With common TBM configurations, the last assembled ring is contemporarily loaded by the thrust jacks and a generally off-centered tail seal system. In active eccentric scenarios of tail seal passage, significant tail-ring eccentricities can be locked by the opposing action of sealing pressures and thrust jacks (Gil Lorenzo, 2022). In this paper, the in situ response of the CAM3 instrumented ring in the Crossrail’s Thames tunnel (CTT) during active eccentric tail seal passage is examined in detail. The field data comprises selected TBM data, the distributed strain measurements of a Brillouin Optical Time Domain Reflectometer (BOTDR), plus the output quantities of vibrating wire strain gauges (VWSGs) and biaxial micro-electro-mechanical system (MEMS) tiltmeters. The field data was completed with relevant analytical models (Gil Lorenzo, 2019a; 2022) and compared with the outputs of the finite element (FE) model conducted alongside (Gil Lorenzo, 2021a; 2021b), showing good agreement with the FE-computed deformational quantities. It was found that the eccentric tail seal passage was the main cause of the high and uneven lining pressures detected at the early stages of tunnelling. The active eccentric tail seal passage, with upwards seal pressure gradients and downwards transverse jack forces, triggered the ring deformations in the unsupported tunnel, which became essentially irrecoverable. The radial rotations of the outer springline segment were largely affected by the interfacial quality between ram shoe and segment first, and between segments once the next ring was erected. The high sealing pressure gradients yielded a 0.12% ring distortion ratio increment already close to recommended construction limits. The top half of the non-bedded ring behaved as an arch-like structure with the crown segment supported by the neighbouring rings. At the lower segments, the hoop curvatures were the result of the ring ovalisation whereas, at the upper segments, the hoop curvatures were primarily induced by the inward radial jack forces. The outer springline segment worked under considerable torsion in the first TBM cycle. Initial in-plane angularities in longitudinal joints with contact at the rear can be accentuated by the advance of the sealing pressures from rear to front and become irreversible. Longitudinal cracking is more likely in the first TBM cycle while the ring is radially loaded at the rear only. In addition, a field example of concrete cracking in a segment with a defective packer support after ring erection is provided.