Underground Metro Construction – Challenges and Solutions

UNDERGROUND METRO CONSTRUCTION - CHALLENGES AND

Abstract: The metro rail system introduced in major Indian cities in recent years has resulted in significant
improvements in the country's transportation infrastructure and intra-city connectivity. Due to rapid
metronization and ever increasing public demand for connecting crowded and congested locations, it is more
and more difficult to plan let alone execute the projects. This note briefly explains one such scenario where
AFCONS as pioneers in top down metro construction is planning to construct an underground station at
Kankaria in Ahmedabad by TBM boring through without construction of head walls.
Keywords: TBM, D-Wall, Underground Metro Station, Grouting.

1.0 INTRODUCTION
The present scenario demands timely completion of works, rather speedy execution of challenging projects. In
difficult site conditions, the method to execute the project plays a major role right from the inception stage
itself. A systematic and scientific analysis along with “Out of the Box” thinking towards execution of a project
will reduce both time and cost of the project and hence make AFCONS a great place to work.
Each project will have its own challenges depending upon site conditions. Hence, the design of each project
will vary based on the prevailing conditions. To execute such challenging projects, the customary or standard
method may either be Time/Cost consuming or may prove unfeasible. In such instance, a specifically derived
method to execute the project will pave way to complete the project within the timelines.
In this note we have demonstrated one such instance where the methodologies envisaged at tender stage didn’t
materialise at the detailed design stage.

2.0 DETAILS OF PROJECT

3.0 KEY ELEMENTS OF KANKARIA UNDERGROUND METRO STATION

Fig. 3.1 Key Elements of Kankaria Station

 Total length of station = 260m

1
Underground Metro Construction – Challenges and Solutions

4.0 CONSTRUCTION SEQUENCE AS PER BID SUBMISSION

1. Complete construction of the D-wall and head wall of the station box.
2. Arrival and breakthrough of TBM-1 from South end of the station box.
3. TBM-1 enters the bell mouth portion of station and is manoeuvred towards centre line of the station.
4. With each Ring TBM-1 is shifted 40mm towards the centre line of station, thus making a clearance of
500mm between the D-wall theoretical inner face and outer surface (extrados) of the tunnel lining.
Accordingly Bell Mouth portion shall be finalised.
5. At Northern Bell mouth area the TBM-1 shall be shifted away from the centre line of station and shall
breakthrough at Northern D-wall. Similar Sequence shall be carried out for TBM-2.

5.0 CHALLENGE
The two TBMs were lowered in the Launching shaft which was located approximately 550m from Kankaria
Station. At tender stage, it was envisaged that by the time TBMs arrive at the Kankaria station, the D-Walls for
the station would have been constructed. The TBMs then would bore through the station length by providing
sacrificial tunnel linings in the station area. But during the execution stage, it was quite apparent that the
construction of D-Walls of the station was not possible due to delay in the handing over of the land. In such
scenario, the planning team had only two options viz; either to stop the tunnelling and wait for the head wall
construction or not to start the tunnelling from the nearby launching shaft at all.

6.0 SOLUTION
As rightly said, a need or problem encourages creative efforts to meet the need to solve the problem, AFCONS
team thought of a new methodology to allow for TBM bore through the station without the construction of head
walls. The new methodology developed is detailed in the next section.

7.0 ADOPTED DETAILED METHOD STATEMENT

STAGE 1: TBM-1 arrives at South end of the box.

TBM-1 passes the head wall location / the bell mouth portion of the Station box (which will be constructed
after handing over of land) and is manoeuvred towards centre line of the station. Approximately 8 rings at the
proposed head wall location are designed with heavier reinforcement to have more structural capacity to
withstand loads of future D-Wall excavation and concreting (Fig. 7.1).
With each Ring TBM-1 is shifted 40mm towards the centre line of station (i.e. 40mm in 1400mm), thus
achieving a clearance of 750mm between the D-wall theoretical inner face and outer surface (extrados) of the
tunnel lining. Accordingly Bell Mouth size is finalised. During tunnelling at proposed head wall location soil
data will be recorded in detail which shall be used later in finalising the future ground consolidation treatment.
Same shall be followed for TBM-2.

Fig. 7.1 Location of heavily reinforced rings at head wall location

2
Underground Metro Construction – Challenges and Solutions

STAGE 2: Construction of Diaphragm Walls.

Before executing D-Wall in head wall region, Steel Rib bracings have to be erected. Steel Ribs of suitable
design at spacing of approx. 700mm will be placed in Tunnel Segments. These are required to provide
additional structural strength to the tunnel during D-Wall execution.
500 mm clearance above the segmental lining shall be kept as shown in Fig.7.2. 4 inner steel ribs shall be
placed at the head wall location.

Fig. 7.2 Details of head walls and consolidation gouging at head wall location.

STAGE 3: Injection grouting shall be done to stabilize the ground around the opening.

Fig. 7.3 Injection grouting-Section

Fig. 7.4 Injection grouting-Plan

STAGE 4: Excavation for station after construction of D-Walls

Prior to excavation of station, consolidation cement/chemical grout/PU grout needs to be done as shown in Fig.
7.2 for ground stabilization around tunnel rings at the head wall location. Perforated Steel pipes can be used for

3
Underground Metro Construction – Challenges and Solutions

better ground support. Ground treatment shall be detailed out from the actual geological conditions encountered
during TBM passage in head wall region.
The station shall be constructed by traditional top down construction. AT the head wall location, a stitch wall
shall be constructed from the base slab connecting the diaphragm wall terminated 500mm above the crown of
the tunnel as shown in section B-B. The stitch wall acts as the tunnel portal connecting the tunnel segmental
rings and station head wall.

Fig. 7.5 Details of Bottom-up construction of RCC wall

8.0 CONCLUSIONS
It is common in India that Metro projects are delayed on account of non-handing over of land/site thus
impacting the scheduled completion of project. Due to such delay, the contractor may incur losses in terms of
time and cost on account of extended stay in project. Hence, the above mentioned methodology can be adapted
to carryout uninterrupted tunnel boring works and subsequently station D-walls can be constructed later
depending upon availability of land thereby ultimately reducing the idling or underutilization cost of special
equipment’s.
The above methodology shall also cater to the scenario if Kankaria land is not handed over as permanent rings
are used in lieu of sacrificial (low reinforcement density) rings. The major cost saving shall be from avoiding
idling cost of special equipment’s like tunnel boring machine.
The adoption of such methodology by AFCONS shall set precedence in construction industry especially in
Underground Metro Projects wherein land acquisition is major concern. Such, innovative and pioneering
methodologies taking due consideration of the risk involved indeed makes AFCONS a great place to work.

REFERENCES
Technical assistance for designing the Method Statement of TBM passing through Kankaria Station, “Tunnel
Consult.”