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    4 views12 pages

    LTA Special Edition LR06 PDF

    Uploaded by

    Christian Sanjaya

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
    Flag for inappropriate content
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    Sere Tag cen CSOs hg Puasa es ate mented SUN TM ayaa SCAN ca Rome NCR hm USING THE SPRAYED CONCRETE Nea ae) 08 aDVANCE TUNNELS FOR Geeta \e Relatee ere iT etm tvd reten revit s D erm sey cue = SAFETY NEWS SPECIAL EDITION LAUNCHING OF PRECAST BEAMS IN QUEENSWAY EXTENSION PROJECT erty eet eee ee ete PN eee Se eee Cee oad the flyover across the railway eee eeant en! eS ee Pee ees een eect Risk Assessment and Hazard Identification & Mitigation of Risks At the begining ofthe project, the sks associated with the works art of the callway line below the proposed s located ina trough. Tere wasa possiblity anes moved close tothe t09 ofthe slope were analysed. The Queensway Extension of shoe fllure when 0 carry out the twas made to the embankments along the stretch of the work zone inching. To prevent slope failure, reinforcemen As there was the possibilty of debris relling into the railway reserve and on o the tracks, debris fences were erected before the commencement af any ground wrk to prevent loose earth a from encroaching onto the railway Ine All possible obstructions to the movement of cranes, suchas telegragh poles and trees, were either removed or marked out clearly an the ‘ground. The positioning ofthe cranes then had to take into consideration the obstructions that could nat be removed, As the wark was across an operational rilway line where the tran ‘operations could nat be disrupted, the launching had to be executed + scheduled train services. The putside the period of the regu information on scheduled tran services vas obtained fram the operator x h Melayu Berhad (TMB) and the work was scheduled accordingly. There was however the possibilty of unscheduled services during the right for transporation of goods, movement of maintenance vehicles, ee, This information was only known to KIM, Clase ison with KTMB was therefore necessary to take into consideration such In adlition to working closely with KTMB on the unscheduled services, cuts were stationed Tanjong Pagar railway station, locate site an at the Bukit Timah railway tation five minutes from the w welve minutes away, to provide early warning. Lookouts were also stationed 500 metres away on both sides from the worksite to provide last minute warning, No erection of machinery platform or scaffolding was allowed within ne railway reserve. The se itself was ako ver tight and only a arrow corridor was available for a sas well a5 for th manoeuvring. As the delivery of beams could only be effected from one side of the railway reserve, at some point t passed over to the bveams had to sane on the other side, The transfer would 0 be made in mid-air over the railway line. Suitable cranes had to ct radi forthe traverse of the booms and the zane fr the passing of fen the site constraints, The ate the manoeuvre g he beam had to be carefully calculated. The radi and the passing zone were subsequently marked out on sit so that ground staff could see itclearhy SAFETY NEWS SPECIAL EDITION. Planning on paper could only offer a two-dimensional overview of a ‘three-dimensiona problem. It was impartant to cheek onthe ground whether wnat had been planned could be caried out effectively. The planned positioning and movements were checked on site with the contractor and thelr crane operators to confirm that it could be achieved, and adjustments were made where necessary. Emergency Planning and Exercise ‘An emergency response plan was implemented taking into account ‘the variaus pasible scenarias,e9. topping f eranes and beams into the ralmay reserve ard the necessary ations to be taken The stenarios and corrective actions to be taken were discussed in detal with the contractor, sub-contractors and subsequently with Safety Division Tre emergency respons plan was rehearsed onsite so all parties were familiar withthe procedures, Machinery that woul be required to be Used in the event of an emergeney such as breakers and excavators vere kept on standby on the site The emergency response plan was provided to the KTMB and their Johor staff were briefed accordingly Consultation with SCDF and MOM. ‘A-channel for communications was established with SCOF whose services would be called upon in the event ofan emergency. SCDF ‘was briefed about the sensitivity ofthe works, the launching procedures, the emergency scenarios and the response plan. SCOF officers visited ‘the site to familiarise themselves. As the works progressed and asthe access routes changes, SCDF was kept updated, The Ministry of Manpower (MOM) was also briefed on the works. 'MOM's approval was obtained to remove immesiately any fallen beam or machinery within the ralay eserve without having to wait for the arrival of MOM personel Launching Operations Tree cranes were used for the actual launching. The beams were delivered to the site via the Queensway side and were picked up by 4 300-ton capacity fixed crane and a 100-ton capacity crawler crane The function of the 200-ton crane was to bring one end ofthe precast tbeam into the transfer zane. At this point 4 150-ton crawler crane fn the other side of the reserve would receive the beam and the transfer was carted out To achieve the mid-air transfer without erecting any platform within the railway reserve, specially fabricated man-cages were fixed onto the precast beams to allow men to gain access and work on the shackles necessary to effect the transfer. Several man-cages were used to allow the men to walk along the beam after having climbed Up into the man-cage TMB cooperated by stationing their staff atthe worksite dung the launching operation. They too kept in contact with ther colleagues in the Johor and Tanjong Pagar ralway stations for information about the movement of the trains and approximate remaining travel time to reach the worksite. After every launching and casting work, inspections were carried out with the KIMB staff to ensure thatthe railway line was clear and in time forthe following days scheduled train service. No launching of beams was carried during daylight hours. Only preparatory and equipment maintenance work was dane during this time. Ini ‘The launching ofall the sisty-five precast beams was carried out between 4 June and 20 August 2004. With goad planing, good risk ‘management, strict adherence to agreed procedures and with the cooperation of KIMB, the work was accomplished without any accident orincdent. Nedumaran Ramasamy Road Constration CONSTRUCTION OF MRT TUNNEL NEAR HOCK KEE HOUSE ees) eee) Lebar (PYL)cut-and-cover section Paes SO ea ar HOCK KEE Seer HOUSE CE ee ieee eg ed oe nad House, a five in 1963 and founded on mostly Cee a m thee Risk Assessment on Buildings Before the commencement of construction works at the PYL south cut-ande-cove section, the ground settlement contours based on the combined effects af developed onstructng the retaining walls, 3, bored tunnelling and consolidation settlement grouting, excavat Based on this settlement profile, the influence zone {up to Smm wen’) was determined and all buildings identified tobe within 1 were individually assessed The affected buildings were assessed for damage based on caleulated tensile strains. The classification on degree of severity fo shown in the following table, Most buildings and structures are considered to be of lot rik ifthe precited degre of damage is within ? iin and Coraing, 1988) ategory of Oto 2 (8 Limiting fenste | Normal Degree Category of Strain (06) of Severity Damage 0000 ~ 0980 Nestle ° 0050 ~ 0075 Very Slight 1 0075 ~ 0180 Sight 2 0150 ~ 0300 Moderate 3 >0300 | Severe to Very Severe 4105 PYL(CCL) Risk Management The hazards asoriated with each construction activity were compiled into a rik register to manitor the like haod and consequence af each rise and the residual risks after the mitigation measures were implemented. The risks assessed to affect Hock Kee House would be excessive ground movernent due to exe water tal 9 the b fation works and lowered ight cause excessive diferent ent The method chosen to mitigate the rsks is in turn ilding structure was to construct diaphragm walls to minimise migration of ground water and preloading struts to minimise defermation of the éaphragn wall, A comare implemented around PYL south to measure the performance ofthe tem 10 compare against the design values instruments would serve as an early indicator so th measures could be implemented deviation from the pre-determined values. Some of the contingency The close monitoring of quickly in the event of excessive measures are sted below: Additional stuts Increase preload values ocalse step excavation Soil improvement Recharge wells Repait/propping of building structure Backtl Evaevate aeeupants from affected buildings excavated atea An effective line of communication was essential to ensure thatthe ard timely desision could be made to es. The flanchart be monitoring data were asses implemen the contingency mea munication 3 reparting an temporary works monitoring, SAFETYNES SPECIAL EDITION, Construction Contractor Submission of ly iestument ings t Construction ofthe dlaphragm walls atthe PYL south eut-and-cover section commenced in May 2003. The monitoring results showed thatthe settlement of Hock Kee House was less ‘than Som and was within the predicted range. However, in July 2003, cracks were observed ‘na column Site investigations proceeded and confirmed thatthe uilding was founded an Aad ran | | tings ater than on ies sume inthe ial setlemen aah. The eegor af comngeney Professional damage to Hock Kee House was re-classified to "Moderate", based on the re-analysis, A a= decision was made toinstallan ado jt rot layer to stengten the temporary wor. [After the completion of the addtional grouting works, exeavation atthe PYL south ut-and cover section commenced in February 2004 assessnenof| insoament readings t Petornanee seceplle Na Area f= Yes Work continues (On 22 April 2004, a stop-work order was issued to Contract 823 ta re-check all temporary works design, The stop-work oder was lifted in July 2008 on the basis thatthe temporary works design would comply with the new requirements White the re-design took place, the instruments at Hock Kee House showed a trend of settlement even though excavation works had stopped atthe second strut level as shown inthe gragh below, Lines oF Communication for Reporting ‘on Temporary Works Monitoring Settlement Markers at Hock Kee House (L2406 to L2408) TTT PHEPl Gill Habib Setement Tend at Hock Kee House To prevent further damage to Hock Kee House, the southern excavated cul-and-cover section was backfilled in December 2004 as pat of the Scheme to shorten the eut-and-caver section by 30m. During this time LA engage two structural consultants to carry aut independent checks on Hock Kee House, They recommended that the impact to Hock Kee House could not be reduced to a significant level even with the implementation of the shortening scheme. In order to ensure the safety tothe occupants, Hock Kee House was acquired an August 2005 and demolished in November 2008. erin ‘The impact of construction works to Hock Kee House depended very ‘much an the actual behaviour af the ground asthe works progressed. ‘A comprehensive instrumentation and monitoring regime provided an early inaiation of ground behaviour to compare against the design. Hazards to each construction activity identiied enabled contingeney measures to be implemented in 2 timely manner when necessary. With the completion of re-design tothe temporary work construction had re-commenced in October 2005 as soon as Hock Kee House was ‘evacuated, New diaphragm walls had been installed and strutted excavation works are naw in progress Tan Ui Chaw Project Engineer ‘ele Line ‘SAFETY IN BUILDING THE FORT CANNING TUNNEL USING SPRAYED CONCRETE LINING METHOD Introduction SCL Construction Sequence The tunnel vided into top heading, bench and in The length ofeach excavation round af top heading was Tm. Each top heading was immediately closed witha temporary invert just before ‘dumpling, Bench and invert were excavated tagether at 2m per oun. ‘The support system was made up ofthe pe-suppor and primary ning support. The pre-suoy de up of 40 numbers of grouted fore- P panese as Al Ground Fastening (AGP. Excavation tok place under the prtection of this pre-support umbrel The p of designs 1 system, known by the ‘of 300mm thik shoterete lining 2 layers of A1O welded sat Tt longitudinal spacing ngth 40N Imm rein The Fort Canning Tunnel is the fi wire Fabric (WWF) with lattice gi Using the Sprayed Concrete Lining (SCL) method. It is @ 350m long tunnel built as part of a 500m new road to link the Stamford |e pe Ar sun Road/Armenian Street junction to Penang Road towards Or Road, The three-lane road tunnel runs beneath two roads nal Rise and Canning Walk The Fort Canning Hil i on one side of the tunnel, and the Singapore History Museum (SHM) ison the other. The ‘tunnel when completed will provide a more direct nk and uninterupted flow for taffe along Stamford Road towards Penang Road 180m ofthe Fort Canning Tunnel is constructed using the SCL method The overburden above the from dm to 9m. The SCL rel i relatively shallow, ranging els about 15m wide and 11m high. inet Ibtalaton of a eound fering AGH . 5a B Competed bench and ner Safety Cor ns Thisis the frst oad tunnel in Singapore built using SCL method. is big tunnel of 15x 115m fabout 135 ~ 145m2) as compared to crass passage in rail tunnel, In view of issues related to cellanses of SCL tunnels world-wide, eg, Heathrow Tunnel, the project veam studied the Health & Safety Executive (HSE) publications "Safety of New Austrian Tunrelling Method (NATM) Tunnels ~ A Review of Sprayed Concrete Lined Tunnels and “The Collapse of NATM Tunnel at Heathrow Airport’, and visited on-gaing and completed SCL. tunnels in Japan before the commencement of excavation warks. The team identified the following main rst: = callapse of excavation, especially the crown + failure of tunnel face = failure of shoterete fining = settlement above ground and adjacent buildings = water inflow into tunnel during excavation. Risk managementinitigation measures were considered and taken at design and construction stage Design of the SCL excavation profile was carried out by Contractor's consultants TYLinall Zeidler, using PHASE 20 software. comprehensive review and additional analyses was carved out to ensure robustness and completeness of the design, Contractor conducted adcitionalcheck by Prof Lee Fook Hou using ABAQUS 30 software for low and high coverourden eases. For an overall view, Contractor brought in Prot [Nakagawa for Varaguehi Univesity to conduct review af the desig. LTA inaukition engaged Prof Andrew White to arty out an independent check who di the analsis using PLAXIS 30. Tosuppor the design view, an intensive sol investigation was carried out. series of boreholes along the tunnel alignment at staggered tom cfe spacing on both sides was done, which produced comprenensive sail profile identiying the different layers af residual sels and locations of boulders During the construction stage, a comprehensive instrumentation ‘maritaring plan was implemented with daly/wice daily monitoring acation plan of comprehensive soi ivestiotion frequency. At the ground surface above the top ofthe tunnel, arrays of 10 points of ground settlement values at every 10m were monitored. Within the tunnel, deformation of the crown, sidewalls and footings at every $m were abo monitored. Coupled with the monitoring of the instruments, visual observation ofthe excavated soil and the conditions lof the open face were carried out dally to check the matching of the soll types with the design parameters and sol profile Contemotion of ol ioers /aropertes In the daily excavation work, tit safety rules were implemented anc safety measures were putin place to safeguard the safety of workers and Supervisors. Ventilation duet ard fan with capacity of 700m'fmin was installed asthe excavation face moved ahead, General fluorescent lights ‘wer installed a every Sm interval with emergency lights at every 50m interval on standby. Emergency phone and alarm were aso installs in ‘he tunnel Designated access into and inside the tunnel was introduces ta reduce the conflict of workers withthe dill jumbo and shoterete machine pis lorie, ete working within the ight tunnel space. Fr access into the tunnel a tunrel lly system was implemented and workers were ‘equipped with standard PPE as well as tight-fitting gas mast, er plugs and goggles As the warks was carid out within a confined space area aie quality checks were earied out at hourly interval, Conclusion Fort Canning Tunnel celebrated its breakthrough en 29 March 2006, The bench and invert was finally completed on 5 April 2006. It became the fist road tunnel in Singapore tobe built using the SCL method, I was also completed without any falureleollapse and no major construction aesdents. The safe and successful completion of the SCL tunnel i possible because of careful risk management of all issues pertaining to the investigation, planning, design, construction and ‘moritoring Hor Kwai Yeo, Serio Engineer Chao Eng Grok Poet anager Road Developmen & Management ADVANCE TUNNELS FOR PILE REMOVAL IN CIRCLE LINE CONTRACT 852 erty The ey Sry inthe eens ens Overview of Construction of the Advance Tunnels ach tunnel was excavated in two stages comprising a heading and an inve typical advance length of tm. Probe drilling was catied out routinely to verity prevailing ground conditions in advance of excavation and glass reinforced plastic forepoe arrays ind conditions, Stel ples encountered within the confines: tunnel envelope would be partially removed. The remaining section of steel ples would bi removed by small hand-dug excavations afer completing the advance tunnels Hazards Encountered During the construction of the outer tunnel, consierabl inflow of water was encounters about Bm away from the existing station, It was suspected thatthe ground was having hydraulic connectivity to the bacefileand between the permanent station wall and the mperary earth retaining system consisting of solder piles and timber lagging. Some settlement ofthe NEL structures anc road viaduct was experienced. Tere mas a kelinoo of further ground settlement ofthe surrounding ac table if excavation was ta continue, Excavation temporarily halted so that 2 Solution could be worked out Risk Management a from LTA, the main contractor, ask force, comprising represe rs) theexsting NEL tunnels At the same Person (Supervision), Prfessianal Engineer (lemparary tunnel designer and several specialist consultants of considerable experience, was assembled to evaluate the design of n ex ed mining man: ne, the contactor increased the pool of expertise by appoint senior tunnelling engineer fram the and grouting subcontractor SAFETY ENS SPECIAL EDITION. 2), Arisk workshop was conducted to identify all the ris associated with potential water ingress due {o further excavation Subsequently a revised tunnel design and construction method was devised to mitigate the hazards identified. The features ofthe re-design ae summarised a follows ‘Area of Concern ee as Buck band sounding | Vere rouing and hozontl | Fst bck bar on the near se was ‘re cxsing sation wall | Gling angatecons ance | EEOE8 with vera jeteoutig whee Pea sure ces was vale Secon cll Sanat the frie was ately grating rough ail ies. ‘il permeate features | Horna ailing and goutinecton | Grout was injected though horizontally Underneath exiting station eile pes. Geog genet eature | Block grouting ‘A gouted blk extending up to 12 ahead (ove) of the tunnel face for seating permeable features in the ground. Unstable thinsoilcover | Selig ot hsalatn with rut | Stel ine rotted with non-retunvahes between the turneteroun | neon pote ‘or grouting to creat a rot prtection for andthe station tase sab te excavation, Prleremovalfom TBM as | Enlarging tunnel size to cover full | SCL atvance tunnel e-

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