International Journal of Innovative Research in Science, Engineering and Technology (IJIRSET)

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DOI:10.15680/IJIRSET.2021.1004001

RESEARCH STUDY ON ANALYSIS OF DESIGN AND

CONSTRUCTION OF CROSSOVERS & CROSS
PASSAGES IN MUMBAI METRO
Muhammad Sadiq Merchant 1, Dr. N.G. Gore 2
P.G. Student, Department of Civil Engineering, M.G.M.’S College of Engineering and Technology, Navi Mumbai,
Maharashtra, India1
Professor, Department of Civil Engineering, M.G.M.’S College of Engineering and Technology, Navi Mumbai,
Maharashtra, India2

ABSTRACT: Cross passages are critical elements in transit and highway tunnels, providing a means of safe
emergency egress between adjacent running tunnels. Although usually short in length, they are often technically
challenging and can pose significant construction risks. In this Research, study on design and construction of cross passage
of Mumbai Metro are discussed using a case history from a contract the Aqua Line 3 of the Mumbai Metro, also known as
Colaba-Bandra-Seepz Line of the Mumbai metro project. In order to start to build permanent structural works in TBM
driven shafts as early as possible, construction activities of cross passages should be isolated from TBM shafts. Vertical
shafts for cross passages were thus installed between the two main running tunnels from ground surface level to increase
workable areas as well as to transport excavated spoil. The 227m long crossover was designed by Geoconsult and is 18m
wide at its widest point. The cavern is being built using the New Austrian Tunnelling Method (NATM). Per Endacom, this
was the first time in Indian metro history that this support method has been used. Besides 91 cross-passages, Mumbai
Metro’s Line-3 has major NATM tunnels being built throughout its course at places like Cuffe Parade, Hutatma Chowk,
Kalbadevi, Girgaon, Grant Road, Santacruz, Sitladevi and Marol Naka. Details of design and construction of the cross
passage will be reported in this research.

KEYWORDS:Tunnel, Cross Passage, Cross passage construction, Tunneling Methods, NATM, Conatruction Methods.

I. INTRODUCTION

For the past several decades, the construction and use of underground railway systems has been developing at an
extraordinary rate because of rapid urbanization and the improvement of shield tunneling technology. The final step of
tunnel construction is designing cross passages. Cross passages are generally built in conjunction with drainage systems to
allow the essential functions of catchment, drainage, rescue operations, and escape. Because of the short lengths of most
cross passages, the mine tunneling method is usually the preferred excavation technique for cross-passage construction.
In the present urban transportation, there is an increasing demand for extensive use of underground space in the
form of tunnels. In general, where tunnels are provided in twin tubes, Cross Passage is constructed at regular intervals to
connect the adjacent tubes for safe egress. Cross passage is a small passageway built between tunnels (or) it can be
connected between the tunnels with a horizontal & vertical shaft to reach the ground surface level. The length of CP is
generally equal of one tunnel diameter. The work involved is very laborious with high risk involved. Cross passage areas
are usually mined by hand after the main tunnel is excavated. Functionally: Cross passage is used for evacuation of
passengers and maintenance access in case of emergencies. Usually at lowest point along the alignment location of sump is
provided, from which water infiltration in to the tunnel can be collected and pumped to the surface for disposal.
The Mumbai Metro is a rapid transit system serving the city of Mumbai, Maharashtra, and the wider metropolitan
region. The system is designed to reduce traffic congestion in the city, and supplement the overcrowded  Mumbai Local
Train network. It is being built in three phases over a 15-year period, with overall completion expected in 2025. When
completed, the core system will comprise eight high-capacity metro railway lines, spanning a total of 235 kilometres
(146 mi) (24% underground, the rest elevated, with a minuscule portion built at-grade), and serviced by 200 stations.
The Mumbai Metro Rail Corporation Ltd (MMRC), registered under provisions of Company Act, 1956, was
constituted as a fully owned company of the MMRDA on 30 April 2008, as per state government directives. On 27
February 2012, the Central Government gave in-principle approval to the plan for Line 3. In April 2012, the MMRDA
announced plans to grant the MMRC increased management autonomy, in an effort to enhance the project's operational
efficiency.
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 International Journal of Innovative Research in Science, Engineering and Technology (IJIRSET)

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DOI:10.15680/IJIRSET.2021.1004001

II. LITERATURE REVIEW

Cross passages are generally built in conjunction with drainage systems to allow the essential functions of
catchment, drainage, rescue operations, and escape. Because of the short lengths of most cross passages, the mine tunneling
method is usually the preferred excavation technique for cross-passage construction. These techniques typically include the
use of ground treatment measures, excavators, rockbreakers, rock bolting and shotcrete lining from within the tunnels.

Tsai Y.Y et al. (2010), analyzed Construction of Cross Passage of Delhi Metro using a case history from a
contract at south end of Qutab Minar Line of the Delhi metro project. Analyses using 3- dimensional FEM program
MIDAS GTS were undertaken in order to evaluate ground deformations induced by the construction of the cross passage. It
is concluded that the ground deformation induced is very small (up to 5mm) and this might be connected with high soil
stiffness as well as arch influence generated by a circular excavation and construction activities of cross passages should be
isolated from TBM shafts.
Cheng K.H. et al. (2013), studied Construction of a Cross Passage between Two MRT Tunnels. He analyzed the
ground improvement and excavation of a cross passage between two shield tunnels for the construction of Tu-chen Line of
Taipei Rapid Transit Systems. It is concluded that the subsurface conditions encountered at great depths might be quite
complicated. He said under the threat of the tremendous groundwater pressure, to keep the construction on the safe side, it
is suggested to maintain a cautious attitude and take conservative measures and also when facing potential underground
hazards, to reduce the risk of construction, the designer is suggested to adopt the “Multiple Lines of Defense” concept.
Yan Qixiang et al. (2017), had studied Nonlinear Transient Analysis of Temperature Fields in an AGF Project
used for a Cross-Passage Tunnel in the Suzhou Metro which carried out a detailed examination on the evolution process of
the freezing curtain and the transition process of unfrozen water in an Artificial Ground Freezing (AGF) project used for a
cross-passage tunnel in the Suzhou Metro, China. Basic mathematical techniques were used to address the nonlinear
transient thermal conduction unruly considering the release of latent heat. The freezing front gradually grew outside to meet
and combine with the adjacent freezing fronts, and a local frozen region was formed. With the increase in freezing time, the
freezing curtain continued to grow in thickness until it entered the freezing maintenance period and achieved a stable
freezing curtain.
Zhi-Xiang Zhan et al. (2020), studied In situ monitoring of temperature and deformation fields of a tunnel cross
passage in Changzhou Metro constructed by AGF. . Based on the in situ monitoring, the temperature field of the freezing
wall and the deformation field around a cross passage was studied in this paper. The results show that the descent speed of
the soil temperature is large at the beginning and becomes small gradually and finally tends to be stable After 47 days of
positive freezing period, the formation of freezing wall is satisfactory and the average thickness is greater than the designed
value, which means that the freezing scheme of the cross passage is successful.
III. METHODOLOGY
Construction Methodology in Mumbai Metro
1. Construction of station box by cut & cover method
2. Construction of station box by New Austrian Tunneling Method (NATM)
3. Construction of tunnels by Tunnel Boring Machine (TBM)

This method statement explains the NATM Construction of Cross Passage of Mumbai Metro
 Surveying Layout marking.
 Fixing of temporary steel structure in main tunnel.
 Probe hole and drainage hole.
 Spilling and Grouting.
 Removal of Segment.
 Dewatering arrangement Working platform.
 Excavation & Primary Lining.
 Installation of Permanent Support behind opening.
 Dewatering/Drilling Bore Wells in Sump.
 Installation of the invert drainage pipe.
 Tunnel services
 Ventilation
 Inspection test plan

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IV. CONSTRUCTION

Two 5.85 metre diameter twin tunnels of 33.5 km each our digged at a depth of 20–25 metres. Seventeen tunnel
boring machines (TBMs), each weighing around 1400 tonnes and costing ₹120 crore (US$17 million), were used to dig
tunnels and record 41 breakthroughs. The TBMs were lowered through shafts or pits using a specialized crane. Pre-cast
segments were put on the tunnels' diameter to prevent cave ins, after the TBMs bore 1.2 metres.
Tunnels were digged through a mix of soil and basalt rock. TBMs can dig at an average rate of 8 metres per day
through rock, and at a rate of 14 metres per day through soil. After TBMs bore through section, the metro tunnel was lined
with pre-cast concrete rings to strengthen the tunnels. Boring and placing rings occurs sequentially.
Cross passage construction work using NATM ( New Austrian Tunnel Method) begins at Box A of MarolNaka
station. NATM is used to widen the station platform which is initially tunneled by the TBM. This 230 m long and 15 m
wide MarolNaka station will have 16 cross passages that will be constructed connecting station box to the platform. Out of
these 12 cross passages will be used for public access and 4 for other services.
The Metro Tunnel will have 26 cross passages located approximately 230 metres apart along its tunnel alignment.
Besides 91 cross-passages, Mumbai Metro’s Line-3 has major NATM tunnels being built throughout its course at places
like Cuffe Parade, Hutatma Chowk, Kalbadevi, Girgaon, Grant Road, Santacruz, Sitladevi and Marol Naka
The Metro Tunnel cross passages are being constructed from below ground within the tunnels after the tunnel
boring machines (TBMs) have passed through.
The cross passages are generally constructed using traditional mining techniques to create a link between the two
tunnels. These techniques typically include the use of ground treatment measures, excavators, rockbreakers, rock bolting
and shotcrete lining from within the tunnels.

V. AGENCIES INVOLVED

In this research, design, construction methodology and problem encountered during construction of one such
structure has been described by analyzing case of a Cross-passage being constructed by Larsen & Toubro and
Shanghai Tunnel Engineering Co. for twin tunnels between Colaba and Bandra underground stations for project
Colaba - Bandra – SEEPZ also know as Aqua Line 3 of 'Mumbai MMRDA Project of Phase-I Line 3'.

Construction of the Colaba-Bandra-Seepz metro involves a number of large national and supra national
entities and sub contractors. These sub contractors, mostly involved in the tunneling works and mostly joint ventures
include L&T-STEC (A joint venture between Larsen & Toubro India and STEC a large Chinese infrastructure
company based in Shanghai), CEC-ITD CEM-TPL, Dogus-Soma, HCC-MMS and J.Kumar-CRTG. More than 100
Sub contractors and third parties have been used for various construction and relocation works including tunneling,
boring, diversion of pipelines, realty consultancy and land acquisition.

VI. NEED OF STUDY

In recent years, lots of soft ground tunnels, including metro tunnels and road tunnels, have been constructed in many
cities. Nearly all tunnels have cross passages between two tubes. Cross passage construction between twin tunnels is one of
the most critical aspects of an underground metro tunnelling project. Tunnelling professionals often face a world of
unpredictability. They do not need more unpleasant surprises that can arise during cross-passage construction. This includes
soil, rock, water and gas conditions that are not as expected or accurately investigated. Designer and contractors often
prescribe significant temporary steel support systems within the mainline tunnels during cross passage construction to help
support the estimated loads and minimize deformation during break-in and break-out. Such an approach is expensive and
timeintensive. A significant improvement could be realized by incorporating the required support into the liner system.
Further, Cross passage construction often requires expensive and time consuming dewatering and ground improvement to
stabilize the soil. These processes require significant effort and are often a significant source of risk and cause of delay.
Conventional dewatering via surface wells has been replaced in some instances by vacuum dewatering from the tunnel
level and by ground freezing. Ground improvement is accomplished through jet grouting and fore poling. One common
way to add predictability into cross passage construction is by modifying the ground conditions, to give tunnellers a better
idea of what to expect. Often, this is achieved by drilling down from the surface and treating the ground at the location of
the cross-passage or, in some other way that makes the ground easier to work.

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This can pose several kinds of problems:

1. There is a need to reach the site from surface, which can cause conflicts with landowners regarding access,
and concerns about possible impacts to their property.
2. There is a large impact on public utilities as well as blocked off access to stores, roads, sidewalks and
driveways.
3. Cost involved in drilling and injection.
4. Modifying the ground condition treatment may take days or even months to complete thereby adding
uncertainty to the schedule.
5. Even when the modifying treatment is established, there is no certainty regarding the conditions that the
cross passage builders will encounter.

There are many kind of methods to build in cross passages in soft ground such as, cut-and cover, mining
methods, and combined method, in which the most successful and popular one, mining method with ground improved by
artificial ground freezing and its risk prevention and safety protection measures, are introduced.

VII. CROSS OVERS AND CROSS PASSAGES

Cross-passages are reinforced concrete structures built in between either two tunnels (as in case of twin tunnel
systems) or a tunnel and the ground surface. They are provided to serve two primary purposes namely, emergency escape
and maintenance work.
Cross passages are required to be constructed for a certain length of underground metro tunnels to provide for
emergency and maintenance access. In general, a cross passage is either built between two tunnels, or can be connected
between the tunnel and surface level, more commonly known as an escape shaft.
Cross passages are critical safety elements in transit and highway tunnels, providing refuges or a means of egress
between adjacent tunnels during emergencies such as fire in a tunnel or any incident which results in the closure of a
section of a tunnel. For this reason, placement of cross passages along the tunnel alignment has important safety
implications and must be carefully considered. National Fire Protection Association Standard “NFPA 130: Standard for
fixed Guideway Transit and Passenger Rail Systems” requires cross passages to be constructed between the main tunnels
for safety and evacuation. For twin bore tunnels, cross passages may be used in lieu of emergency exit stairways to the
surface, at a maximum spacing of 244m (800ft.). They require minimum internal dimensions of 1120mm (44in.) in clear
width and 2100mm (7ft.) in height.

 Surface level ground improvement works

– Utility services investigation and relocation if required
– Establishment of a works site and mobilization of ground improvement equipment and machinery
– Drilling underground to the desired ground improvement position
– Pumping grout into the drilled hole
– Repeating until the cross passage area has been treated
– Testing the permeability and strength of the ground improvement, and continuing ground improvement
until sufficiently complete
– Demobilization and reinstatement of the area
 Below ground works
– TBMs build tunnels through the area
– Cross passages constructed below ground from within the constructed tunnels using conventional
mining techniques.

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Fig. 1 Cross Passages in Tunnel

Fig. 2. Design Of Mumbai Metro Cross Passage

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Fig. 3 Site Visit

Fig. 4 Site Visit Fig. 5 Site Visit

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