Foreseen Challenges In Underground Tunneling For

Mumbai Metro Line 3

S.K.GUPTA
Director (Projects)/MMRCL
25.05.2018
CONTENTS OF PRESENTATION

• Project Route
• Project Overview
• Challenges
• MML – 3 Geology, Mumbai
• Technical challenges
• NATM
• TBMs selection
• Building Condition
• Monitoring
• Quality Assurance
PROJECT ROUTE
PROJECT ROUTE

Fully Underground
• Length: 33.5 Km
• Stations: 27 (26 U/G + 1)
• Completion Cost: US$ 3.5 Billion
• Phase 1: SEEPZ to BKC- June 2021
Phase 2: BKC to Cuffe Parade- Dec 2021

2021 2031
Ridership 1.22 Million 1.70 Million
Headway 4 min, 16sec 2 min, 55 sec
(CP-BKC)
256 sec 175 sec
Coaches 248 (31 x 8 336 (42 x 8 cars)
cars)
PROJECT OVERVIEW
PROJECT OVERVIEW(CIVIL WORKS)

Contract Packages – Civil Works

Packag Length Stations
Limits
e No. (K.M.) Cut & Cover NATM
Cuffe Parade, Vidhan Bhavan, Hutatma Chowk
1 Cuffe Parade to CST 4.20 Churchgate
C.S.T. Kalbadevi, Girgaoan,
2 CST to Mumbai Central 4.05
Grant Road
Mumbai Central, Mahalakshami,
3 Mumbai Central to Worli 5.06 Science Museum, Acharya Atre -
Chowk, Worli
Siddhi Vinayak, Dadar Shitaladevi
4 Worli to Dharavi 6.08

5 Dharavi to Santacruz 4.94 Dharavi, B.K.C., VidyaNagari Santa Cruz

Santacruz to CSIA CSIA Domestic, Sahar Road,

6 4.45 CSIA International Airport -
(International)
CSIA (International) to MIDC, SEEPZ Marol Naka
7 4.16
SEEPZ
Total Length of the Corridor 33.5
 CHALLENGES
The Mumbai city will see such a big scale infrastructure intervention, spanning
33.5 km in the city for the first time in recent history. The project poses number of
challenges:

Administrative
Geological
Technical
Logistics etc.

I will cover only the Geological and Technical

Challenge(Topographical and QA related)
 Mumbai Geology
Reclamation History of Mumbai City
TOWARDS SEEPZ PAREL MAZGAON

B.K.C.

LITTLE COLABA

GIRGAON

CUFFE PARADE

DADAR

MUMBAI CHURCHGATE
RECLAIMED LAND
CENTRAL

MAHIM WORLI BOMBAY COLABA

9
Mumbai Geology, Historical Background
Mumbai Geology

• Mumbai : Seven islands with history of reclamation since 1800

• Deccan trap formation – 65 Ma ago
• Parent rocks of Mumbai region are volcanic in nature
• Basalt, Breccia, Tuff
• Intertrappean Sedimentary Rocks like Shale (long period of
quiescence in volcanic activity)
• Thickness of overburden soil 1.0 m to 14.0 m.
• Predominantly: Marine Clay, boulders, filled-up material
• Ground Water is close to ground level
MML – 3 GEOLOGY, MUMBAI
Anticipated Construction Challenges

Geological Possible Construction Issues

Condition
Compact Basalt High degree of jointing, water bearing strata, rock fall, instability

Contact Boundary Filling of clay at contact plane, weak rock mass at contact zone
between Basalt and
Breccia
Tuff, Tuff Breccia Clay minerals in rocks produce sticky muck and may jam cutters
affecting progress

Intertrappean Shale Unstable due to their inherent softness which may be aggravated
by their closely spaced laminations, water seepage along bedding
planes, rock fall due to softening in contact with water, swelling
behaviour
MML – 3 GEOLOGY, MUMBAI

Varying Geological Conditions

Ground Water
Table

18.6 STATION
m

Shale, Breccia, Basalt Grade

IV, V
Basalt Grade I, TUNNEL
II
Challenges in TBM Tunnelling - Varying Geological Conditions
TECHNICAL CHALLANGES
Technical
• The corridor passes through densely populated and congested parts of
Mumbai

• It is practically unavoidable not to have tunnels passing directly

underneath or in a close proximity of existing buildings and existing
infrastructure. The alignment is in proximity of :
• High Rise Buildings (existing)
• Proposed Development / Redevelopment
• Heritage Buildings
• Dilapidated Buildings
• Flyovers and Metro Viaduct
• Railway Lines
• Most of the Stations are on road and very close to buildings
• There is limited space for planning and implementing:
• Traffic Diversion
• Utility Diversion
Heritage Buildings

HUTATMA CHOWK
STATION

Arrangement for Cut & Cover Box with One NATM Platform Tunnel outside the Box
HUTATMA CHOWK
STATION HERITAGE
PRECINCT

19
Dilapidated Buildings

GIRGAON
TBM
Tunnel
s

Girgaon
Crossing Railway Lines & Water Bodies

Stabling Sidings & Cross-

Passages by NATM

Tunnel Crown 19.0 m below water Tunnel Crown 15 m below Suburban Railway
level Tracks
Tunnels under Flyovers

CSIA International

Foundation Details of Sahar Elevated

Road based on actual piling records
Variation in rock head SECTION A-A
Tunnels in Proximity of High Rise Buildings

70 m

4.7 m 2.8 4.9 m

m
ROCK
25 m
LEVEL
New Austrian Tunneling Method
(NATM)
NATM TUNNELING

• New Austrian Tunneling Method (NATM) is being employed

extensively in stations to excavate where ground access is not
available. Seven stations out of 26 have a component of NATM
in 4 structural forms
• Reversal siding at Cuffe Parade as well as siding at BKC below a
large water body are to be done by NATM
• NATM requires less land, and are chosen based on the type of
locality /land availability/geology
• Cross-Overs proposed at CST and Sahar Road
• All Cross passages are by NATM
Contract Packages – NATM Work Scope

Package
Limits NATM Work Scope
No.
 Turn back/stabling siding tunnels at Cuffe Parade,
UGC-01 Cuffe Parade to CST  Hutatma Chowk station
 Cross Passages
 Kalbadevi station
 Girgaoan station
UGC-02 CST to Mumbai Central
 Grant Road station
 Cross Passages

UGC-03 Mumbai Central to Worli  Cross Passages

 Shitaladevi station
UGC-04 Worli to Dharavi  Cross Passages
 Santacruz station
UGC-05 Dharavi to Santacruz  Two stabling siding tunnels at BKC
 Cross Passages

UGC-06 Santacruz to CSIA (International)  Cross Passages

 Marol Naka station

UGC-07 CSIA (International) to SEEPZ
 Cross Passages
NATM TUNNELING
KALBADEVI -CROSS SECTION

Cross Section at Cut & Cover Box Cross Section at NATM

TBM For Mumbai Metro Line 3
TBM Design Approval Process - Introduction
TBM by Category
Design Challenges
• Complexity of Geology and Hydrogeological
conditions
• Heritage, religious, high rise and dilapidated
building
• Extremely congested city
• Fast Track Project
TBM by Contractor and Supplier
Approval Process
• TBM selection by contractors
• Standardised Design Approval process
o Integrated approach to design approval
o Re-iterative design review process as more
geotechnical data became available
o Collaborative debates and discussions
TBM Design Requirements
Following TBM design approval parameters were
established during Kick-off meetings

• Initial TBM design was based on Tender Geotechnical Data,

GIR & GFR
• Geometric parameters
o Alignment, excavation diameter, segmental lining
preliminary design, minimum radius of curvature etc.
• Geotechnical and hydrogeological parameters
o Rock Types and Class, water table, permeability,
cohesion etc.

• Mechanical requirements of the TBM

o Thrust pressure, torque, cutter head design
(Particularly on Used TBM) , main bearing loads,
thrust pad and annular grouting requirements
• Other TBM Design Requirements
o Transportation through congested and constrained
road network
o Geo-statical, dead loads, and erection loads
TBM TYPES SELECTED

DUAL MODE HARD ROCK TBM ROCK EPB TBM

Building Condition
Principle Control Process to Protect the Existing Heritage Buildings
and Adjacent Structure

MML3 Project has established a very stringent process in design and

construction stages to safeguard and protect existing heritage buildings, weak
buildings and adjacent structures with respect to structures integrity and
safety.
The control process broadly consists of four(4) stages:
1. Assessment of existing building condition and assigning allowable impact
limit categories.
2. Design the station and tunnelling excavation method impacts to be within
limits of the adjacent buildings categories
3. Design and installation of protection and mitigation measures where
necessary.
4. Close and continuous monitoring duration construction and revising
designs as per steps 2 and 3
• Keeping watch on and getting early warning of any excessive and undue
movement and/or distortion of adjacent ground and buildings is the
underlined principle of the monitoring philosophy.
• Instrumentations are installed on the buildings and ground before
commencement of work to monitor vital parameters of the building and
ground during Construction:
• Settlements
• Tilting
• Distortions
• Ground water level
• Stress and displacement in excavation and support system
• Vibrations
Monitoring Mumbai Metro Line 3
Monitoring and TBM Active Control

Control System
• Controlling of Boring
Process: guide parameters
from interdisciplinary
processing of
geotechnical, geodetic and
machine data
QUALITY ASSURANCE
Quality Assurance
General
Quality Assurance of MML3 is implemented on a well structured state-of-art System,
monitored and recorded to ensure 120 years Infrastructure Design Life.
• Mainstays for assuring quality:
• Contract Documents
• ISO, BIS,DIN, EN
• Project Quality Plan
• Design Quality Plan
• Manufacturer Quality Plan
• Approved Design and Drawings
• Approved Method Statements & ITPs
• Instruments used for ensuring quality:
• Routine Audits & Construction Monitoring
• Approval Process
• Assessment Process
• Request for Inspection (RFIs)
• Contractor’s Surveillance Inspections
• Non Conformance Report (NCRs)
• Corrective Action Report (CARs)
Conclusion
Conclusion

• Dealing with advance geology within an urban environment, similar to

Mumbai, can be problematic, leading to significant tunnelling delays if
not foreseen.

• In variable ground conditions this can prove demanding depending on

Stress State, Rock Competence and Groundwater inflows. Mitigating
delays associated with bad ground at significant depth requires foresight,
comprehensive design solutions and advance planning.

• Tunnelling operations has commenced with 8 TBMs with all TBMs

performing satisfactorily.
General Consultants
Thank you