of Bangalore
region covered by Younger Gneiss complex representing remobilized parts of an
older crust with abundant additions of newer granitic material. These Gneisses
falling with in the age group of 2.6 to 3.0 billion years are confined to the wide belt
of gneisses surrounding the Archean nucleus. This complex encloses narrow
schist belts (Kolar type), largely basaltic in composition and characterized by gold
mineralization. Such are the schist belts of east Karnataka like those of Kolar,
Hutti, Maski and other belts. The gneissic rocks falling with in the YGC are mainly
granodioritic and granitic in composition. The bedrocks essentially consist of
granites and gneisses intruded by number of basic dykes. The soils of Bangalore
district consists of red laterite and red fine loamy to clayey soils with a vide
variation of overburden thickness.
Seismicity
Bangalore city falls under Zone II of seismic map as per IS: 1893 (Part I) -2002.
Recent earthquakes that occurred close to Bangalore were in the range of 2 to 5.5
in Richter scale. On January 29, 2001, earthquake magnitude of 4.3 in Richter
scale hit in the Mandya area, with its epicenter about 35km south of Bangalore.

ROCKSTRATA/
SOILSTRATA/
WATER TABLE
Soil Strata

Rock Strata

Water Table

NORTH-SOUTH CORRIDOR
The permeability values of soil ranges
from 1.23 E-05 to 9.75 E -06, and is
Poor to Practically Impervious
The permeability values ranges
from 0 to 0.86 Lugeons. This
indicates that, the rock stratum is
generally Practically Impervious
water table was encountered at depths
of 3.1-8.0m below existing ground level

EAST-WEST CORRIDOR
The permeability values of soil ranges
from 2.97 E-03 to 9.86E -07, and is
Semi- Pervious to Practically
Impervious
The permeability values ranges
from 0 to 10.71 Lugeons. This
indicates that, the rock stratum is
generally Practically Impervious
water table was encountered at depths
of 2.1-13.0m below existing ground
level.

i)

GEOLOGICAL CONDITION FOR TBM TUNNEL

SI.N
o

CORRIDOR

TUNNEL

Between North ramp

and Majestic Station

Between Majestic and

Chickpet Station
a)

NORTH-SOUTH

Between Chickpet and

City Market Station

Between City Market

Station and South Ramp
Between West Ramp
and City Railway Station
Between City Railway
Station and Majestic

Between Majestic and

Central College Station

b)

EAST-WEST

Between Central College

and Vidhan Soudha
Station

Between Vidhan Soudha

and Cricket Stadium
Station

Between Cricket
Stadium Station and
East Ramp

GEOLOGICAL CONDITION
Hard rock upto stretch of 0.75km
from North ramp and silty sand in
remaining stretch upto Majestic
station encountered in tunnel
region. Water table 5.5m from
EGL
Silty sand predominantly
found.Highly and moderately
weathered rock encountered in
tunnel region. Hard rock -12-21m
from EGL. Water table 6.75m
from EGL
Silty sand predominantly found in
tunnel region. Hard rock -1120.5m from EGL. Water table
5.2m from EGL
Silty sand predominantly found in
tunnel region. Also highly
weathered rock encountered in
some stretch. Hard rock -20m from
EGL. Water table 6 m from EGL
Hard rock encountered at 2.3m
from EGL.
Sandy silt and moderately
weathered rock encountered in
tunnel region. Hard rock -12-27m
from EGL. Water table - 7 m from
EGL
Silty sand predominantly found in
tunnel region. Also silty sand and
highly weathered rock found in
tunnel region. Hard rock
encountered at 24m depth from
EGL. Water table - 4 - 7 m from
EGL
Hard rock encountered at depth of
2m from EGL upto .14km stretch in
tunnel region. Also silty sand and
highly weathered rock
encountered in tunnel region.
Water table - 6 m from EGL
Clayey silt predominantly found.
Highly weathered rock
encountered in tunnel region. Hard
rock encountered at 19m depth
from EGL. Water table - 6 m from
EGL
Sandy silt and silty sand
encountered in tunnel region.
Hard rock encountered at 9.8 28m depth from EGL. Water table
- 6 m from EGL

ii)

GEOLOGICAL CONDITION FOR STATION

SI.N
o

CORRIDOR

STATION

MAJESTIC

a)

NORTH-SOUTH

CHICKPET

CITY MARKET

CRICKET STADIUM

VIDHAN SOUDHA
b)

EAST-WEST

CENTRAL COLLEGE

MAJESTIC

GEOLOGICAL CONDITION
Silty sand encountered at depths
1.5 16m frm EGL. Highly and
moderately weathered rock
encountered in tunnel region.
Hard rock -13m from EGL. Water
table 7m from EGL
Layer of clayey silt and silty sand
encountered at depths 1.2-12m
from EGL. Highly and moderately
weathered rock encountered in
tunnel region. Hard rock
encountered at depth 16-21m from
EGL. Water table 7m from EGL
Silty sand predominantly found
upto depths of 17m from EGL.
Silty sand and highly weathered
rock encountered in tunnel region.
Hard rock encountered at depth
14-23m from EGL. Water table
6m from EGL
Widely varying stratifications
includes silty sand, sandy silt,
clayey sand encountered.Clayey
sand and sandy silt predominantly
found in tunnel region. Rock head
8m from EGL.Water table 4m
from EGL
Sandy silt and silty sand
encountered upto 9m depth.
Highly weathered rock and hard
rock encountered in tunnel region.
Hard rock -11-13m from EGL.
Water table 6m from EGL
Silty sand predominantly found.
Highly weathered rock
encountered in tunnel region. Rock
head 10.5m from EGL. Water
table 8m from EGL
Clayey sand and clayey silt
encountered in tunnel region.
Hard rock encountered at depth 13
- 27m from EGL. Water table 4m
from EGL

3. SUBSOIL PROFILE
The work of geotechnical investigation at selected locations on North-south & eastwest corridors for under ground portion was carriedout by Secon Private Limited and
DBM Geotechnics and Construction Pvt. Ltd. Totally ninty boreholes in the NorthSouth corridor and 103 boreholes in East-west corridor have been drilled for
underground section. In DPR, boreholes were drilled at 250m interval based on
which alignment was fixed. Lateron additional boreholes were drilled at 50m interval
and alignment was finalised.Generally four-layer sub-soil profile has been noticed in
the boreholes. Engineering classification of sub-soil stratum (soil) is based on IS:
1498 guidelines. A qualified specialist Geologist carried out examination of rock cores
and geological description study thereof. The subsoil profile for North-South and
East-West corridors are given in Annexure-1 and Annexure-2.
SI. No
1

SECTIONS
North-South
Corridor

East-West Corridor

SUB-SOIL PROFILE
Generally four-layer sub-soil profile has been noticed in the
boreholes
1. Layer-I: Over Burden soil Clayey silt/ Sandy
Silt / Silty sand (with clay binder)
This layer encountered at depths between 4.5m and
21.0m below existing ground level
2. Layer-II: Highly Weathered Rock (HWR)
This layer encountered at depths between 4.5m and
27.0m below existing ground level
3. Layer-III: Moderately Weathered Rock (MWR)
This layer encountered at depths between 9.0m and
21.0m below existing ground level
4. Layer-IV: Hard Rock (HR)
This layer encountered at depths between 5.0m and
28.0m below existing ground level
Generally four-layer sub-soil profile has been noticed in the
boreholes
1. Layer-I: Over Burden soil Clayey silt/ Sandy
Silt / Silty sand (with clay binder)
This layer encountered at depths between 2.5m and
27.0m below existing ground level
2. Layer-II: Highly Weathered Rock (HWR)
This layer encountered at depths between 4m and
27m below existing ground level
3. Layer-III: Moderately Weathered Rock (MWR)
This layer encountered at depths between 12.0m
and 27.0m below existing ground level
4. Layer-IV: Hard Rock (HR)
This layer encountered at depths between 4.0m and
29.5m below existing ground level

Varoius laboratory tests were carriedout on the samples obtained from the boreholes.
The tests conducted and its codal reference are indicated in the table below.

1
.
2
.
3
.
4
.
5
.
6
.

LABORATORY TESTS
CONDUCTED
Grain size Analysis
Specific Gravity
Natural Moisture Content (NMC)
Atterbergs Limits
i)
Liquid Limit
ii)
Plastic Limit
Shear strength tests
i)
Direct Shear Test
ii)
Triaxial Shear test
Crushing Strength of Rock

CODAL REFERENCE
IS: 2720 (Part 4)
IS: 2720 (Part 3 / Section
1)
IS: 2720 (Part 2)
IS: 2720 (Part 5)
IS: 2720 (Part 13)
IS: 2720 (Part XI and part
XII)
IS: 8764

Also consolidation test and chemical tests on soil/water samples was done.
Consolidation test was done to evaluate compressibility behavior of stiff /hard clayey
silt.

4. TUNNEL BORING MACHINE

A tunnel boring machine (TBM) is a machine used to excavate tunnels with a circular cross
section through a variety of soil and rock strata. They can bore through hard rock, sand, and
almost anything in between. Tunnel diameters can range from a metre (done with microTBMs) to almost 16 metres to date. Tunnels of less than a metre or so in diameter are
typically done using trenchless construction methods or horizontal directional drilling rather
than TBMs.
Tunnel boring machines are used as an alternative to drilling and blasting (D&B)
methods in rock and conventional 'hand mining' in soil. A TBM has the advantages of limiting
the disturbance to the surrounding ground and producing a smooth tunnel wall. This
significantly reduces the cost of lining the tunnel, and makes them suitable to use in heavily
urbanized areas. The major disadvantage is the upfront cost. TBMs are expensive to
construct, and can be difficult to transport. However, as modern tunnels become longer, the
cost of tunnel boring machines versus drill and blast is actually less--this is because tunneling
with TBMs is much more efficient and results in a shorter project.

HARD ROCK TBMs

In hard rock either shielded or open-type TBMs can be used. All types of hard rock TBMs
excavate rock using disc cutters mounted in the cutterhead. The disc cutters create
compressive stress fractures in the rock, causing it to chip away from the ground in front of
the machine, called the tunnel face. The excavated ground, known as muck, is transferred
through openings in the cutterhead to a belt conveyor, where it runs through the machine to a
system of conveyors or muck cars for removal from the tunnel.
Open-type TBMs have no shield, leaving the area behind the cutterhead open for
rock support. To advance, the machine uses a gripper system that pushes against the side
walls of the tunnel. The machine can be continuously steered while gripper shoes push on the
sidewalls to react the machine's forward thrust. At the end of a stroke the rear legs of the
machine are lowered, the grippers and propel cylinders are retracted. The retraction of the
propel cylinders repositions the gripper assembly for the next boring cycle. The grippers are
extended, the rear legs lifted, and boring begins again. The open-type, or Main Beam, TBM
does not install concrete segments behind it as other machines do. Instead, the rock is held
up using ground support methods such as ring beams, rock bolts, shotcrete, steel straps, and
wire mesh.
In fractured rock, shielded hard rock TBMs can be used, which erect concrete
segments to support unstable tunnel walls behind the machine. Double Shield TBMs are so
called because they have two modes--in stable ground they can grip against the tunnel walls
to advance forward. In unstable, fractured ground the thrust is shifted to thrust cylinders that
push off of the tunnel segments behind the machine. This keeps the signficant thrust forces
from impacting fragile tunnel walls. Single Shield TBMs operate in the same way, but are used
only in fractured ground, as they can only push off of the concrete segments.

SOFT GROUND TBMs

In soft ground, there are two main types of TBMs: Earth Pressure Balance Machines (EPB)
and Slurry TBM. Both types of machines operate like Single Shield TBMs, using thrust
cylinders to advance forward by pushing off of concrete segments. Earth Pressure Balance
Machines are used in soft ground with less than 7 bar of pressure. The cutterhead does not
use disc cutters only, but instead a combination of tungsten carbide cutting bits, carbide disc
cutters, and/or hard rock disc cutters. The EPB gets its name because it is capable of holding
up soft ground by maintaining a balance between earth and pressure. The TBM operator and
automated systems keep the rate of soil removal equal to the rate of machine advance. Thus,
a stable environment is maintained. In addition, additives such as bentonite, polymers, and
foam are injected into the ground to further stabilize it.

In soft ground with very high water pressure and large amounts of ground water, Slurry Shield
TBMs are needed. These machines offer a completely enclosed working environment. Soils
are mixed with bentonite slurry, which must be removed from the tunnel through a system of
slurry tubes that exit the tunnel. Large slurry separation plants are needed on the surface for
this process, which separate the dirt from the slurry so it can be recycled back into the tunnel.

a) SLURRY TBM
Slurry TBM is used for tunnel-boring in highly permeable unstable terrain, or under
civilian structures sensitive to ground disturbances.When digging in highly unstable or
liquid terrain, the pressure exerted by the terrain is directly governed by the depth at
which digging is performed. It is therefore necessary to balance the pressure exerted
by the terrain: the front shield of the Slurry TBM is filled with excavated material, with
the exception of one air-filled part. The pressure within this air bubble is subject to fine
control. Bentonite injection waterproofs the working face and improves its resistance.

Provide and Maintain equal pressure at the TBM

face.

Mucking by slurry pipe (Approximate 200-300cm)

b) EPB TBM
The EPB TBM is suited for digging tunnels in unstable ground such as clay, silt, sand
or gravel. The front shield of the EPB TBM is filled with debris extracted by means of
a screw conveyor. This screw compensates the pressure difference between the
working face and atmospheric pressure. Foam injection renders the material more
homogeneous, thus facilitating its excavation.

Provide and Maintain equal earth pressure at the

TBM face

Mucking by Screw conveyor

5. SELECTION OF TBM ACCORDING TO GEOLOGICAL

CONDITION
The selection of TBM depends on the geological conditions of the area. The TBM for different
geological conditions is listed below.

Shield Machine

: Soft / Mix ground(Conventional method)

EPB,TBM

: Soft / Mix ground

Slurry TBM

: Soft / Mix ground

Open TBM

: Hard rock only

6. SUMMARY OF CHALLENGES FOR TBM EXCAVATION

FIGURE-7 TYPICAL SKETCH FOR MIX GROUND CONDITION

SO
IL

TB M

AR
D
R
O
CK

D
R
IVE

Mix ground condition is most risky and dangerous for excavation.

Both slurry and EPB TBM needs slurry pressurized equal to the
water pressure infront of the face.
Most common collapse is caused by slurry explosion due to cavity,
well etc. So it is necessary to carry out detailed investigation of
utility, building condition.

FIGURE-8 TYPICAL SKETCH FOR MIX GROUND CHALLENGE

Outline Description of UG2 Project

1 Project Name
2 Excavation Length
3 Geology
4 Overburden
5 Underground Water Level
6 N Value
Unconfined Compression
7
strength at Hard Rock
8 TBM

Bangalore Metro UG-2 Project

Approx. 2433 m
(248 +954+752+479=2433)
Clay, Silt, Sand, Weathered rock, Hard
rock
Approx. 6 ~ 16 m
GL 1.0 ~ 10 m
20 ~ more than 100
Ave. 80 MPa (assumed)
Max. 300 MPa (assumed)
Dia. 6.44 m Slurry Type TBM