Challenges of the first subway in Thailand

C. Photayanuvat Mass Rapid Transit Authority of Thailand. C.F. Schulz Bilfinger Berger AG. H. Yamazaki Kumagai Gumi Co., Ltd.

ABSTRACT: MRTA and Contractors faced environmental and complex technical challenges on the first phase of Bangkoks Subway, which was split into North, South and Depot Contracts. Geotechnical substrata of alluvial sediments, marine deposits of unconsolidated very soft clays, overlying very stiff clays upon dense fine sands, and regional subsidence factors, presented major hurdles. In total there are eighteen stations constructed in confined sites, with excavations up to 30m deep and some 400m long, executed within surrounding diaphragm walls, installed within strict traffic management phases. The 22km of twin 6.3m diameter tunnels mostly under roads carrying the citys notorious traffic were divided between North and South. Along the tunnel alignments were many existing and sensitive structures. For the Underground Structures - South Contract (UG-S), and prior to tunnelling, significant preparation works took place for crossing large water tunnels, underpinning and replacing two major khlong bridges and other piled structures. Four EPB TBMs followed station construction in sixteen rapid tunnel drives. 1. INTRODUCTION Rapid economic expansion in Thailand during the late 1980s and early 1990s gave rise to tremendous traffic congestion within the capital of Bangkok and urban surrounds. As a result plans and procurement for transportation infrastructure became a top priority, especially within the city. Early city planning for both road and rail projects focused mainly on surface and viaduct transportation schemes, due to considerations of high costs associated with underground works in Bangkoks extremely sensitive subsoil. One such early viaduct mass transit scheme, part executed by the Bangkok Metropolitan Administration (BMA), is the Bangkok Transit System Corporations (BTSC) light railway developed by Tanayong. A large section of this BTSC scheme has been constructed and has been in operation since 1999. Another overhead scheme was the Hopewell Concession Project, started in 1991, which was privately funded for the State Railway of Thailand (SRT). The SRT eventually withdrew this concession in 1998 after less than the expected amount of work had been carried out. The elevated Sky Train Project was the early plan for the Blue Line heavy rail project, which was bid as a turnkey project and nearly let during 1992 by the Expressway and Rapid Transit Authority of Thailand (ETA). However, successful environmental pressure activists eventually headed off the elevated plan. Firstly by a partial change being conceded for the railway to be underground within a small radius of the city centre, and finally, to the whole metropolitan area being considered and approved for a Su bway. As a result of this political and environmental turnabout circumstance in the Blue Line plan, the Metropolitan Rapid Transit Authority (MRTA) was established. This State Enterprise is directly under the office of the Prime Minister, and was formed to implement the Blue Line System Project as the first subway in Thailand. From some thirty-two International contracting groups applying to bid for the Blue Line MRTA

Subway Project, only nine contenders were eventually pre-qualified for the submittal of a competitive conforming bid in May 1996. In November 1996 the MRTA awarded Contract No. 1 for the design and construction of the Underground Structures-South to the Joint Venture BCKT. Initials of the Joint Venture stand for Bilfinger Berger AG, Ch. Karnchang Co. Ltd., Kumagai Gumi Co., Ltd., and Tokyu Construction Co., Ltd. Construction on Contract No. 1 commenced on 3rd December 1996 and good progress has been made since. His Royal Majesty King Bhumipol Adulyadej graciously proclaimed in late 1999, that the Blue Line Subway should be known henceforth under the new name of the M.R.T. Chaloem Ratchamongkhon Line, (Fig. 1).

which included all M+E works, such as ticketing, communications, signalling and also the provision of the rolling stock. The Concession was let by MRTA as a private sector investment, to the Bangkok Metro Company Limited (BMCL), who became the Railway Operator for the 22km long, eighteenstation subway line. For the supervision and management of these projects the MRTA has appointed four groups of International Consultants. These are: - MRTAs Project Management Consultant (MPMC). - Two Construction Supervision Consultants (CSC-1) for the supervision of the design and construction of the underground structures, as well as lifts and escalators and (CSC-2) for s upervision of the design and construction of the Depot and the Track Work. - Mechanical and Electrical Supervision Consultant (MESC), fo r the supervision of the preliminary design of the M+E Designated and Operators system wide provisions and the rolling stock. Finance for the Project was originally split 40:60, Baht: Yen with the Government providing the Baht element. However, since Thailands economic crisis in 1997, the five Designated Contracts of the Subway Project, have utilised 100% finance by the Japan Bank of International Cooperation (JBIC). On Contract No. 1, the overseas Joint Venture partners of BCKT utilised their previous experience in carrying out similar subway projects within the Asia-Pacific region. Bilfinger Berger had worked in Taipei, Kumagai in HK and Singapore, and Tokyu and Kumagai had both keen active in mass transit development in Japan.

Fig. 1: Layout of the MRT Chaloem Ratchamongkhon Line

2. PROJECT OVERVIEW In addition to Contract No. 1, the MRTA awarded four more separate contracts, one for the Underground Structures-North, one for the Depot, a Contract for the Lift & Escalators and another for the Track Work. These Contracts are referred as Designated Contracts. Further, on 1 st August 2000, the MRTA awarded a 25 year Concession Agreement for the operation of the M.R.T. Chaloem Ratchamongkhon Line subway,

However, the breaking of ground in Thailands capital required another vital ingredient, which was the essential participation of Ch. Karnchang, a leading Thai Contractor, to provide the all round strength to address the challenges of the first soft ground heavy rail subway construction in Bangkok. 2.1 Geology Located at the head of the Gulf of Thailand on the Chao Phraya Plain, Bangkoks subsoil consists of unconsolidated deltaic marine sediments. In terms of risk exposure to underground construction works, the most critical ground is the extensive deposit of soft clay, which extends 10 to 13 metres down from the surface. A stiff clay layer underlies this deposit

with a thickness of approximately 8-15metres, beneath which lies the first aquifer, having significant variations in thickness. In total there are eight principal aquifers extending down as far as 550metres. These consist of very dense fine sands separated by relatively impermeable stiff clay layers. 2.2 Hydrology The hydrology of Bangkok is influenced by the considerable history of ground water abstraction, which occurred throughout the 1970s and early 1980s from the deeper aquifers, affecting strata up to 200m deep. Following the introduction of ground water control measures in the early 1980s, piezometric levels in the deeper aquifers are estimated to be rising at a rate of 1m/year. In the stratum known as the 1st Bangkok sand layer, piezometric levels remain depressed so that at approximately 20m to 23m, cu rrent depth pressures are only 20-40kN/m. The water abstraction has led to regional subsidence, ev ident by very obvious movements of pavements, roads and structures around the city. Regional settlement therefore presents problems in maintaining an instrumentation datum for setting out, and also requires the design to cater for differential articulation due to variation in depth or between light and heavy structures. 2.3 Location The Project is located through the heart of Bangkoks business district, with the subway tunnel alignments below its busiest roads. These surface road arteries are lined with some very sensitive buildings at close quarters to the construction works. The ground level of the Metropolitan area is partially below zero datum, making it extremely vu lnerable to flash floods caused by sudden heavy local down pours, as well as to flooding from over topping of the banks of the Chao Phraya river. 2.4 Schedule The duration of the MRTA Contract No. 1 was set at 260 weeks, and included for the design and construction of nine underground stations with corresponding building services, tunnel ventilation, construction of three deep Intervention Shafts, approximately seven and a half kilometers of twin running tunnels and a 1.2 km long Depot cut and cover approach ramp. The Contractor on Contract No. 1 for the Unde rground Structures-South, with the adjacent MRTA Civil Contract and other Designated Contractors,

were obligated to carry out full design coordination and liaison. Risk and uncertainty associated with the need to coordinate and interface with all the Relevant Authorities, and gain their individual approvals on Contractor proposals, is quite considerable. Grant of permissions for such activities as the necessary phases of traffic management, involving different police departments, and the Office of the Commission for the Management of Land Transportation, (OCMLT), has required considerable resources and advanced presentations, sometimes over several months. Temporary and permanent utility relocations to clear the areas for all the station boxes required a vast amount of work, with no flexibility afforded on Key Dates. Whilst the burden of obtaining approvals was placed upon the Contractors, such complex problems were not usually able to be solved without the assistance of the MRTA and representatives, who also had to spend their resources to convince and overcome the numerous adversities encountered. Acquisition and clearance of land for the Site, which was split into several packages for delivery at certain dates set down in the Contract, was the responsibility of the MRTA. 2.5 Logistics The M.R.T. Chaloem Ratchamongkhon Line is a mega-project, involving large scale excavations and bored tunnels on multiple work fronts within the notoriously traffic saturated inner city. The Works have required the movements of significant quantities of excavated materials out of the area and created demand for large quantities of concrete and other construction materials to be hauled into the same areas. Such a simultaneous demand combined with a surplus of excavated material would have significantly affected to the residents of the city, however coordinated and concerted efforts were made to reduce the impacts of noise and pollution. The task of the adjoining Contractors, all working in parallel, has been to assist each other, comply with the laws, adhere to local police regulations and achieve high environmental standards, which have been enforced by the MRTA and other authorities, including the BMA. Of course there have been some complaints. But for the size of this Project, and the coverage of its ef-

fects within and without the city, it has been seen as a remarkable and successful public relations exercise by the MRTA. Such has been its success that the MRTA and construction of the Subway is now being used as a role model for other future projects. 3. DESIGN

pending on the depth of the soil horizon being considered, and so has a major impact to the interface of the structures with different foundation levels. Station boxes were assessed structurally for the settlement effects due to differing toe level of diaphragm wall and piles. The relative movement of the deeper founded station boxes and the adjoining structures, whether entrances or tunnels, required the provision of careful detailing: e.g. special Omega joints installed at the tunnel eyes which allowed 100mm movement to cover th e predicted assessments. Flexible movement joints had even to be applied to relocated underground utilities crossing the permanent station structures. 3.3 Flood Protection Heavy monsoon rains in the city can quickly exceed the citys high capacity drainage system, causing streets to be under water within minutes. For these flash floods, the Contractor has had to take precautions and be alert during its entire construction period. A watertight concrete barrier surrounded each excavation for structures with stop logs at the gates to prevent any water flooding into the excavated areas and tunnels. A 1.20m high podium with steps and ramps for the disabled at each station entrance is the permanent solution for protection for the completed system. The Project had to be designed to withstand a water level 1.0m above the 1 in 200 year flood level. Research works concluded that this was 3.50m above normal ground level. Precautions for this were implemented by having all openings of the ventilation buildings and Intervention shafts above this level. The glass walls at the entrances are also able to withstand the potential water pressure exerted by such a height of water, and with the help of stop logs across the entrances, the entire system can be fully protected within a short period. A 1 in 200 year incident occurs when rains upcountry cause the Chao Phraya River to flood over its banks and inundate Bangkok, and this occurrence has also to coincide with a very high tidal effect. Such are the parameters for this particular flood case, that sufficient warning is able to be received by MRTA to enable all the necessary preparation and

The JV BCKT selected Sindhu Maunsell Consultants (SMC) as their Designer. SMC employed the architects Dezsenyi and Associates, local Electrical and Mechanical consultants EEC Lincoln Scott and from Germany the tunnelling designers Philip, Schuetz and Partners. SMC had a core team in Bangkok, and with such a restricted time frame, SMC also carried out a large amount of civil design works in Brisbane, Melbourne and United Kingdom. 3.1 Soil Investigation The basis for the 120 years design life of all below ground structures was the JV BCKTs Geotechnical Investigation Report. This report summarized the many additional boreholes that were drilled along the alignment, including the results of the numerous laboratory tests and the already existing MRTA information, to establish the final design parameters. Although the report showed depressed piezometric levels, the design had to allow for re-establishment of full hydrostatic pressures in the long term. The resulting flotation requirements for the station boxes were assessed and were proved to be a critical factor in the design of some of the very deep foundations. 3.2 Subsidence Survey and Regional Settlement The JV BCKT reviewed data from the Royal Thai Survey Department and studies from the Asian Inst itute of Technology. From this it was established that a BMA benchmark in the nearby Lumphini Park was the most stable, and this was adopted as the Project reference benchmark. Continuing control measures to assess the stability of all bench marks used, involved monthly and three monthly precise levelling exercises between Bangkok Subsidence Control at Chulalongkorn Unive rsity to Ramkhamhaeng University, with closure of the traverse loop to allow for adjustment. From these surveys, it was established that the current average annual surface settlement of approximately 10 to 30mm to be the norm in the area of the Works. The settlement occurs at different rates, de-

stop logs to be in place before any inundation can enter the subway system. 3.4 System Safety One of the prime requirements of Contract No. 1 is to provide a safe environment for the use and the operation of the system. The Design followed the National Fire Protection Agencys Standard for fixed guide way Transit and Passenger Rail System, referred as the NFPA 130.

tance provided in the structure. The Concessionaire, prior to completion, will finally expand the Fire Engineering Analyses by the Contractor once operational systems are designed. 4. CONSTRUCTION METHODOLOGY

The tight overall schedule for construction and the need for TBM start shafts, meant that tunnel construction had to follow station construction and tunnelling therefore became the most critical activity for completion. Consequently the JV BCKT prioritized the excavation of certain of the nine stations on the UG-S Co ntract to enable uninterrupted launchings of four TBMs on their individual tunnel drives. 4.1 Stations Schedule concerns and feasibility of the numerous traffic phases gave rise to the selection of the Top Down station excavation method. This can be summarized as follows: - Installation of diaphragm walls to form permanent station walls from the surface. - Vertical H sections installed into bored piles to form central columns for the stations. - Pre excavation and placing temporary steel decking for traffic to pass over the top. - Excavation under the steel decking and installing the permanent concrete roof first, and then the station specific two to four concrete floor stages, which formed the lateral struts for the diaphragm walls on the way down to the base slab. Access holes were left in roof floor slabs for removal and delivery of plant and materials. - Concreting the massive station base slab to seal off ground and water. - Construction of the internal structures, bottom to top, platforms, lift shafts and stairs. - Closing of the access openings left in the roof and floor slabs after entrance works. - E+M installation and architectural finishing. - Final road re-instatement and landscaping. The average station size is approximately 26m wide, 200m long with a depth varying between 20 to 30m, depending on the vertical tunnel alignments. Because of operational crossover considerations, the stations at Hua Lamphong and Phra Ram 9 were enlarged to twice as long as the average.

CH.10+900

CH.16+100

CH.17+770

Fig. 2: Cross section of Intervention Shafts and adits

Based on the individual lengths of each tunnel and to comply with emergency requirements, intervention shafts had to be constructed at 3 locations. Separate hand dug horizontal adits for uses in emergency evacuation, and for ventilation were connected to each tunnel, (Fig. 2). For certain areas, because of site constraints on entrances to the station box plan layouts, where the ideal exit times from stations as quoted in the guide could not be met, a Fire Engineering Analysis was undertaken. Each analysis confirmed that actual exit times in the event of an emergency had a sufficiently safe environment and route for passenger escape. Such analyses take into account factors of the E+M life safety systems, e.g. fire alarms, sprinklers and smoke extract systems, selection of materials for finishes and building fabric and the degree of fire resis-

clays were the prevalent sub-strata, and for which polymer was the chosen treatment. For these two new TBMs at the launching eye of the diaphragm walls, the Japanese partner selected glass fibre reinforcement instead of steel, which allowed the TBM cutting wheel to demolish the diaphragm wall. This appeared to bear much less risk than the Jet grout plugs used by the German partner at their start and arrival shafts at each station. The abutment pile foundations of two large Khlong bridges, situated in the Phra Ram 9 to Sukhumvit alignment directly obstructed the twin tunnel drives in this section. To achieve the required JV target of a continuous tunnelling operation in order to minimize ground settlements, all obstacles needed to be removed in advance, while traffic had to be maintained on the bridge as well as on the waterway at all times.

Fig. 3: Petchaburi Station and Temporary Works Train rails to TBM

4.2 Tunnel Based on the land handover dates specified in the Contract, the stations Phra Ram 9 and Queen Sirikit National Convention Centre (QSNCC) were chosen for TBM start shaft locations. At these two critical stations, two pairs of TBMs commenced their tunnelling operations after the station base slabs had been cast. Upon reaching the next station, the TBMs were pushed on cradles to transport them through the station, to the opposite station end wall and re-launched for the next tunnel drive. The internal diameter of the finished tunnels is 5.7m and the required design thickness of the tunnel precast segments created an external tunnel diameter of 6.30m. Each tunnel ring is made up of 5 segments plus a key stone and the length of a ring is 1.2m. The total of 75,000 segments were produced in a JV owned segment factory, located 65km outside the city. Taking into account the nature of the soils and the close proximity of the adjacent structures, few choices for a TBM other than earth pressure balanced machines could be made. 4.2.1 Tunnel Phra Ram 9 - QSNCC The origin of the JV partners had a strong influence on the brand of TBMs selected. Kumagai Gumi who were responsible for the 6600m long tunnelling section between Phra Ram 9 and QSNCC selected two new EPB TBMs manufactured by Kawasaki Heavy Industries Co., Ltd, (KHI). These KHI TBMs were equipped with direct electric driven 800mm augers for spoil removal. The highest daily advance rate of 38 tunnel rings was achieved in this section where medium to very stiff

Fig. 4: Installation of TBM at Phra Ram 9

This required installations of temporary steel decking, and a sequence of traffic management phases to facilitate the underpinning of the bridge supports by new piling outside the line of tunnel alignments, and the removal of the old obstructing piles. All TBMs advanced with the support of 20 double jacks, each with a thrust force of 100t accumulating to 4000t. Equipped with an articulation joint to allow tunnelling at a smaller radius, they also had a lock to enter the chamber in case of any emergency. 4.2.2 Tunnel QSNCC Hua Lamphong

The 8230m tunnel drives in the section between QSNCC and Hua Lamphong were executed by staff seconded from Bilfinger Berg er in Germany. The highest monthly rate for tunnel progress was recorded in this section with 624 rings.

with their potable water supply and could not be interrupted or cut off. The first such crossing and interface was near QSNCC on a tight tunnel radius of R=200m, with a slope of 3.5%, and very close to the start shaft. This early tunnelling exercise at the commencement of the tunnel teams learning curve made for a serious challenge. With the help of surface settlement points and extensometers, over the initial 205m driven, it was possible to observe a progressive reduction of measured surface movements, originally recorded at 60mm. As the TBM progressed, this reduced to 20mm. Although this demonstrated a positive trend the TBM was stopped 20m before the water tunnel crossing, and the conveyor was replaced by a pu mp to avoid any possible space restriction because of the tight curve to allow a continuous tunnelling procedure.

Fig. 5: Start Shaft at QSNCC

For these tunnels two renovated Herrenknecht TBMs were used, which had previously and successfully driven 6.4km of the Taipeis Chungho Line in 1994-1996. These German machines had 600mm augers, which were driven hydraulically. The use of hydraulics made the areas in the rear of the shield much more congested than those of the newer Japanese TBMs, as hydraulic units, oil tanks, valve blocks and pumps had to be housed on board.
Fig. 6: TBM at Start Shaft

The twin vertical (stacked) tunnel alignments under and along the Rama IV Road meant that these tunnels were the deepest on the whole M.R.T Chaloem Ratchamongkhon Line and as such, were located in the very dense pressurized fine sands. While polymer was also used to condition the stiff clay in areas with more than 30% of sand and less than 30% of silt, a foam medium was applied to reduce abrasion and to assist achievement of face support. Along this route of the Rama IV Road were two very proximate interfaces with the existing and sensitive 2.50m Metropolitan Water Works Authority (MWA) water tunnel, the alignment of which was around 14m in depth. This water tunnel supplied the majority of central Bangkok residents and factories

The achieved result was a max. settlement of the water tunnel of 10mm, which was very encouraging. However, of the most concern to everyone was the 2nd crossing of the water tunnel, which occurred 40m west of Sam Yan Station. Because of the stacked tunnel alignment, the lower southbound TBM had to pass with a clearance of 2.35m below the pressurised water tunnel, and the northbound TBM would have to pass over the water tunnel with only a 1.4m clearance above it, (Fig. 7). A finite element analysis was used to calculate the allowable settlement of the existing water tunnels 150mm thick R.C segments.

It was clear that the estimated value of 15mm allowable settlement had a lot of uncertainty attached, since the tunnel was already 25 years old and a high water loss rate from this pressurized tunnel had been reported. The MWA did not allow a diversion, inspection or a closing of the water tunnel main. Reducing the working pressure from 5 to 2 bar was the only concession that MWA was prepared to make.

feedback to the TBM operators as the tunnels progressed. Records on the water tunnel showed that after a slight lifting of 2mm, a settlement of 5mm was then recorded. No adverse effects whatsoever on the water tunnel were reported. This came as a considerable relief to all the parties involved and demonstrated an exceedingly careful and controlled tunnelling operation. 4.2.3 Survey All 4 TBMs made use of an automatic guidance system that allowed continuous display and control of TBM position on a computer monitor. Measurements were recorded every 15-20 seconds while conventional survey checks had been carried out in parallel. While the KHI models had a built in gyro compass and a motorized theodolite Geodimeter with Japanese software Aktio, the Herrenknecht TBMs were guided with laser based TACS System and target ZED supported with built in inclinometers. 4.3 Instrumentation JV BCKTs approach in regard to building protection along their 11.5km long project was by means of the Observational Method. For this a comprehensive net of instruments had been installed within the zone of influence. Initial readings before the works started formed the basis of the monitoring done at regular intervals. The results were stored in a database and interpreted and compared with the earlier prediction by a team of experienced Geotechnical engineers. Defined alert and action levels gave a guideline for the evaluation of the actual recorded data, which had to be read in conjunction with the construction activity. Generally it can be said that the actual values of diaphragm wall deflections, building or surface settlements were very similar to those calculated in advance, confirming the correct approach. 5. QUALITY CONTROL The nature of the Joint Venture and the relevant backgrounds of the partner companies required a cohesive policy in order that a common objective is achieved. This was enabled by the use of the JV document entitled Management Plan and Procedures which,

Fig. 7: Water Tunnel Crossing at Sam Yan Station

The following precautionary measures were applied: - Horizontal spiling rods driven below the water tunnel to allow a more favourable load distribution and reduce loosening of the fine sand. - In addition to settlement points on the surface, and adjacent structures, extensometers and a horizontal inclinometer were also installed. - A test simulation area in very similar soil conditions just east of Sam Yan was established, where the effects of actual TBM operation and parameters were evaluated to provide the predicted and least possible impact on the water tunnel. - A very diligent check of the TBMs was executed inside the Sam Yan Station and all possible worn parts like the auger, cutting tools, etc. were renewed. - The overcut, by the TBM cutting wheels, were reduced to an absolute minimum. The critical water tunnel crossing at this point was monitored at 2-hour intervals, with the help of all the installed instrumentation, which provided useful

whilst fully compliant with ISO 9001, allowed the Joint Venture to operate as a multicultural team using each partners individual skills to the benefit of the Project Team as a whole. Risk assessment determined where specific method statements were necessary in order to assure that project personnel constructed the works in a controlled and organised manner.

6. CONCLUSION With the joint efforts of all parties involved, the MRTA together with its consultants and all the Contractors, the progress on the M.R.T. Chaloem Ratchamongkhon Line in Thailand is well on schedule despite the initial difficulties.

Fig. 9: TBM breakthrough at QSNCC Fig. 8: Temporary Works Train entering the tunnel

Verification of the completed works was carried out by the respective individuals who were responsible for that work, using Inspection & Test Procedures (ITP), thereby creating personal satisfaction and ensuring the high standard of quality that was required. To confirm that the system was being implemented correctly, regular internal audits were undertaken. These provided the opportunity for the staff to demonstrate the system performance and to enable continuous improvement. To provide the assurance necessary for the Employer, a regular system of auditing was carried out by the MRTAs representatives assuring a strict compliance with the Contract requirements. A high quality was to be achieved. This high quality standard had to be monitored and maintained by following the Joint Ventures own quality assurance procedures.

As described in this paper the significant challenges were manifold and diverse, and have been overcome. On UG-S this was due to the matrix and endeavours of the different partners of the integrated Joint Venture Contractor with its east, west, local backgrounds. The combined synergy of the JV parties was the key to the success of solving the challenges, which continuously accompanied the design and construction of this first subway in Thailand. The current subway installation has 3 interchange points with the BTS elevated railway, and a full subway network and rapid transit system is planned for the future. This includes the two extensions of the blue line, as well as the orange and the green line, which depend on continuity of investments from government and the private sector. Over the next decade or so a proper network should be constructed and the full advantage of the system can be delivered for the benefit of the people of Bangkok.