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Underground MRT in Kuala Lumpur – the Inevitable Urban Transit Solution

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Underground MRT in Kuala Lumpur – the Inevitable Urban Transit Solution DATO’ IR. PAUL HA TIING TAI Underground MRT in Kuala Lumpur – The Inevitable Urban Transit Solution (Date received: 29.6.2018/Date accepted: 06.09.2018) Dato’ Ir. Paul Ha Tiing Tai BEng (Hons.), FIEM, FICE, FIStructE, PEng Deputy Group Managing Director Gamuda Berhad ABSTRACT The traffic congestion in Kuala Lumpur and the high demand for urban space would inevitably lead to an underground transit system. The underground works will be posed with all the constraints and challenges in both design and construction that is unique to Kuala Lumpur’s geology, land use and social-economic structure. The successfully completed underground section of the Sg. Buloh to Kajang (SBK), Klang Valley Mass Rapid Transit (KVMRT) Project between Semantan and Maluri was based on a design and build contract by MMC Gamuda Joint Venture. This paper presents the engineering challenges related to deep excavation and tunnelling in the different geology encountered along the SBK line which include but not limited to the topics highlighted hereafter. The design of deep excavation, temporary retaining systems and other associated works for stations and its performance in Kenny Hill and Kuala Lumpur Limestone. The tunnelling works connecting all the underground stations including the innovative variable density tunnel boring machine, the risk management process, building damage assessment/protection and monitoring particularly to verify the performance of unconventional construction sequence. This paper also make reference to the efforts made to develop the human resource in order to meet the tight construction program. The successful completion of the project is only possible with the dedication and commitment of the client, the management and the support of the many dedicated staff who had laboured tirelessly to complete the project on time and in a safe manner. The valiant effort and cooperation of various parties are gratefully acknowledged without which the subject matter of this lecture would not have been possible. Keywords: Deep Excavation, Karsts, Kenny Hill Formation, Kuala Lumpur Limestone, Risk Management, TBM, Tunnelling, Tunnel Boring Machine. 1.0 INTRODUCTION deep excavation and tunnelling in urban or built environment is very challenging and entails high risks. These challenges and The traffic congestion in Kuala Lumpur, the time loss in risks had been mitigated/managed through design, construction travelling, the increased carbon footprint, the uncertainty in planning and execution, selecting the right tools and machinery travel times is an impediment to productivity and a “turn off” for the job and some of these measures undertaken from design to investors. To address these concerns, the government has to completion of the project is presented in this paper. identified that an integrated sustainable transportation system is of paramount importance to the Economic Transformation of Greater Kuala Lumpur/Klang Valley National Key Economic 2.0 GENERAL GEOLOGY Area (Greater KL/KV KREA). The mass rapid transit project, From Figure 1, the general geology map of Map of Kuala namely the MRT project from Sg. Buloh to Kajang (SBK) line is Lumpur, the SBK alignment traverses through about 5.3km pivotal in realising the objective of achieving the target of 50% of of Kenny Hill Formation and the remaining 4.0km is in KL all trips to be done by using public transport by the year 2020. The Limestone Formation. The SBK line has 7 underground stations high demand for urban space has led to the use of underground and four of the underground stations namely KL Sentral, Pasar space for car parks, commercial activities, public transportation Seni, Merdeka and Bukit Bintang Station are within the Kenny systems and pedestrian/vehicular access. The SBK alignment Hill Formation whilst three underground stations namely, in downtown KL had gone underground due to the lack of a Pasar Rakyat, Cochrane and Maluri Station are within the KL suitable at grade or elevated corridor. Going underground had Limestone Formation. the advantage of maintaining the current skyline or “cityscape” The Kenny Hill Formation is predominantly a sequence and the least social and environmental impact as the construction of interbedded sandstone, siltstones and shales/mudstones activities were conducted underground. The disposal of tunnel overlain by stiff over-consolidated soils predominately of muck and the supply of tunnel segments and other construction sandy silty Clay and Silty Sand. The Kenny Hill Formation materials were managed from within the tunnel between the had undergone metamorphism resulting in quartzite and schist/ work fronts and surface support facilities sited at a convenient phyllite. The variability in thickness of the hard soil and depth of location with least inconvenience or impact to the public. The metamorphosed sedimentary rock for each station present unique 9.3 km underground section which included seven underground design and construction challenges as well as the selection of an stations and twin bored tunnels was awarded to MMC Gamuda optimal type of deep retention wall system. Join Venture (MGKT) as a design and build contract. In general, 2 Journal – The Institution of Engineers, Malaysia (Vol. 79, No. 1, June 2018) UNDERGROUND MRT IN KUALA LUMPUR – THE INEVITABLE URBAN TRANSIT SOLUTION The major underground works for the SBK line were the stations and tunnelling works. It was imperative that in this design and build contract with a very tight schedule, the design and construction teams must be fully engaged to provide updated information to the planner. This has minimised potential delays and program clashes. Delinking the tunnelling and station box construction and optimized the number of TBMs to match the space or sites available to launch and support the tunnelling activities had been considered to minimise program risks and project delays. LEGEND For station box construction, the selection of the type of KENNY HILL retention system should take into consideration of the ground KL LIMESTONE condition as well as the market supply chain of specialist KAJANG FORMATION contractors especially when all the works are expected to GRANITE commence concurrently. In this class of works, the highest risk is probably ground related risks. Figure 1: KVMRT alignment with underground stations In deep excavation work, the selection of the right retention superimposed on the Geology Map of Kuala Lumpur (1993) system, efficient temporary support system with adequate redundancy coupled with an efficient or construction friendly The Kuala Lumpur Limestone Formation along the design will be the key to success. The method of construction alignment is composed of fine to coarse grained, white to grey, and works stages may have a significant impact to the works predominantly recrystallised limestone, with local developments and the surrounding environment and structures. In some of dolomitic limestone. The alluvium is underlain by a highly cases, ground treatment works may be required to improve the irregular bedrock containing an intricate three-dimensional subsurface properties to provide the level improvement required network of voids and solution channels. These features are for the works (for example strength, stiffness or permeability, consistent with Extreme Karst classification according to etc.). Waltham & Fookes (2003). This Karstic feature poses many The selection TBM is somewhat governed by the geology, problems to tunnelling as well as the design and construction the rock type and its consequential soil derivatives. In SBK line of deep underground retention structures. The irregular rock two types of TBM were proposed, EPBs were proposed for levels and the unknown rock quality necessitate the selection Kenny Hill Formation and Variable density (VD) TBM was of flexible and robust retention systems to cope with such selected for Kuala Lumpur Limestone Formation. variabilities. At locations with shallow bedrock, grout cut off systems are required to prevent high water inflows and 3.1 Managing Deep Excavation Works development of sinkholes during excavation. Some of the karsts Deep excavation works especially for underground metro features reported or encountered in KL limestone have been stations would take a few years to complete and they are presented by Tan (2005) and Yeap (1986). normally located in a built environment. Hence, the deep excavation works will inevitably require some form of ground 3.0 MRT UNDERGROUND WORKS water and lateral/vertical deformation control during excavation. The depths of excavation, the ground conditions and the land In order to meet the transit objectives and safety requirements use around the excavation, governs the method of groundwater of the underground section of the MRT line, the following control and groundwater level preservation. In relatively shallow underground structures form an integral part of the underground excavation or green field environment, dewatering could be transit system, namely, underground stations, cross overs and feasible. In reality, some form of cut-off system is necessary in cross passages as well as ventilation and escape shafts. The cross minimising seepage and migration of fines into the excavation passages and adits will not be covered in this paper, the major over the long construction period anticipated. As such, a trench components of deep excavation of underground stations and type retention system (e.g. diaphragm walls) or some form of tunnelling will be presented. interlocking retention
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