Technological Challenges In Tunnelling For Kolkata East-West Metro Phase-l * Biswanath Dewanjee, Chief Engineer, Kolkata Metro Rail Corporation Limited Troublesome Transportation Scenario in Kolkata Kolkata has developed over the past three centuries as a major metropolis, which is the focal point of institutional, educational as well as business activities in Eastern India, There was huge influx of cross border migration after the independence as well as creation of Bangladesh and the population of Kolkata increased 28 times since independence. As of 2011, the city and its surrounding urban agglomeration is home to approximately 16.8 milion, making it the third most populous metropolitan area in India. Strong economic activities in Kolkata generated huge transportation demand. The number of vehicles was 10 lakhs in 2001, which willincrease by 200% in 2025. The city has sporadically grown up without any Futuristic master land use plan ‘and existing road network is only 5.4%, which is far ess than URDPFI guidelines of 15-18%. As @ result, Kolkata confronts ‘substantial urban pollution, traffic congestion and road accidents, ‘As per the Master Plan prepared by KMDA, road network can be increased to only 8% due to lack of roadway land and eco- friendly non-road based Mass Rapid Transit System is focused as effective public transportation solution for the city The need for MRTS in Kolkata was felt in the 1960's and the first MRTS in Kolkata was initiated in the 1970s [North-South line] as the first underground metro railin the country and fifth n the entre Asia, It was commissioned partly in 1984 for 17.43 KM and further extended for another 7.57 KM in the year 2010. The construction as well as operation of the North-South line is being done by Metro Railway which is a zonal railway under Indian Railways. As the next phase, itis necessary to build a Metro in east-west direction to cover basic latitude of the city by MRTS network. Apart from this, several other MRTS Corridors are conceived which are in planning or execution stage and total MRTS length planned including existing N-S Line is 125 KM. Alignment & Features of Kolkata East West Metro ‘The total sanctioned project length is 14.67 KM with twin tracks operating on standard gauge [1435mm] comprising 5.74 KM elevated and 8.93 KM underground corridors with 6 elevated and 6 underground stations. The current collection willbe 750V DC/ Third Rail and train operational headway is considered as 2.5mi with requirement of rakes is 84. The Rolling Stock compositions ‘coaches for each train with maximum capacity of 2070 passenga in AW4 Stage loading. This Metro will connect two huge capacity railway terminals at Howrah & Sealdah, International bus terminus at Karunamayee, the CBD of Kolkata as well as major IT Hub at S Lake Sector-V, along with intersection with existing North-South Metro. The busiest station inthis ine wil be Sealdah with station peak hourly load of 53829 passengers. As per DPR, in 2031, daly passenger ridership inthis Metro willbe 6.27 Lakh. Presently realignment in some part of the project isin consideration, which would increase the project length by another 1.878KM. Project execution is considered in two Phases. Phase-lis 9.36KM and presently targeted to be completed in June2018, where civil constructions have progressed considerably while Phase-Il is targeted at August 2019. The sanctioned project is Rs.4874.58 Crore with 46% funded by JICA through ODA Lo: Scope of Underground Corridor This MRTS being constructed through the busiest part of th city with narrow ROW where elevated metro construction isn Practicable, the route length of underground corridor is 8.93, KM [60.87% of total corridor length]. Underground corridors conceived as twin bored tunnels with one track in each tunnel present the proposal of realignment of some part of the project in Phase-Ilis being considered, which will make the total length underground corridor 10.808 KM The entire tunnelling for Phase-i of the project is completed with completed single tunnel length of bored tunnel 5410.3 M and present scope of balance tunneling in Phase-I in terms of, singular bored tunnel is 12168 M. The sharpest curve in Phase was about 280m while in Phase-I there will be more sharp cu of about 200m minimum radius Underground stations are constructed by cut and cover technique with RCC Diaphragm wall of 1.00m to 1.50m width retaining confinement As per kinematic envelop and tolerances as per Schedule of Dimensions, the minimum requirement of internal diameter of constructed tunnel considering standard gauge track with third rail current collection system is 5.4 M.Geology and Selection of Tunnel Boring Machine Construction of underground tunnel for this Metro is a challenge considering soft alluvium deposits in Kolkata subsoil, The depth of tunnel centre varied from as low as 7 m [very low over burden] to 18m in Phase-l, Major tunnelling geology consisted of Silty Clay [CL] and Silty Sand [SM] and partly clayey sift [ML]. In ‘one extreme it goes through dense silty sand with SPT-N values varying from 50 to 69 and in the other extreme, it goes through very soft to soft silty clay with SPT-N value as low as 1. Ground water table is also very close to the ground level. The clayey soil represented very low permeability in places. ‘As per specification of shield tunnelling by the Japan Society of Civil Engineers [1986], the applicability of different techniques of shield tunnel in sub-rocky sub soil are as below: Sera cr Bra tion | Vale Shield | Pressure | Shield Soft Cay a O51 Weihua Sxene iy an ee care Ia SiGe AS A a Hard Cylon C08 eee ered INS cay HOS ee? ae Bs es eros ue Sand Pl loose, 10-50. 20 ee a ek eI Dense -300 + Te Rl a Gravel 20s SUEeReMe x. aN STC 4 Necesststes + Applicable. »=—=«X_—‘Nt applicable study Considering the above, Earth Pressure Balance Shield Machines are chosen for Kolkata. In this method, stability of the face is assured by earth pressure balance technique, where the ‘excavated soll continuously mixes with the previously excavated plastic soil in front as well as behind the cutter head in the ‘excavation chamber. As the plastic soil mass is all around the face during TBM-drive, the lateral force induced by the shield jacks transferred by the bulkhead onto the plastic soil mass makes the earth pressure balance shield work. Thus the face stability and correspondingly the ground movements are controlled. In Phase-I, Bore 660mm Motor 8 ‘two EPBS Diameter tunnel boring FrontSiedOie 6640mm Tightening Torque 4346KNm ania Tai'ScreenDia6620mm Breakaway Torque 5212KNm Internal Dim $800mm Main Thrust 216 have been ter of ume! Cylinders adopted by the Disc Cutter & —TustForce —_35000kN construction Buckets 2 [RS], Working Pressure 350 Bar aaa 4n21L4S] , Cutting Krives: 132 Maximum Vlocty.80mm/nin the following over 115OKW Grabing System — Mechaicl features: Die Hyékaulic Several challenges were encountered in design and construction in Phase-I tunnelling requiring meticulous counter ‘measures to be adopted as below: Challenge ener Soft Gay subsoil Effective design Proper operation Alignment oftunnellring of TM contrl of TBM Less overburden Effective design Proper operation Alignment at places coftunnelining of TM control of T3M Sharp Curves Use of proper Proper operation Alignment taper segments of TEMand control of TEM for right &left correct key leads positioning Close proximity Effective design Proper Precautionary oftunnels ——oftunnelinng monitoring measures Estence of ld Proper Ground Proper Preventive fragile buiings settlement and Monitoring ‘Measures intunnel vicinity buldng condition & control of analysis settlement The precast liner for the tunnel is designed as M40 concrete ‘of 275 mm thickness. Each ring of tunnel consists of 6 precast segments. The width of each ring is 1.5m for radius up to 300m. below which 1.2m width segments are used. Waterproofing In Kolkata subsoil with very high water table, water proofing, ‘of the tunnel is a demanding factor. Each tunnel segment is provided with composite EPDM with Hydrophilic material gasket. Drainage inside tunnel is effected through sumps, which are provided in proper position. There is provision for secondary grouting in each segment to arrest any leakage. Concrete water tightness in Rapid Chloride Penetration Test [RCTP] value not more than 1000 Cu is stipulated in specification. Fly ash and micro-silica are used as mineral admixture in OPC 53 cement in concrete mix to achieve that value. Following Concrete Mix Design for M40 concrete has been adopted: 3 Cd 0PC53| Coarse Cement | Aggregate | gregate Bye Reed ore red io O41 396g RCTP Value 1149 Kg Desired< 1000 Cu TI1Kg 65Kg | 4Kg ‘Max: 990 Cu Min: 600: The tunnelling in Phase-lis planned in 6 numbers of short drives in between stations by setting up launching and retrieval arrangements within the station footprint. Though such short drives involve additional time and cost for shifting of TBM and ‘tunnel logistics, it was most suited in the Kolkata scenario.ree Length eer Pome 753.6m 248m 750.6m 212m 1314.0m 185m Average Progress 1299.5m 192m slowed due to “TBM1Drive3 639.2m 146m _ waiting time for Tama drives 652.9m 150m CRS Permission Advantages of short tunnel drives: 1) Production rate optimum due to easy back up support from close distance, which eases segment feeding and muck disposal il) Land access problem delaying construction of cut and cover stations, which is common issue in city environment does not stop tunnel progress as a whole. ii) The cost associated with use of sacrificial iners for station box {in case of incompletion of station portion] is reduced. ‘Adequate building assessment survey was done prior to construction and every building was critically assessed for settlement and distress during and after tunnelling. The vulnerable buildings were identified and real time monitoring is done using devices ike tilt meter, crack meter etc., and the readings checked against pre-determined alert, alarm and action [AAA] valves. Allthe tunnel drives are completed with successful break through without any intolerable deviation from theoretical tunnel alignment. Thus adoption of effective tunnelling technique, adhering to proper methodology as well as relentless real time monitoring was key to success in such a Metro. Typical Challenge - Case study: Crossing Rail Under Bridge [RUB] Structure Both the tunnels pass under Eastern Railway RUB No X/33 of Sealdah Division of Eastern Rail during 2nd Drive of tunnelling Details of RUB Structure ~ Brick Masonry Abutments with depth 1.8m below GL and foundation width 2.745m. Clear span 12.25m with Steel Plate Girder of 1m depth with riveted connection. The age of the Structure is more than 108 years. Damage Classification: Slight [Burland et al 1977 & Boscardin and. Cording, 1989) e 1 Depth of tunnel crown below EGL is 11.2m and 11.5m while depth of tunnel crown below Foundation is 9.40m and 9.70m; the spacing between tunnels is 17.344 m and the subsoilis sity clay. Cross Section Predicted Settlement analysis using the Guassian curve/ Error function distribution suggested by Peck (1969).Future Scope of Tunnellin Ree ponent j : Poa In Phase-II more than 12 KM of singular tunnel will, 0 40 - be done where 4 numbers of TBMs are deployed biftwo 5 28 1aie construction agencies. Tunnelling under the river Hooghly 10 9 1/265 7: 15 2 m4 | 20 - 1/2500 Thus Ground Movement Analysis and Structure Condition report suggests no serious effect if tunnelling is done carefully with correct tunnelling parameters. Elaborate monitoring was done using surface settlement markers, structure settlement markers and girder settlement monitoring. Existing cracks in RUB Structure were monitored using crack meters; inclinometers were installed in suitable locations. Standing pipe piezometers were installed to check inordinate fluctuation in water level Permission from Commissioner of Railway Safety [CRS] was required as tunnels would pass through live railway track. As per ere ree the advice of CRS, following physical precautions were taken for safety: ~ First Train Stop and proceed. — Speed Restriction: 20 KM per Hour = Continuous monitoring of Rail Parameters by Railway Staff. — Emergency arrangement of ballasts, gunny bags etc. Aligoment Pian will certainly be a remarkable challenge in this Phase as it will be the 1st Metro in India under such mighty river. The river crossing is 520 m in width with tunnels 16 m c/c apart. The crown of the tunnels will be about 13 m from river bed Profile as per readings in Structure Settlement Markers with depth of water about 13 m. The concerned TBMs are Both the tunnels successfully crossed with time gap of about _suitably designed to counter the face pressure at such high 1.5 months. The settlement values observed have barely crossed depth. The tunnelling in this section is expected to start the action value [80% of predicted settlement] and no distress in _ shortly and all arrangements including mobilization of TBMs Railway Track and RUB structure observed. already done.