TUNNEL BORING MACHINES FOR THE SRISAILAM CANAL TUNNELS, ANDHRA PRADESH, INDIA

David Salisbury1, Desiree Willis2

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Robbins Asia Pacific, China Hong Kong City, Canton Road, Kowloon, Hong Kong SAR, China 2 The Robbins Company, S.194th St., Kent, Washington, 98032, United States of America

Keywords: TBM, India, hard rock, OFTA

INTRODUCTION The city of Hyderabad and the surrounding province of Andhra Pradesh, India has, for decades, faced an increasing struggle for a reliable source of fresh water. Local drinking water is known to carry excessive levels of fluoride, which poses a long-term health risk to the local population, their livestock and the diverse natural flora and fauna of the region. To address this problem the government of Andhra Pradesh has commissioned the Alimineti Madhava Reddy (AMR) project comprising over 100km of aqueduct canals and tunnels to transfer water from the Srisailam Reservoir to 120,000 hectares of farmland, as well as providing a greatly improved source of drinking water to over 500 villages and the city of Hyderabad. As part of this network, one of the longest tunnels ever constructed in India is being driven across the Amrabad plateau, which contains the Rajiv Gandhi wild life sanctuary and the Nagarjuna Sagar reserve, at 3568km2 Indias largest tiger reserve. To minimize the environmental impact on the reserve, the contractor Jaiprakash JV elected to use two tunnel boring machines (TBM), one working from each portal and meeting in the middle. At 43.5km in length, and 9.2m diameter, tunnel-1 will be the longest tunnel in the world to be constructed without any intermediate points of access. Another section of the overall scheme, the Pula Subbiah Veligonda project will construct a similar 9.2m diameter, 19.2km long tunnel from the right bank of the river, beneath the Nagarjuna Sagar reserve, to irrigate 160,000 hectares of farmland to the south. This paper will describe the planning of the project, and the selection and procurement of the TBMs. It will also outline the development of the on-site first time assembly (OFTA) method now being adopted successfully on this project and a number of Robbins projects around the world. Finally it will provide an update on the progress and difficulties overcome on the AMR project up to the time of writing. PROJECT BACKGROUND The Andhra Pradesh region of India has an average annual rainfall of just 925mm, making it one of the most arid states in India. A scheme to provide a clean reliable and cheap water supply to this region has been planned since 1983. These projects are two of a number of large irrigation schemes intended to greatly improve the availability and reliability of water around the region. The two projects emanate from the Srisailam reservoir and will provide water to four districts in Andhra Pradesh. The AMR and Veligonda tunnels will utilize three identical 10.0m diameter Robbins Double Shield TBMs and conveyor systems, and will also be supplied with Robbins cutters, spare parts, and field service personnel.

Alimineti Madhava Reddy (AMR) Project The AMR Project begins at the left bank of the Srisailam Reservoir on the Krishna River. Two main tunnels will distribute surplus water through a network of canals to the plains of the Nalgonda District. The water will be used to irrigate 120,000 hectares of farmland and will provide potable water to 516 villages. The main tunnel, Tunnel-1, starts from an intake basin just upstream from the Srisailam dam and travels from south to north for 43.5km to a balancing reservoir on the Dindi River, making it the worlds longest TBM-driven tunnel without intermediate access. A second, 7.3km long, 8.7m diameter, drill and blast tunnel running northeast from the Dindi river will then distribute the water to a network of canals. Pula Subbaiah Veligonda Project On the opposite side of the Srisailam Reservoir is the Pula Subbaiah Veligonda project. Two parallel, 19.2km long tunnels, Veligonda Tunnel-2, will transfer 1.2 billion m3 of floodwater annually via a network of five canals to over 1,600km2 of farmland in the three districts of Prakasam, Nellore, and Kadapa.

Figure 1 AMR and Veligonda Projects location

GEOLOGY The geology of the Andhra Pradesh region is generally very stable, unlike the conditions in North of the country. It is part of the ancient South Indian Peninsular Shield, and consists of two main rock types; quartzite and granite. The project site is in a remote area with very little previous geological information available. Therefore the geology of the tunnel has been interpreted mainly from surface mapping and aerial photography. The main contractor, Jaiprakash, completed a walkover of the surface and survey of all river valleys above the tunnel. This led to some concerns over the lack of cover to the tunnel in one river valley, resulting in a realignment of the project. Other useful geological information on the southern section has been interpolated from the nearby underground power stations and other related excavations on the Srisailam reservoir, some 5km from the tunnel inlet portal. At the AMR Project the ground conditions from the southern inlet consist of quartzite zones with an unconfined compressive strength (UCS) of typically 80 to 250MPa, and up to 450MPa. These are layered and separated by shale for approximately 60% of the length. The remaining 40% of the northern section of the tunnel will pass through granite with a UCS of typically 100 to 230MPa.

PROJECT CONSTRAINTS Alignment The vertical alignment is a single downhill 0.03% gradient from south to north. The concern over the low cover geology led to a revised horizontal alignment from the initial straight tunnel. The revised alignment incorporates two 10km radius curves at the southern end to push the alignment approximately 1km West as it crosses the Mamidirevu Vagu valley, thus achieving over 100m of rock cover. The large radius curves allow the segments to be designed as if the tunnel were straight with only plane correction packing required. Programme The entire project is expected to take about 60 months to complete, and should be operational by December 2012. This relatively tight schedule for such a long drive effectively dictated the use of two double shield TBMs, with other considerations to mitigate the programme including the OFTA method allowing the Downstream outlet portal TBM to be launched in May 2008. However, at the inlet portal the works area would not be ready until the end of April 2009, with the TBM scheduled to start assembly in May 2009 and launched in August 2009. Personnel Jaiprakash has extensive experience in civil construction and drill and blast tunnelling, but little in the field of TBM tunnelling. It was therefore essential to them that the TBM supply contract included personnel suitably experienced in hard rock TBM tunnelling to work with the Jaiprakash workforce. To meet this requirement, Robbins has a full time site staff including both Indian nationals and expatriates. These personnel carry out all the maintenance of the TBM as well as providing supervision of cutter changing and the overall tunnelling operations. Training the local workforce in the various specialized skills required for efficient operation of a high performance TBM has led to a longer than expected learning curve at the start of the outlet tunnel drive. Portals The outlet portal surface area was maximized to be 45m wide and 160m long to allow the full length of the TBM to be assembled to minimize the time taken for launching the machine. A deep trench was excavated in the granite to provide the site formation, see Figure 2. However, at the inlet portal the tunnel invert level is 30m below the top water level of the reservoir, protected by a bund wall. This meant that the site had to be reduced to 120m by 45m and would take much longer to prepare. TBM SPECIFICATION Selection process Following a detailed selection process double shields were eventually finalized as the best choice for the tunnel excavation by Jaiprakash. Consideration was given to using open TBMs and single shielded TBMs. However, the simplest and most reliable solution, of using two 10.0m diameter double shield machines boring from opposite ends of the 43.5km tunnel, at the inlet and outlet portals was the final choice.
Figure 2 AMR outfall portal site

The main reasons behind these decisions were: Construction of lining simultaneously with excavation Envisaged difficulties with the geology and unknown associated risk No temporary support required, and difficulty to quantify Optimized programme as no need for follow on concrete lining Two high performance TBMs of the same type, one working from each end. Cutters The machines utilize back-loading 20-inch diameter cutters, which provide for a more efficient excavation and longer cutter life. Specially designed drive motors also allow each machine to run at a higher than normal rpm, compensating for low expected penetration rates in the hard rock. In squeezing ground, each cutterhead is also capable of vertical movement to allow for overboring. Segmental lining Each machine will install 300mm thick concrete segments, which will serve as a final liner to make the finished tunnel diameter of 9.2m. As the TBMs bore, invert segments are laid directly on the excavated surface and the 6+1 ring erected using dowels on the circle joints and spear bolts on the radial joints. Stability of the segment rings is achieved through a combination of pea gravel injection and grouting to fill the annulus outside the lining. Boring through precast blind weep holes in the concrete lining to relieve external pressure can also be used to mitigate groundwater seepage. Probe drill A probe drill on each of the machines can be utilized to verify geology 30m ahead of the TBM. The drill is capable of 360 rotation and can alternatively serve for drilling grouting arrays. Large 40kW dewatering pumps located on the back-up have been specially designed to pump any water away from the tunnel face. This is required on both the uphill and downhill drives, as the final hydraulic gradient is so shallow. Data logging To monitor TBM performance throughout the project, a newly designed data logging system has been installed on each machine. Real-time meters allow the measurement of parameters including cutterhead motor amperage, cutterhead power, and gripper cylinder pressure. Information is relayed to bespoke designed software which allows multiple choice displays, viewable by the machine operator, Tunnel Superintendent and Engineers to allow monitoring and adjustment of all TBM equipment. Data can also be generated in graphic form to view trends over time. The data logging system on these machines is more advanced than those previously used, monitoring a greater number of parameters, allowing equipment performance to be examined and maintenance planning to be performed on a continuous basis. TBM Backup The backup consists of seven decks and a towed California crossing. The backup has been designed to run on an outer rail which is recycled once this is exposed at the rear of the equipment. All the backup structure was fabricated in India. Each supply train can deliver enough materials and segments for two complete excavation cycles all unloaded in one fast operation. At the full 22km length of the drive it will take over 1.25 hours of travelling time for the supply trains to reach the TBM.

The backup decks have two main levels and carry all the necessary equipment for running the TBM: Deck 0 TBM conveyor, transfer conveyor and bridge gantry, towing connection between TBM and backup, hydraulic power packs; Rail laying area. Deck 1 and Deck 2 Electrical cabinets, transformers and VFD equipment; Segment handling equipment on the lower deck Deck 3 Invert and secondary grouting mixers, pumps and material handling equipment Deck 4 Pea gravel injection equipment, storage hoppers and handling system Deck 5 Water supply and dewatering system. Emergency refuge chambers Deck 6 Air compressors, high voltage cable reel and ventilation equipment Deck 7 Ventilation equipment and dust scrubber system, duct magazine and hose reels California crossing Towed by the backup and running on the backup outer rails. The backup decks are over 120m long and weigh unloaded 450t. Emergency Chambers Safety concerns in long tunnels necessitate the use of refuge chambers. On the AMR TBMs chambers have been included which are able to accommodate the full working shift. Two separate pressurized containers on the back-up decks provide a capacity for 32 people. The containers are connected to a compressed air line from the surface. Should a fire or similar emergency occur, compressed air is stored in cylinders sufficient for 32 persons for a two hour period should pressurization not be possible. Veligonda Project A third identical 10.0m diameter Robbins double shield machine was designed for the nearby Veligonda tunnel-2. Design elements of this third machine, such as the use of back-loading 20-inch cutters, are the same as those for the two AMR machines. The machine was delivered to site in late 2008, again with OFTA being used for its commissioning procedure. The machine is programmed to commence excavation in March 2009 alongside another 7.7m diameter TBM excavating a parallel tunnel. CONTINUOUS CONVEYORS A continuous conveyor system was selected as the most efficient method of spoil handling for the projects. The system is the longest conveyor drive Robbins conveyor division has ever provided, with the AMR tunnels each containing two reaches of 11.25km and the Veligonda tunnel extending a single flight of 19.2km. To take the belt to greater lengths, more powerful drives are needed with booster drives at approximately 5.5km spacing. The 914mm wide steel cable belt system will be powered by a total of seven drive motorsone main drive with two 300kW motors at the tunnel portal plus three booster drives with a total of five motors
Figure 3 Stacker conveyor at outfall portal
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inside the tunnel. They have a capacity of 800 tonnes per hour, with a speed of 3m/s and a cassette capacity of 600m. Once the TBMs bore the first 11.25km of their respective drives, the fixed tailpiece and the belt storage cassette will be moved inside the tunnel, allowing for the continuous addition of belt to the next conveyor flight. Muck removed during the course of the project will be recycled as backfill gravel, segment aggregate and rock fill on many of the projects balancing reservoirs. At the outlet portal is an incline conveyor and a stacker conveyor. The stacker allows a stockpile of 9m height over an arc of 45 degrees. 5000m3 can be stockpiled with muck removal by truck. The construction sites for the AMR and Veligonda tunnels are two to three hours away from each other by road, making it possible to exchange conveyor components; hence the conveyor systems themselves are nearly identical for maximum efficiency.

ON-SITE FIRST TIME ASSEMBLY Robbins first developed OFTA for the 14.44m diameter Niagara TBM as a way to build a large diameter machine in a relatively small amount of time. OFTA allows TBMs to be initially assembled onsite, rather than in a manufacturing facility. The process eliminates all pre-assembly and disassembly in workshops and requires fewer total man-hours as a result. The reductions in man-power and shipping of large components generally add up to significant cost savings. By analyzing the risks and benefits in advance it is possible to determine on which projects this method will provide time and cost savings. Pre-planning is generally done months in advance to ensure that adequate personnel, cranes, and other lifting devices are available at the site. Multiple quality control measures are put in place to make sure the OFTA process runs as efficiently as possible. A typical project requires that Robbins engineers develop a complete set of procedures for the assembly. Key personnel are then provided to oversee the assembly, including mechanics, electrical engineers, welders, fitters, and field service supervisors. Several developments in the TBM manufacturing process have assisted the development of OFTA: The ability to visualize accurately the assembly of component parts using 3D graphics CAD software has greatly reduced the risk of clashes and conflicts between components which was not previously available with 2D drawings; The use of modular components allows each component to be tested at its own point of manufacture, eliminating any real need for repeat factory testing at a TBM assembly shop. Standardisation of TBMs and repeat designs allows many of the testing and commissioning problems to be eliminated through the generations of machines. Since its inception at Niagara, OFTA has been used in the planning for a number of machines and was immediately recognized as offering potential benefits to the AMR and Veligonda projects. OFTA at the AMR outlet portal The TBM order for the AMR project was signed in May 2007 and components for the first 10m machine began arriving in late 2007 only eight months after the finalizing the order, with all components for the first TBM delivered to site within 13 months. Gantry cranes capable of lifting up to 170 tonnes were assembled at the outfall

Figure 4 Assembly of the TBM at the outfall portal

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portal to hoist machine components into the launch pit. Machine components including the cutterhead, gripper system, forward shield, and telescopic shield, were assembled in a concrete cradle, see Figure 4. The finished TBM then crawled forward by reacting against invert segments installed progressively up to the tunnel entrance, see Figure 5. The back-up decks and other supporting equipment was assembled concurrently as well as the main components of the conveyor system. The whole assembly process was completed in 16 weeks, this was slightly longer than planned and some minor miss-matches of components had to be overcome. The remoteness of the project and the lack of an experience local labour force to support the Robbins site team added to the delays. Nevertheless, the whole process of TBM order to commissioning using the OFTA process led to a saving of over 4 months on the critical path of the project.
Figure 5 The fully assembled TBM

EARLY CHALLENGES Groundwater inflow The granite section of the tunnel is blocky and fractured with dolerite dykes, this has led to significant water flowing into the face. This water is picked up by the cutterhead buckets and deposited on the conveyor, this forms an abrasive paste which causes rapid wear to the conveyor scrapers. Water draining from the belt also affects the segment erector causing mechanical problems. Different scrapers were tried to improve this problem. Water carried along the conveyor system also caused a problem for the inclined conveyor and the stacker conveyor at the portal. The stacker conveyor angle has been reduced to limit this problem. Boulder damage to the conveyor The blocky rock led to large boulders entering the cutterhead, and being dropped onto the conveyor. Some of these boulders block in the transfer hoppers causing massive tears in the conveyor belt. Boulders also would roll back and drop off the incline and stacker conveyor, see figure 6. Additional grizzly bars were added to the cutterhead openings to reduce the size of rocks passing into the cutterhead. This has also helped with the problems of boulders. Figure 6 Boulders on the stacker conveyor Other issues The project suffers regular power outage causing loss of production and safety concerns. The site has full generator back-up but this takes time to start and is expensive to run.
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The TBM tail shield is open-bottomed which allows the invert segment to be set directly against the exposed rock surface. Early problems with the ring build required the opening size to be widened to cover the bottom three segments. This in practice initially did not work and packing had to be placed beneath the segment. The solution proved to be to increase the opening allowing the interaction between the lower three segments and the tail shield to be minimized. Excavated material is being recycled for aggregate including the backfill for the annulus around the segments. The coarseness of the crushed granite is not ideal for this function causing excessive wear and difficulty in placing. The injection system has been moved forward from deck 6 to deck 2 to reduce the wear. The local labour force is not experienced in TBM work, while this was expected it has led to a lengthened learning curve process. Robbins has put together a detailed training course which takes the Contractors personnel through four stages of learning from general tunnelling to looking in detail at electrical and hydraulic circuitry and studying the operation and maintenance manuals of the equipment. PROJECT UPDATE Excavation commenced on 19th May 2008. By mid March 2009 the first TBM had achieved over 2,500m of its predicted 22.5km drive. Early difficulties with the geology had been expected as well as the learning curve for training local personnel in the operation and maintenance of the TBM and conveyor systems. Following a three week stoppage in January 2009 to replace a cracked main bearing seal progress has improved with all the best day, week and months so far being achieved in the first quarter of 2009. Excavation outputs up to the 12th March 2009 are given in Figure 7. Modifications to the TBM and conveyor systems to deal with the blocky ground and groundwater have been made and are proving effective. Excavation rates are expected to increase significantly in 2009.

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Production Records at 12 March 2009 Best calendar month Best Payment period month Best Day Best Week

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401.85 423.53 27.03 117.05

Figure 7 Monthly progress for first 10 months

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CONCLUSIONS The OFTA method can be used on any TBM type at any diameter, though it is best suited to the larger diameter projects. In 2008 Robbins also completed the assembly of the 12.4m diameter Main Beam TBM for the Jinping-II Hydroelectric Project. The jobsite, located in a remote area of Chinas Sichuan Province, requires that most components be shipped via barge on the nearby Yalong River (a tributary of the Yangtze). The OFTA process allowed for decreased shipping costs and shipping risks since the assembly was achieved during the high water season of the Yangtze, where the barges could be used. At other times the TBM components would have required road transport utilizing very expensive heavy haulage equipment. At the end of 2008 Robbins had orders for several future machines which will utilize OFTA. The second AMR TBM and the Veligonda Tunnel No. 2 machine discussed above; The 12km long 10.0m diameter EPB TBM Sleemanabad Carrier Canal tunnel in Madhya Pradesh, India; and a 9.59m diameter EPB TBM for the 6.2km long Mexico City Metros Line 12. The OFTA approach is being considered in all Robbins future machine proposals. Future developments utilizing 4D graphics (3D assembly animation linked to a programme timeline) that will allow greater levels of planning and control of the OFTA Figure 8 The AMR project team process are currently being planned. ACKNOWLEDGEMENTS The authors would like to thank the AMR site team, especially Jim Clark and Bill Brundan, for their photographs, input and updates on the project. REFERENCES
Willis, D. (2008), Robbins TBM Assembly Method Fits Up with Tight Schedules, The Robbins Company press release. Willis, D. (2008), Robbins TBMs Excavate Indias water tunnels, The Robbins Company press release.