A PRATICAL TRAINING REPORT

ON
TUNNELING WORK OF METRO RAIL
PROJECT AT AZADPUR AND MUKUNDPUR
NEW DELHI
SUBMITTED BY:

GROUP-3B

ARJUN SINGH (1401041009)

DEEPANSHU VERMA (1401041016)

PUNEET KUMAR (1401041043)

SAKET SAURABH (1401041055)

Under the guidance of

Dr. M. S. RAO
DEPARTMENT OF CIVIL ENGINEERING
GOVT OF NCT OF DELHI
ARYABHATT INSTITUTE OF TECHNOLOGY (ABIT)
(A Delhi Government Institute under DTTE and affiliated with GGSIP University, Delhi)

G. T. K. ROAD, DELHI 110033

Page 1 of 44
 GOVT OF NCT OF DELHI
ARYABHATT INSTITUTE OF TECHNOLOGY
(A Delhi Government Institute under DTTE and affiliated with GGSIP University, Delhi)
G. T. K. ROAD, DELHI 110033

DECLARATION

We, Group – 3B Students of Diploma in Civil Engineering hereby declare that the PRACTICAL
TRAINING REPORT “TUNNELING WORK OF METRO RAIL LOCATED AT AZADPUR AND
MUKUNDPUR, NEW DELHI” which is submitted by us to Aryabhatt Institute of Technology (ABIT),

Delhi as required for Civil Engineering 5th Semester as per Board of Technical Education (BTE), Delhi has
not previously prepared in any degree, Diploma or any other similar title or recognition.

Place:
Date:

Group – 3B
ARJUN SINGH (1401041009)
DEEPANSHU VERMA (1401041016)
PUNEET KUMAR (1401041043)
SAKET SAURABH (1401041055)

Page 2 of 44
 GOVT OF NCT OF DELHI
ARYABHATT INSTITUTE OF TECHNOLOGY
(A Delhi Government Institute under DTTE and affiliated with GGSIP University, Delhi)
G. T. K. ROAD, DELHI 110033

CERTIFICATE

On the basis of the declaration submitted by Group – 3 (B) students of Civil Engineering of this Institute
we hereby certify that the students of group 3 (B) have completed PRACTICAL TRAINING REPORT
“TUNNELING WORK OF METRO RAIL LOCATED AT AZADPUR AND MUKUNDPUR, NEW
DELHI” which is submitted to this institute as required for Civil Engineering 5th Semester as per Board of

Technical Education (BTE), Delhi. This report may be used for all academic purposes.

Dr. M. S. Rao Mr. A. K. Upadhayay

(Project Guide) (HOD)

Mr. A. K. Choudhary
(Principal)

This is to certify that the student examined by us in viva voice examination held at Aryabhatt Institute of

Technology (ABIT) G.T.K. Road Delhi on ……………………………..

INTERNAL EXAMINER EXTERNAL EXAMINER

Page 3 of 44
 TABLE OF CONTENTS

SNO CONTENTS PAGE NO.

i. Title 1

ii. Declaration 2

iii. Certificate 3

iv. Table of Contents 4-5

v. List of figures 5

vi. Acknowledgement 7

vii. Abstract 8

1. Delhi Metro Rail Corporation 8

1.1 Introduction 9

1.1.1 Network Map of Delhi Metro 10

1.1.2 Need for Metro 11

2. Safety Induction 12

2.1 List of DO and DON’TS 13

3. Project Description 13

3.1 Scope of Work 13-14

3.2 Plan of Project 14

3.3 Construction Methodology 15

3.4 List of Activities 16

4. Tunnel 17

4.1 Introduction 17

4.2 Earth Pressure Balance Tunnel Boring Machine 17

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4.3 Soil Investigation 17

4.4 Tunnel In CC-04 Project 17

4.5 Major Activity In Tunnel 18

4.6 Earth Pressure Balance Tunnel Boring Machine 18

4.7 Method Used For Tunneling at site 19

4.7.1 Full Face Method 19

4.7.2 Procedure of Tunneling 19-20

4.8 Components of TBM Machine 21

4.9 TBM Assembly Construction process after Transportation of TBM 22

4.10 TBM Initial Drive 22-23

4.11 TBM Main Drive 24

4.7 Construction Sequence of EPB TBM 24

4.8 Manpower in Tunnelling (In One Shift) 29

4.9 TBM Pressure Management Process 30

4.10 Materials which are being used During the time of construction of Tunnel 31-32

5. Tunnel 33

5.1 Introductions 33

5.2 Bottom-Up Construction Methodology 34

6. Project Captured 35-38

7. Precaution in construction of tunnel 39

8. Conclusion 40

9. Reference 41

10. Group Details 42

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 LIST OF FIGURES

FIGURE NO. PARTICULARS PAGE NO.

1. Metro rail 9

2. Delhi metro map 10

3. Need for metro 11

4. (PPE) Public Protective Equipment 12

5. Tunnel drive sequence 14

6. Plan of tunnel 18

7. (EPB) TBM 18

8. Construction sequence EPB TBM 24

9. Tunnel TBM 1-A 25

10. Segment erection in tunnel 25

11. Thrust cylinder reading inside the TBM cabin 26

12. Hydraulic jack in TBM 26

13. Digital screen inside TBM 27

14. Computer screen inside TBM 27

15. TBM cutter head 28

16. Material used for construction of tunnel 32

17. Azadpur site plan 33

18. Outside Mukundpur tunnel 35

19. Inside Mukundpur tunnel 1-B 35

20. Inside Mukundpur tunnel 1-A 36

21. Lifting of muck car with the help of Gantry crain 36

22. Construction of Ancillary Building (NORTH) 37

23. The South Shaft 38

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 ACKNOWLEDGEMENT

It gives us great pleasure to express our deep and sincere gratitude to our institute for giving us such a
great chance to work with DMRC. We would like to express our special thanks of gratitude to MR. A.K.
UPADHYAY (H.O.D. CIVIL ENGINEERING), Dr. M. S. RAO Project Guide) and MR. VAGESH
KUMAR (SR. LECTURER CIVIL ENGINEERING) for such a great supervision for practical training
report.

We take this opportunity to express our thanks to the DELHI METRO RAIL CORPORATION, for help
and cooperation in the preparation of this project. We are also very thankful to MR. RAJESH KUMAR
(ASSISTANT ENGINER) for teaching us all the aspects of the construction.

Finally, we would like to pay our sincere thanks to OUR PARENTS and FRIENDS for their great
motivation and support.

Group – 3B
ARJUN SINGH (1401041009)
DEEPANSHU VERMA (1401041016)
PUNEET KUMAR (1401041043)
SAKET SAURABH (1401041055)

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 ABSTRACT
Writing project report on “construction of tunnel for metro rail ’’. This report is based on the practical

training , which we have done for a month as a trainee.

The growing demand for public transport in mega cities has serious effects on urban ecosystems,

especially due to the increased atmospheric pollution and changes in land use patterns. An ecologically

sustainable urban transport system could be obtained by an appropriate mix of alternative modes of

transport resulting in the use of environmentally friendly fuels and land use patterns. The introduction of

CNG in certain vehicles and switching of some portion of the transport demand to the metro rail have

resulted in a significant reduction of atmospheric pollution in Delhi. The Delhi Metro provides multiple

benefits: reduction in air pollution, timesaving to passengers, reduction in accidents, reduction in traffic

congestion and fuel savings. There are incremental benefits and costs to a number of economic agents:

government, private transporters, passengers, general public and unskilled labour. The study tries to

measure all these benefits and cost of providing these benefits. There is no doubt that, at a time when

Delhi’s urban transport problems were getting more and more complex, the bold decision to have a metro

in the city has made a big difference.

The main aim of practical training are as follows:

 To learn the techniques and procedures used at the site.

 To co-relate the theoretical knowledge with the practical work.

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 1. Delhi Metro Rail Corporation ( DMRC )
1.1. INTRODUCTION
Delhi Metro is a metro system serving Delhi, Gurgaon, Noida, Faridabad and Ghaziabad in the National
Capital Region of India. Delhi Metro is the world's 12th largest metro system in terms of length and
number of stations too. Delhi Metro is India's 3rd urban mass rapid transportation system, after Kolkata
Metro and Chennai MRTS. Delhi Metro is India's first modern public transportation system, which has
revolutionized travel by providing a fast, reliable, safe, and comfortable means of transport
As of Sept 2015, the network consists of five color-coded lines (Red, Blue, Green, Yellow, Violet), plus
a sixth Airport Express line, with a total length of 208 kilometers, serving 157 stations, (including the 6
Airport Express stations). All stations have escalators, elevators, and tactile tiles to guide the visually
impaired from station entrances to trains. It has a combination of elevated, at-grade, and underground
lines, and uses both broad gauge and standard gauge
Delhi Metro Rail Corporation Limited (DMRC), a state-owned company with equal equity participation
from Government of India and Government of National Capital Territory of Delhi built and operates the
Delhi Metro. However, the organization is under administrative control of Ministry of Urban
Development, Government of India.
Besides construction and operation of Delhi metro, DMRC is also involved in the planning and
implementation of metro rail, monorail and high-speed rail projects in India and providing consultancy
services to other metro projects in the country as well as abroad.
The Delhi Metro is being built in phases. Phase I completed 58 stations and 65.0 km of route length, of
which 13.0 km is underground and 52.1 km surface or elevated. The inauguration of the Dwarka–
Barakhamba Road corridor of the Blue Line marked the completion of Phase I on October 2006. Phase II
of the network comprises 124.6 km of route length and 85 stations, and is fully completed, with the first
section opened in June 2008 and the last line opened in August 2011. Phase III(167.27 km, 69 stations)
and Phase IV(113.2 km) are planned to be completed by 2016 and 2021 respectively, with the network
spanning 413 km.

FIGURE No. 1 METRO RAIL

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1.1.1. NETWORK MAP OF DELHI METRO

FIGURE No. 2:- DELHI METRO MAP

1.1.2. NEED FOR METRO

Delhi, the national capital with the population of about 12 million is, perhaps, the only city of its size in
the world, which depends almost entirely on buses on it sole mode of mass transport.bus services are
inadequate and heavily over-crowded. This situation had led to proliferation of personalized vehicles, so
much so that Delhi has more registered vehicle than the total number of vehicles in Mumbai,Calcutta and
Chennai put together. Nearly 70% of these are two wheelers. The result of extreme congestion on the road,
ever slowing speeds, increasing accident rate, fuel wastage and environmental pollution . Delhi has now
become the fourth most city in the world, with automobiles contributing more than two thirds of the total
atmospheric pollution. Pollution related health problems are reaching disconcerting levels.

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FIGURE No. 3 NEED FOR METRO- A PICTORIAL VIEW OF TRAFFIC ON THE ROADS OF DELHI

As per metro project reconnaissance surveys it was observed that to meet the transport demands of ever
growing population of Delhi, the number of buses must be at least doubled and personalized vehicles will
grow threefold. This sure to lead to further worsening of the levels of congesting and pollution , which had
already crossed acceptable limits in many parts of the city. Immediate steps are, therefore, needed to
improve both the quality and availability of mass transport service. This is possible only if a rail-based
mass transit system, which is non-polluting and eco-friendly in cognizance with existing transportation
systems.

 BENEFITS

 Time saving for commuters

 Reliable and safe journey
 Reduction in atmospheric pollution
 Reduction in accident
 Reduced fuel consumption
 Reduced vehicle operating costs
 Increase in the average speed of road vehicles
 Improvement in the quality of life
 More attractive city for economic investment and growth

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 2. SAFETY INDUCTION
2.1 SAFETY INDUCTION FORMAT

 Helmet colours
 Green- safety officer
 Violet- ITD officer
 White -DMRC officer (client)
 Red- electricians
 Blue- contactors
 Orange –security

 Jacket colours
 Red- workers
 Green-staff and contactors

FIGURE No. 4 (PPE) PUBLIC PROTECTIVE EQUIPMENTS

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2.1(a) LIST OF DO’s AND DON’Ts

Do’s:

1. Follow the instructions of your guide.

2. Follow the safety instructions.

3. Follow the site timings.

4. Follow the company’s code of conduct and policies.

5. Maintain self -discipline.

6. Follow the proper dress code.

7. Be hygienic at your work place.

8. Be confidential in nature.

9. Use fair and polite language and maintain decorum of office site.

10. Inform the concerned authority in case you are going out of station.

Don’ts:

1. Do not violate any instructions of your project guide.

2. Do not the rules and regulations of the site.

3. Do not venture into prohibited areas.

4. Do not try to handle operate any plant and machinery.

5. Do not divulge any information of company to third party.

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 3. PROJECT DESCRIPTION

3.1 SCOPE OF WORK

Contract CC-04 Design and Construction of Tunnel by shield TBM, Tunnel Cut & Cover, and
Underground Station at Azadpur by Cut & Cover Method & Ramps at Mukundpur and Shalimar Bagh for
underground works on Mukundpur Yamuna Vihar Corridor of Delhi MRTS Project of Phase – III.

Key Details
Location: Azadpur Metro Station, New Delhi, India

Client: Delhi Metro Rail Corporation Ltd.

Contractor: CEC-CICI JV
Design Consultant: GEODATA Engineering
Client Consultant: SYSTRA

Contract Details

Type of Contract: Lump-sum contract (DesignBuild)

Approximate Cost of Work: 416 Crores

Tender Security Amount: 5.5 Crores

Completion Period: 46 Months

Project start Date: 9 JAN 2012

Performance Security: 10% of Contract Value

Tender Security Amount: 5.5 Crores (Including EMD)

Liquidity Damages: 0.01% of fixed lump sum per week of delay for key

Defect Liability Period: 52 weeks after the date of issue of Taking-Over Certificate

Advance Payment: 5% of Contract Value as Mobilization Advance.

Note: 20months’ extension has been provided to the project.

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3.2 PLAN OF PROJECT

FIGURE No.5 TUNNEL DRIVE SEQUENCE

3.3 CONSTRUCTION METHODOLOGY

 Two Herrenknech EPB (Earth Pressure Balance) TBM (Tunnel Boring Machine) are used for
Tunnel excavation work to overcome some of the complicated tight curves and slopes

 Cut & Cover Tunnel: Mukundpur Section: Top-Down Construction Method with Diaphragm Wall.

 Ramp: Bottom-Up Construction Method with temporary Retaining Wall

 Ground improvement by Jet grouting at the outer portion of North Shaft and South Shaft.

 Secant pile foundation at the boundary of UG Azadpur Station to resist the earth pressure during
Construction.

 Enhancing the grade of concrete to minimize the cost of reinforcement.

 16 boreholes for dewatering to lower the level of Ground Water Table.

 Construction of temporary struts of 3 or 4 layers to support the secant piles (after excavation of
soil) during construction of UG Station.

 Earth mat is spread over the entire station in between soil surface and PCC to take care of lightning
effect.

 Compaction of soil at the dump yard.

 Station: Bottom-Up Construction Method

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3.4 LIST OF ACTIVITIES:
 Secant Pile Wall

 Excavation at Working Shaft

 Work Procedure Installation of struts & Waller beam

 Production of precast segments

 Tunnelling Utilizing EPB shield machine

 Jet Grouting for soil Improvement

 Dewatering

 Dry short Crete

 Stone column

 Water proofing to permanent structure

 Construction of various slabs at different levels

 D-Wall

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 4. TUNNEL

4.1 INTRODUCTION
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.

4.2 Earth Pressure Balance (EPB) Tunnel Boring Machine (TBM)

Depending on the geological parameter and construction programme tunnel boring machines of M/s
Herenknecht, Mitsubishi, Kawasaki and OMC etc. were selected for the project. The time taken for the
delivery of the machines ex-works to site arrival was around 10 to 12 month (manufacturing time being 8-
10 months and shipping and road transportation of 2-3 months).
Earth pressure balance or EPB is a mechanized tunneling method in which spoil is admitted into the tunnel
boring machine (TBM) via a screw conveyor arrangement which allows the pressure at the face of the
TBM to remain balanced without the use of slurry.

For soft, cohesive soils tunnel boring machines with earth pressure support are a preferred option. So
called Earth Pressure Balance Shields (EPB) turn the excavated material into a soil paste that is used as
pliable, plastic support medium. This makes it possible to balance the pressure conditions at the tunnel
face, avoids uncontrolled inflow of soil into the machine and creates the conditions for rapid tunneling
with minimum settlement.

4.3 Soil Investigation

The geological strata of Delhi vary along the project alignment and consist of compacted alluvium soil
which is also known as Delhi silt, this is generally a fine grained material consisting of different variation
between clay and silt with variable fine sand content. The strata consist of coarse sand, gravel and kankar.
Soil investigation was carried out throughout the tunnel alignment before the start of the project to finalise
the type of machine to be deployed for the project. The cross section of the tunnel varied in level above
and below the ground water table. The overburden was between 3.5 to 22 meters as water level varied
from 4 metre to 18 metres.

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 4.4TUNNEL IN CC-04 PROJECT
According to the construction methodology of this project the tunneling should be done with two
Herrenknech EPB (Earth Pressure Balance) TBM (Tunnel Boring Machine) are used for Tunnel
Excavation work to overcome some of the complicated tight curves and slopes.

Lengths of down line (meter)

209.24 79.90 1151.307 252.41 1448.39

m

TBM-1B (down line) TBM-1A

Shalimarbagh
C&C

Station
Mukundpur

Ramp

TBM-2B up (line Line) TBM-2A

194.07 94.9 1138.109 m 252.42 1443.33

6 m
Plan of Tunnel Length of up line (meter)

FIGURE No. 6 PLAN OF TUNNEL

4.5 Major Activity in Tunnel

 Tunnel boring
 Erection of segments
 Primary and secondary grouting

4.6 Earth Pressure Balance (EPB) Tunnel Boring Machine (TBM)

FIGURE No. 7 EARTH PRESSURE BALANCE TBM

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4.7 METHOD USED FOR TUNNELLING AT THE SITE

4.7.1 FULL-FACE METHOD

This method is so called because in this method, the whole section of the tunnel is attacked at the same
time.

In this method, drilling is done on the whole section of the proposed tunnel, and the drill holes are charges
with explosive and blasted at a time. After excavating one round or pull of the tunnel, drilling is started
from the next round or pull and this process is repeated till the whole tunnel is derived.

4.7.2 PROCEDURE

a)SETTING UP AND DRILLING: Before actual drilling holes of the desired size, it is important to know

the drilling pattern and their number in order to break the greatest volume of rock with less quantity of
explosive and less disturbance to the strata. The best pattern to produce this result will vary with several
factors such as the size of the tunnel, the the depth of holes to be drilled, the kind of rock and the method
of mounting the drills.

After marking the drilling pattern, holes are made with drills. The drills are usually worked by a pressure
of 5.5 to 7 kg per sq. cm. it is common practice to drill the required number of holes according to the
decided pattern which slope towards a common point or line near the centre of the face to produce an
initial come or wedge. The diameter of holes is generally 25to 37.5 mm and their length may vary.
Normally the length of holes is kept 4m in hard rocks.

b) CHARGING AND BLASTING: After drilling, stone dust, loose rock and water in each hole are blown

out at high air pressure. Each hole is then charged and loaded with explosive. To do this a cartridge of
explosive is first inserted into the hole with a suitable detonator fixed to it. This insertion of first cartridge
with detonator is called priming the hole. After this , the remaining cartridge are inserted , depending upon
the explosive required to be filled in the hole. The rest of the hole is then filled with clay which should be
tamped properly. This process of plugging the hole with clay is known as stemming.

After charging each hole, the detonator wires are joined in series or parallel or parallel and series and the
final wires are taken out of the tunnel and the explosive is blasted with the help of an exploder. This, the
explosion will take place, depending upon the delay period of the detonators.

Page 19 of 44
The quantity of explosive required depends upon the type of rock to be blasted. On average, 2 to 2.6 kg of
explosive is required for 1 cubic metre of hard rock.

c) SCALING: At the end of blasting, some rock fragments may hang loosely from ceiling or walls of the

tunnel. These loose rock pieces may fall off without warning and cause accident during subsequent
operations and hence they are to be removed. The operation of removing such loose rock fragments and
hammering off projecting pointed rocks is known as scaling. This is done with the help of steel rods and
water jets.

d) MUCKING: After blasting and scaling, the blasted material is removed from the tunnel and dumped at a

suitable site. This operation of removing the excavated or blasted material from the tunnel and dumping
the same at a predetermined site is known as mucking.

Mucking is usually done in three steps:

a) Loading of muck (by manual labour)

b) Hauling (by mine cars or rear dumpers)
c) Unloading and dumping

e) TUNNEL SUPPORTING: After mucking, the interior surface of the blasted portion is supported by

timbering, if required. This is done to avoid accidents.

The design of the supporting structure depends upon the nature of rock through which the tunnel is driven.
A common timbering arrangement consists of ribs, supported on columns. The ribs are usually made up of
mild steel in the form of H-section.

For supporting the tunnel after mucking, frames are erected at suitable spacing with columns and ribs. The
portion between the two adjacent frames is filled with precast concrete blocks. Rubbing is done in such a
way that a uniform profile of the proposed tunnel is formed.

f) GROUTING AND LINING: Before the tunnel is finally lined, it is necessary to grout the weaker

sections with cement slurry (1:3) so that the weaker strata is stabilized. Finally the tunnel is lined.

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4.8 Component of TBM Machine
1) Cutter head (41 ton)

2) Front Body (82 ton)

3) Middle Body (90 ton)

4) Screw conveyor (18ton)

5) Tail skin (20 ton)

6) Segment Erector (22 ton)

7) Gantry car

I) Air Bridge

II) Gantry 1 (18 ton)

III) Gantry 2 (31 ton)

IV) Gantry 3 (21 ton)

V) Gantry 4 (25 ton)

Cutting wheel:

I. Cutting Discs: It is the main tool used for cutting. These are made up of tungsten
and have sharp edges.
II. Cutting Tool: These are 68 teeth welded along surface in 8 rows, four having 9
teeth & four having 8 no. The main purpose is scrap out muck. This tool comes into
act when the TBM encounter soil strata instead of rock.

III. Scraping Picks: These are placed along the periphery of cutting wheel. It clears the
muck from excavation face. There are16 buckets installed in cutting wheel.

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Front shield: The middle portion of TBM is front shield which contain empty and working

chamber, screw conveyor, motor and thrust cylinder. The weight of front shield is about 80
tons.

Middle shield: Provides structural strength to machine. All the hydraulic& electrical

connection is provided in it. The ring support for the thrust cylinder & erector cross are
arranged which serves for the bracing of shield.
Push rams: Main purpose is to push the machine forward.

Tail skin: This is the last part of the TBM consist of pipe shield that is connected with the

middle shield by articulation cylinder. In the protection of shield the concrete rings are
placed with the help of erector and grouted using grout pipes.

Screw Conveyor: Fitted to the connecting flange in the pressure bulkhead & runs from the

base of front shield to discharge point of conveyor belt. Due to screw diameter and core
diameter maximum grain size of 300mm can be transported.

Man Lock: Small room that connect middle and front shield. Connect top area of cutter

head with the middle shield. It is used of any maintenance and repair. The man lock is filled
with compressed air when any maintenance is required. The level of muck area is
maintained above screw conveyor so air doesn’t escape.

Belt Conveyor: Used for transporting material from discharge point to muck car . It is

made up of vulcanized rubber.

Bridge: Connect two shield and gantries. It houses the conveyor belt on the top of it, which

carries muck.

Erector: This is the circular ring connected with the middle shield & tail skin, used for

placing segments in correct position.

Gantries: Total 4 gantries that attach behind the TBM carry different motors.
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4.9 TBM Assembly Construction process after transportation of
TBM at site

Step-1

 The front body set on the cradle in the launch shaft.

Step-2

 The cutter head set on the cradle in the launching shaft.

 Cutter head and front body connection.

Step-3

 Move the TBM forward.

Step-4

 The middle- body input the launching shaft.

 Middle body and front body connection.

Step-5

 The erector input the launching shaft.

 Erector and middle body connection.

Step-6

 The screw conveyor input the launching shaft.

 Screw conveyor and front body connection.

Step-7

 The tail skin input the launching shaft.

 Tail skin and middle body connection.

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4.10 TBM INITIAL DRIVE

1.TBM launching point Test the water TBM launching point survey

2. TBM launching eye mechanically knockout of a thickness of 60cm-65cm. Construction should be noted
that whether there is water leakage and sand leakage of situation
3. Launching eye frame installation, construction pay attention to the launching point of coordinates and
elevation.

4. Cradle and reaction frame installation Check base slab elevation before setting cradle and reaction
frame. The cradle and reaction frame must be set to the correct position both line and elevation

5. Launching eye artificial knockout TBM test the proper manpower to get rid of knockout. This
construction project there are certain risks that need to grasp the time is shorter time to complete in order
to reduce the risk.

6. TBM Beginning excavate construction because no crane to follow all of the power supply via the
hydraulic pipes and wires extended, extension of the pipeline construction process is very important work.
TBM is starting by hydraulic jack working against reaction frame.

7. Transfer of equipment TBM Beginning excavate construction complete, follow-up work Temporary
ring dismantle Work platforms and rail assembly Follow up put in gantry car system.

4.11 TBM MAIN DRIVE

Excavation
 The TBM operator and automated system to keep the rate of soil removal equal to rate of machine
advance. In addition, additives such as bentonite, Polymer and Foam are injected into the ground to
further stabilize it.
Mucking
 Excavated soil is transported out by the screw conveyor in to muck
Segment Erector
 Erection process

4.7 Construction Sequence of EPB TBM Machine

FIGURE No. 8 CONSTRUCTION SEQUENCE OF EPB TBM

Page 24 of 44
FIGURE No. 9 AN OVERVIEW OF TUNNEL (TBM-1A) AT MUKUNDPUR, DELHI

FIGURE No. 10 SEGMENT ERECTION INSIDE TUNNEL AT MUKUNDPUR, DELHI

Page 25 of 44
FIGURE No.11 THRUST CYLINDER READING INSIDE THE TBM CABIN

FIGURE No.12 A PICTORIAL VIEW OF HYDRAULIC JACKS IN TBM

Page 26 of 44
 FIGURE No.13 DIGITAL SCREEN INSIDE THE TBM CABIN

FIGURE No. 14 COMPUTER SCREEN INSIDE THE TBM CABIN

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FIGURE No. 15 TUNNEL BORING MACHINE CUTTER HEAD AT GURUDWARA SHAFT

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4.8 Manpower Details in Tunnelling Operations (in one shift/TBM)

List of Manpower (one shift)

SN Name No.
1 Senior Tunnel Engineer 1
2 Tunnel Engineer 1
3 Tunnel Supervisor 1
4 TBM operator 2
5 Erector Operator 1
6 Ring Builder 4
7 Rail Fitter 4
8 Gantry Operator 1
9 Grout Operator 3
10 Pipe Extension 3
11 Helper 3
12 Welder 1

Bottom Shaft
1 Foremen 1
2 Loco operator 2
3 Rigger 4

Surface shaft
1 surface foremen 1
2 Mucking Supervisior 1
3 Chiller Operator 1
4 Surface labour 8
5 Grout plant operator 6
6 Grout plant labour 2
7
wheel wash

Page 29 of 44
 4.9 TBM EARTH PRESSURE MANAGEMENT PROCESS

Passive earth pressure +

Ground water pressure Theoretical upper soil uplift Bring about limit value

1) Increase the
rotation speed of
Upper control limit value:
the screw
Design earth pressure + 0.2 conveyor
kgf/cm2 2) Reduce the TBM
speed

Design earth pressure (static earth

Theoretical appropriate values
pressure + Ground water pressure+ (Design earth pressure)
Diversification pressure)

1) Lower the
Control the lower limit: Design rotation speed of
earth pressure-0.2kgf/cm2 the screw
conveyor
2) Increase the TBM

Active earth pressure + Ground water Bring about soil

Theoretical lower limit value
pressure subsidence

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4.10 Materials which are being used during the time of
construction of Tunnel
Permanent Materials

 Pre-cast segment
 Segment bolts
 EPDM Gasket
 Back fill grout-cement, bentonite, silicate, and stabilizer
 Segment repair materials
 Tail seal grease

Temporary Materials

 Polymer
 Foam
 Hydraulic oils
 Grease

1) Bentonite

Bentonite in civil engineering applications is used traditionally as a thixotropic, support and lubricant
agent in diaphragm walls and foundations, in tunneling, in horizontal directional drilling and pipe jacking.
Bentonite, due to its viscosity and plasticity, also is used in Portland cement and mortars.
Function

 Geo-construction
 Horizontal directional drilling
 River crossing
 Stabilize water sensitive formation
 Improve the bore hole stability

Advantage

 Bentonite mud membranes tough excellent filtration

 Penetration into the soil the obstruction pores
 Rapid expansion of hydration

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2) Polymer

Polymer is a liquid emulsion containing partially hydrolyzed poly-acryl amide copolymer is used primarily
as a borehole stabilizer to prevent reactive shale and clay from swelling and sloughing and is also used to
improve the slurry rheological properties.
Function

 Water wells
 Geo-construction
 Horizontal directional drilling
 River crossing
 Stabilize water sensitive formation

Advantage

 Mixes easily with minimum shear in fresh water

 Develops viscosity rapidly
 Cost effective-small amounts produce desired results

3) Foam

The use of foam and additives is essential to facilitate ground excavation while tunnel boring, particularly
in difficult geological environment. In tunneling EPB machine can be prevented by action upon the voids
and intersects within the excavated soil by the controlled injection of foams and additives at the cutting
face.
Advantage
 Horizontal directional drilling
 Enhance slurry rheological properties
FIGURE No. 16 MATERIALS USED FOR CONSTRUCTION OF TUNNELS

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 5. STATION
5.1 INTRODUCTION
According to the construction methodology, the method used for construction of station is Bottom-up
Construction method. The length of station is 253m. For identification areas in station, the area is divided
into 1 to 29 Grids. So work is done according to the grid no. The depth of station is 15 m which contain
south shaft and north shaft also.

FIGURE No. 17 AZADPUR SITE PLAN

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5.2 Bottom-Up Construction Methodology

1st level excavation

1st level strut

2nd level excavation

2nd level strut

3rd level excavation

3rd level strut

PCC

Base slab

Removal of 3rd level strut

Wall up to concourse level

Removal of 2nd level strut

Concourse slab

Wall up to roof slab

Removal of 1st level strut

Roof slab

Backfilling

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 6. PROJECT CAPTURED
FIGURE No.18 OUTSIDE MUKUNDPUR TUNNEL (1-A)

FIGURE No.19 INSIDE MUKUNDPUR TUNNEL (1-B)

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 FIGURE No.20 INSIDE MUKUNDPUR TUNNEL (1-A)

FIGURE No. 21 LIFTING OF MUCK CAR WITH THE HELP OF 110 TON GANTRY CRANE

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FIGURE No.22 CONSTRUCTION OF ANCILLARY BUILDING NORTH

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FIGURE No.23 THE SOUTH SHAFT

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 7. PRECAUTIONS & SAFETY MEASURES

 The shape of tunnel should be decided as per its purpose.

 Cross sectional dimensions of the tunnel should be decided to achieve economy in its construction.

 Economic calculations for extent of equipment and labour should be made before tunnel

construction.

 Pattern of blasting the material in different locations should be decided for maintaining speed of

driving and safety.

 The sequence of operations must be decided so that proper use of labour and equipment is made.

 Labour should be well organised to maintain continuous progress of the tunnelling operations.

 The used of out dated or unsuitable tools should be avoided.

 Care should be exercised to see that every operation is completed at scheduled time.

 The excavated material should be piled up in a manner suitable to the method of loading being

employed.

 Loading and hauling of muck should be carried out efficiently.

 The sequence and type of lining should be determined in advance to achieve economy.

 Selection of multi-purpose and uniform type of equipment should be made, according to the size

and shape of the tunnel.

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 8. CONCLUSION

Our practical training work was carried out on tunnelling work of Delhi Metro Rail Project.
The project site located at Azadpur and Mukundpur of Delhi. In this training an attempt
has been made to understand the various salient features of DMRC project works in
general & tunnelling work in particular. Further emphasis was given on TBMs working
operations in the field. It was a wonderful learning experience at DELHI METRO RAIL
PROJECT for one month in Delhi. We gained a lot of insight regarding almost every aspect
of site & office. We were given exposure in almost all the departments at the site.

In the past 1 month we have learnt a lot about site work. we have seen the difference
between the theoretical studies and practical work on field. We realized that though the
basics of work on site are the same as theoretical studies but there is a lot of difference
between the executions of the work on site. Such training will help in reducing the gap
between theoretical and practical knowledge which indirectly helps in quality aspects in
later stages.

While working with TBM (Tunnel Boring Machine) which is most important in any
MRTS project and we have observed that this is one of the safest way of tunnelling as it
needs no blasting. It can also be concluded that these trainings are helpful in enhancing
communication skills due to interaction with Senior Engineers, Managers and even Project
Leader sometimes.

It is further concluded that such rail projects should be carried out in various cities of India
in order to improve the lives of citizens and better coordination among existing modes of
transportation systems.

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 9. REFERENCES
 Web article (2016) retrieved from http://en.wikipedia.org
 Web article (2015) retrieved from www.cici.co.in
 Web article (2016) retrieved from www.continental-holdings.com
 Web article (2016) retrieved from www.delhimertrorail.com
 Web article (2013) retrieved from www.gcminfrastructure.com
 Web article (2016) retrieved from www.youtube.com
 Web article (2015) retrieved from www.herrenknecht.com
 Web article (2016) retrieved from www.bietcivil.blogspot.in Posted By Rambabu Palaka
 Web article (2016) retrieved from www.osha.gov
 Varshney, A. B. (2014-15). A text book on Concrete Technology, Satya Prakashan Tech India
publications, New Delhi
 Varshney, A. B. (2015). A text book on Civil Estimating and Costing, S. K. Kataria & Sons
Publisher of Engineering and Computer Books, Daryaganj, New Delhi

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 10. GROUP DETAILS
 Our Career Objective:
We respect my commitments to in any field of work. We try not to put myself under Pressure in critical
situations. We always believe that growth of our organization Means growth of our self.

 Group – 3B:

SNO STUDENT’S NAME CONTACT DETAILS

1. ARJUN SINGH 8860161485

2. DEEPANSHU VERMA 9821910225
3. PUNEET KUMAR 9810866450
4. SAKET SAURABH 9768564356

 Educational Qualification:
 10th passed from CBSE Board

 12th passed from CBSE Board

 Pursuing Civil Engineering 3rd Year (5th semester) from Aryabhatt Institute of Technology G. T. K.

Road Delhi (BTE Delhi).

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End of report

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