Construction Methodology - R1 - 21.05

Mumbai Metro Rail Corporation
MUMBAI METRO LINE 3 (COLABA – BANDRA – SEEPZ)
Report on Construction Methodology

For Tunnels and Stations
Vidyanagri
May 2013
Interim Consultancy for Mumbai Metro Line III
(Colaba-Bandra-SEEPZ)
Quality Information
Document Interim Consultancy for Mumbai Metro III

Report on Construction Methodology for Tunnels and Stations
Ref 2013AD005
Date May 2013
Bob Frew, Eddie Ka-Fai WONG, Ali Hayri Guvenc, Dr. Raju,
Prepared by
M. Ramanathan
Reviewed by Brajesh Kumar
Approved by Michael Tang
Revision History
Authorised
Revision
Revision Details
Date
Name/Position Signature
Report on Construction
David O’ Hagan
R0 April 2013 Methodology for Tunnels
Project Manager
and Stations
Report on Construction Michael Tang
R1 May 2013 Methodology for Tunnels Assistant Project
and Stations Manager
May 2013
Table of Contents
1. Introduction ......................................................................................................... 1
1.1 Background ..........................................................................................................1
1.2 Purpose ................................................................................................................3
1.3 Report Structure ...................................................................................................3
2. Alignment, Tunnel & Station Arrangements and Constraints ........................3

2.1 Alignment .............................................................................................................3
2.2 Tunnels ................................................................................................................3
2.3 Station Configurations ........................................................................................10
2.4 Station Types ..................................................................................................... 24
3. Ground Conditions ...........................................................................................25

3.1 General ..............................................................................................................25
3.2 Ground Investigations ........................................................................................26
3.3 Geology ..............................................................................................................29
3.4 Groundwater Level .............................................................................................38
4. Construction Methodology ..............................................................................39

4.1 Cut and Cover Method .......................................................................................39
4.2 TBM Method.......................................................................................................60
4.3 TBM Face Support System ................................................................................62
4.4 NATM Method ....................................................................................................64
4.5 Traffic Decking ...................................................................................................69
4.6 Temporary Supports for Existing Utilities ...........................................................76
4.7 Dewatering for Construction of Underground Stations .......................................77
5. Contract Packaging of the Civil Works ...........................................................80
6. Suggested Construction Methods ..................................................................81

6.1 Running Tunnel ..................................................................................................81
6.2 Station Box .........................................................................................................92
6.3 Cross Passages ............................................................................................... 120
7. Conclusions .................................................................................................... 121
Table of Contents
1. Introduction
1.1 Background
Mumbai is the financial capital of India and Mumbai Metropolitan Region (MMR) is
one of the fast growing metropolitan regions in India. MMR is now experiencing a
rapid growth in population and employment and this trend is expected to continue
in the future. The major reason for attracting the immigrants from hinterland of
Maharashtra as well as from all parts of the Country is the job opportunities
offered in Mumbai.
Four-fold growth of population since 1951 has been largely accommodated in the
suburbs while most of the job opportunities have remained in the Island City. The
physical characteristics of the City are such that the suburbs have been
constrained to spread northwards only, and all transport facilities are concentrated
within three narrow corridors. Today’s major challenge is to provide connectivity
and promote growth by providing adequate inputs to the infrastructure which
would improve the quality of life of the residents.
In order to improve the overall traffic and transportation scenario in Mumbai/MMR
and to cater the future travel needs, the Government of Maharashtra (GOM)
through MMRDA has undertaken several studies and identified metro model as
efficient, economically viable and environment friendly mass transport system.
The Detailed Project Report (DPR) study for the revised Line 3 (CBS 32.5 km:
Colaba – Bandra - SEEPZ) was carried out in 2011. (See Figure F1.1)
Currently the Mumbai Metro Line 3 is being implemented by MMRC. MMRC has
submitted the Detailed Project Report (DPR) for Line 3 to the Government of India
for applying loan assistance from Japan International Cooperation Agency (JICA).
Prior to the endorsement of Loan agreement and appointment of General
Consultants (GC), MMRC has appointed Interim Consultants (IC) for requisite
services for the preliminary designs /tender design and other related preparatory
activities required for the purpose of the Bidding for the Civil Works
Page 1
Figure F1.1: Revised Line 3 (CBS 32.5 km: Colaba – Bandra - SEEPZ)
Page 2
1.2 Purpose
In accordance with the Request for Proposals (RFP) from MMRC – Section 5,
Bulletin Point 5.1 (ii), a proposal of construction methodology for tunnels and
stations is to be prepared and submitted to MMRC. This report describes the site
conditions and geologies along the alignment. It also discusses the selection of
the structural form for the tunnels and station boxes. In addition, it introduces the
envisaged construction methodologies for tunneling and station box construction
and provides the recommendations on appropriate construction methodologies for
tunnels and each station.
1.3 Report Structure

This report is structured as follows: -
Section 2 - Alignment, Tunnel & Station Arrangements and Constraints
Section 3 - Ground Conditions
Section 4 - Construction Methodology
Section 5 - Packaging of the Civil Works Contract
Section 6 - Suggested Construction Methods
Section 7 - Conclusions
2. Alignment, Tunnel & Station Arrangements and Constraints

2.1 Alignment
The planned alignment of Mumbai Metro Line 3 is running from South to North of
Mumbai across the densely crowded central region of the city and connecting with
the Domestic and International airports at the north. This proposed metro line
consists of 26 underground stations and approximately 32.5km long corridor.
Most of the stations are located in or around the well developed residential or
commercial establishments having major passenger catchment areas to enable
convenient integration with other modes of transportation.
A major part of the proposed alignment is running sub-parallel to and underneath
some of the main & important roads and their junctions in the city, namely Cuffe
Parade Road, General Jagannath Rao Bhosale Road, Jamshedji Tata Road, Veer
Nariman Road, Dr. Dadabhai Naoroji Road, Mahapalika Marg, Jagannath
Shankar Sheth Road, Dr. Dadasaheb Bhadkamakar Road, Dr. Nair Marg, Sane
Guruji Road, Dr. E. Moses Road, Dr. Annie Besant Road, Vir Savarkar Road,
Shankar Chanekar Marg, Namdar Gopal Krushna Gokhlay Road, Lady Jamshedji
Marg, Mahim Sion Link Road, Sant Dnyeshwar Marg and Hans Mogra Marg etc.
2.2 Tunnels
On this project, two independent tunnel tubes each containing single track will be
used for connectivity between the proposed stations. The tunnel profile, support
type and construction methodology will have to be optimized to cater the
encountered variation of geology, overburden pressure and ground water
conditions etc. along the alignment and also to minimize the impact on the
surrounding habitants and existing buildings & structures (EBS) in the vicinity.
Therefore, the constraints and the underground geology along the tunnel
alignment will need to be identified prior to determining the appropriate
construction methodology for tunneling.
Page 3
2.2.1 Constraints
The topography of Mumbai city is characterized as a relatively flat terrain, with no
mountain or big valley in existence along the proposed alignment. The variation
of ground level is between 1.005m to 33.009m above MSL along the alignment.
Since the proposed MML-3 is generally passing through the densely crowded and
congested central region of Mumbai city, it is practically unavoidable to have
tunnels passing directly underneath or in close proximity of existing buildings and
structures, some of which are high rise structures on pile foundations imposing
restrictions on the horizontal and vertical alignment of the tunnels. Even though
the majority of the existing building & structures along the alignment are generally
below 10 storey heights, there are some buildings that are high rise with up to 35
stories, and in all probability seating on pile foundations. In general, the buildings
up to (G+6) storey height may have been founded on spread footings (shallow
foundations), however the buildings with more than (G+6) stories, might probably
be seating on pile foundations depending upon the geology in those areas. In
addition, some heritage structures/precincts are located in close proximity to the
proposed alignment and are therefore considered as the sensitive receivers of the
tunnelling work.
Besides the existing buildings/structures and heritage structures, the other
constraints on the alignment such as foundations of existing elevated structures,
subways, crossings with natural stream/nullah and crossings with the proposed
Church Gate-Virar corridor of IR etc. are present at the following chainages: 2508
and 9680 (crossings with the proposed IR corridor), 4306 to 4311 & 4356 to 4362
(Subways at Balvant Phadke Chowk Krantiveer Vasudev Junction), 9600 to 9660
(Existing Railway Tracks to Church Gate and Borivili),18480 to 18550 (Existing
Railway tracks to Thane and Dadar), 19490 to 19660 & 21047 to 21117 (Nullah at
Mangroves Trees Forest Area), 20430 to 20560 (Mithi River), 22896 to 22909
(Nala near Hans Mogra Marg), 25352 to 25376 (elevated road on the approach of
the Domestic Airport), 26850 (under construction bridge), 27972 to 28000 &
28388 to 28445 (under construction elevated roads on the approaches of the
International Airport), 28100 to 28180 (Nullah within the International Airport),
29194 to 29217 (foundations of MML-1 viaduct), and 32180 to 32220 (foundations
of fly-over and underpass). Therefore, these structures may impose constraints
on the tunneling work so as to control the movements induced on them.
The details of existing structures, likely to be seating on pile foundations in close
proximity (i.e. within the zone defined by a distance equivalent to 2 times of the
tunnel diameter measured from the tunnel alignment on both sides where the
imposed loading from the foundations may adversely affect the tunnel lining) to
the proposed running tunnels are summarized below: -
Page 4
Table 2.1: Summary of Existing Buildings & Structures imposing constraints on

Tunnel design.
Approx.
Chainage wrt Affected No. of
Existing Structure
North Bound Track Storey
Tunnel (m)
449 Down Track Sainara G+16
488 Down Track Dalamal Apartments G+18
543 Down Track No.11 Dalmani Chambers Tower G+11
1300 Down Track P.W.D. Building Saranj G+17
5120 Down Track Building G+8
5165 Up Track Nanasharkarsett Smruti Building G+9
5185 Up Track Nanasharkarsett Smruti Building G+9
5288 Up Track Building G+7
5430 Down Track Suryakant Vagal Prasutigruh G+7
5887 Up Track Building G+18
5971 Up Track New Majestic Shopping Centre G+11
6000 Up Track Deccan Chembers G+7
6140 Up Track Plantium Arcade G+7
7263 Down Track Navyug Niwas G+7
7408 Up Track Ratan Height G+18
7448 Down Track Neelkanth Navjivan Society G+10
7481 Down Track Navijnam Society G+10
7642 Down Track Ganjawala Compound G+17
7665 Down Track Arihant Apartment G+7
7700 Up Track Nathanaia Height (Under Construction) G+79
8251 Down Track Shirin Villa G+8
8273 Down Track Hayat Palace G+15
8300 Down Track Cresset Villa G+9
8324 Down Track Aziz Castle G+14
8349 Down Track Central Bank of India G+8
8500 Down Track Yousuf Manzil G+19
Orchid Multi Storied Building
9910 Down Track 3B+7
(Under Construction)
Page 5
Approx.
Chainage wrt Affected No. of
Existing Structure
North Bound Track Storey
Tunnel (m)
11000 Down Track Queens Court G+14
11025 Down Track Building G+22
11570 Up Track Gopchaur Co.Op.Hou.Soc G+7
11620 Up Track Avarsekar Heights G+25
12350 Down Track Building (Under Construction) G+10
14465 Up Track Silver Apartment G+9
14570 Both Tracks Shilpa Appartments G+7
14710 Up Track Peace Heavan G+7
15600 Up Track Horizontal U/C Building G+19
15739 Up Track Royal Acard Building G+7
17705 Down Track The Living Room G+7
29540 Up Track Building (Under Construction) G+7
29910 Both Tracks Tashyeed Appartment G+7
30530 Up Track Sai Nager Society G+7
30980 Up Track Regle by Tunga Hotel G+7
Page 6
Heritage Buildings: Whereas the heritage structures in close proximity (i.e. within the
zone defined by a distance equivalent to 2 times of the tunnel diameter measured from
the tunnel alignment on both sides) which may be affected by the proposed tunnels are
summarized below: -
Table 2.2: Summary of Heritage Buildings in the influence zone
Approx. Affected Existing Heritage Structure No. of

Chainage wrt Track Storey
North Bound
tunnel (m)
Western Railway Officers’ Transit Flats
700 Down Track G+2
Imperial Mansion (Heritage)
2773 Down Track High Court (Hertiage) G+2
2969 Up Track Anand Bhavan (Heritage) G+4
Standard Building & Alice Building
3000 Both Tracks G+4
(Hertiage)
3033 Up Track Thomas Cook (Heritage) G+3
G+4, G+5
Navsari, Eruchshaw Building and
3236 Both Tracks & G+4
Peninsula House (Heritage)
respectively
3266 Up Track Central Assurance (Heritage) G+3
3288 Both Tracks Canada (Heritage) G+3
3327 Up Track Kodak House (Heritage) G+3
3348 Down Track Badri Mahal (Heritage) G+4
Sir Jamsetjee Iejeebhoy Parsee
3379 Down Track G+3
Bevolent Institution (Heritage)
3628 Down Track Capitol Cinema (Heritage) G+2
4244 Down Track Lady Willigdon Building (Heritage) G+1
4305 Up Track Metro Cinema (Heritage) G+4
4439 Up Track Aidun Building (Heritage) G+5
Podar Ayurvedic Medical Centre
11850 Down Track G+2
(Heritage)
17100 Up Track Shree Shitala Devi Temple (Heritage) G+0
Page 7
2.2.2 Structural Forms

In general, as the major portion of the proposed alignment is passing underneath
the densely crowded and congested areas of Mumbai city, the safety during
tunnel construction and the induced ground movements from the tunneling works
assume a very high significance and thus have to be strictly controlled on this
project. In light of this, tunneling by a closed mode tunnel boring machine (TBM)
is considered the most appropriate method and is recommended to be generally
employed throughout the Corridor. In conjunction with the TBM tunneling method,
precast segmental lining is proposed as the main permanent support type for
tunnels. The reasons for selecting this type of bored tunneling method and the
structural form of lining have been brought out in details at Section 6.1. The
typical arrangement of precast segmental linings has been shown in Figure F2.1
below.
JOINT SURFACES ARE

SEGMENT S1 PARALLEL TO THESE LINES
STRAIGHT BOLTS IN
CIRCUMFERENTIA
5.625
SEGMENT S2
SEGMENT S6
22.50
0
22.5
22.50
= R2900
22.50 67.50 67.50
5.6250 22.50
TUNNEL AXIS
67.50 67.50
SEGMENT S5
67.50
SEGMENT S3
SEGMENT S4
Cross Section
Page 8
Developed Elevation
Figure F2.1 Typical General Arrangement of Precast Segmental Lining
Apart from the precast segmental lining, cast in-situ lining may have to be used at
some locations on the corridor such as cross passages and the tunnels for
siding/stabling tracks, where excavation by TBM is either not feasible or difficult to
carry out. At such locations, the New Austrian Tunneling Method (NATM) may be
employed to excavate the tunnel which can then be provided with a permanent
cast in-situ concrete lining. The general tunnel profiles adopted for NATM are
shown in Figure F2.2 below.
(a) Horseshoe Shape
Page 9
(b) Circular Shape
Figure F2.2 General Tunnel Profiles for NATM
2.3 Station Configurations

On this project, a total of 26 stations are proposed, most of which are situated on
very congested main roads/junctions with existing structures located on both
sides. Further, ground investigations for this project have revealed that the soil
cover varies greatly along the alignment. Therefore, different structural forms
have been proposed for stations suiting the specific site setting/ constraints and
the obtainable geological conditions.
2.3.1 Constraints
A typical underground metro station comprises of concourse level, platform level
and connection adits to entry/exit structures that are needed to provide access for
passengers from street/ground level to the underground station. In addition, the
station structure needs to accommodate technical rooms necessary to house
various equipments such as signaling, communications, power supply, sumps &
pumps, ECS, ventilation system, control panels, escalators, lifts etc.
To cater these requirements, a station structure is generally planned as a long
rectangular box with a shallow soil cover to the roof slab. Therefore, the general
station configuration and construction methodology for station box shall be
dictated by the availability of ground space, existing utilities and exiting building
structures over or adjacent to the proposed station.
The following tables T2.2, T2.3 and T2.4 summarize the constraints due to
construction space, maximum depth of existing utilities over the station box and
the existing structures over or adjacent to the station box.
Page 10
Table T2.2: Constraints due to Construction Space for Each Station
Station Name Location Remark

1. Cuffe Inside BMC Colaba Wood Open area
Parade Garden/Park
2. Vidhan Generally underneath group of Partly underneath existing
Bhavan single storey buildings with the buildings and partly
northern end underneath the underneath the junction of
roundabout at Maharishi Valmiki roads
Chowk
3. Church Gate Along Jamshedji Tata Road and Typically 20.6m wide road
across the junction with Shankar
Jaikishan Chowk
4. Hutatma Along Dr. Dadabhai Naoroji Road Typically 20m wide road
Chowk
5. CST Metro Inside an open land (Azad Maidan) Open area
and sub parallel to Maha Palika
Marg
6. Kalbadevi Along Jagannath Shankar Sheth Typically 12.4m wide road
Road
7. Girgaon Along Jagannath Shankar Sheth Typically 12.4m wide road
Road
8. Grant Road Partly situated inside an open land Typically 15.0m wide road
and partly along Dr. Dadasaheb
Bhadkamakar Road
9. Mumbai Along Dr. Nair Marg Road Typically 23.4m wide road
Central with a parallel service road of
11m width
10. Mahalakshmi Around half of the station area Typically 14m wide road
situated below Sane Guruji Road
and the remaining area below open
area/society park
11. Science Along Dr. E. Moses Road Typically 23m wide road
Museum
12. Acharya Atre Along Dr. E. Moses Road Typically 20m wide road
Chowk
13. Worli Along Dr. Annie Besant Road Typically 23.7m wide road
14. Siddhi Inside Mardulla Tank Playground Open area
Vinayak
15. Dadar Along Namdar Gopal Krushna Typically 18.4m wide road
Gokhlay Road
16. Shitladevi Along Dr. Arvind Bavdekar Chowk, Typically 19.0m wide road
Temple Lady Jamshedji Marg & Dr. Gaya
Chowk
Page 11
Station Name Location Remark

17. Dharavi Along Mahim Sion Link Road Typically 31.4m wide road
18. B.K.C. Along Sant Dnyeshwar Marg Typically 24.0m wide road
19. Vidyanagri Along B.K.C. – F Block Road Typically 22.4m wide road
20. Santacruz Along the Western Express Highway Typically 23.4m wide road
with footpath opposite to Hanuman
Temple Gate
21. CSIA Within the Mumbai Domestic Airport To be coordinated with
(Domestic) MIAL
22. Sahar Road Generally within open area Small portion at southern
end underneath an existing
building and part of the
northern end underneath a
concrete paved road
23. CSIA Within open area in the international Open area with an existing
(International) airport premises nullah across the proposed
station
24. Marol Naka Partly within Chimat Pada Hutment Hutments on ground surface
Area and partly underneath the road at southern end and viaduct
supporting piers located at
the middle portion of the
station. Typically 17m wide
road.
25. MIDC Within Vikhroli Village Hutment Area Generally underneath an
open area with some
hutments on surface and
partly underneath the road
26. SEEPZ Along the road connecting SEEPZ Typically 23m wide road
and Krantiveer Akhuji Salve Marg
Page 12
Table T2.3:Summary of Existing Utilities above or adjacent to Each Station
Station Name Utilities (Invert Level of Deepest Utility from Ground Level)
1. Cuffe Parade Sewer Line (6m), Water Supply Lines (2.5m), Storm Water Drain
(3m), Best Power Line (1.5m), MTNL Cables (2.5m)
2. Vidhan Bhavan Sewer Line (4.5m), Water Supply Lines (3.5m), Storm Water
Drain (2.5m), Best Power Line (1.5m), TATA Power Line (1.5m),
TATA OFC Cables (2.5m), MTNL Cables (1.5m)
3. Church Gate Sewer Line (7m), Water Supply Lines (2.5m), Storm Water Drain
(3m), Best Power Line (1.5m), TATA OFC Cables (2.5m), MTNL
Cables (2.5m)
4. Hutatma Sewer Line (4.3m), Water Supply Lines (3.5m), Storm Water
Chowk Drain (2.5m), Best Power Line (1.5m), TATA Power Line(1.5m),
TATA OFC Cables (2.5m), MTNL Cables (1.5m)
5. CST Metro Nil
6. Kalbadevi Sewer Line (4.3m), Water Supply Lines (3.5m), Storm Water
Drain (2.3m), Best Power Line (1.5m), TATA OFC Cables (2.5m),
MTNL Cables (1.5m), Mahanagar Gas Line (1.5m)
7. Girgaon Sewer Line (4.8m), Water Supply Lines (5m), Storm Water Drain
(2m), Best Power Line (1.5m), TATA OFC Cable (2.5m), MTNL
Cables (1.5m), Mahanagar Gas Line (1.5m)
8. Grant Road Sewer Line (4.7m), Water Supply Lines (2.5m), Storm Water
Drain (1.8m), Best Power Line (1.5m), TATA OFC Cables (2.5m),
9. Mumbai Sewer Line (6m), Water Supply Lines (5m), Storm Water Drain
Central (3.3m), Best Power Line (1.5m), TATA OFC Cables (2.5m),
MTNL Cables (1.5m), Mahanagar Gas (1.4m)
10. Mahalakshmi Sewer Line (3.6m), Water Supply Lines (3.5m), Storm Water
Drain (2.9m), Best Power Line (1.5m), TATA Power Line (1.5m),
TATA OFC Cables (2.5m), MTNL Cables (1.5m), Mahanagar Gas
Line (1.5m)
11. Science Sewer Line (5.2m), Water Supply Lines (8m), Storm Water Drain
Museum (3.6m) Best Power Line (1.5m), TATA Power Line (1.5m), TATA
OFC Cables (2.5m), MTNL Cables (2.5m), Mahanagar Gas Line
(1.5m)
12. Acharya Atre Sewer Line (6m), Water Supply Lines (4m), Storm Water Drain
Chowk (1.9m), Best Power Line (1.5m), TATA OFC Cables (2.5m),
13. Worli Sewer Line (7.6m), Water Supply Lines (6m), Storm Water Drain
(1.9m), Best Power Line (1.5m), TATA OFC Cables (2.5m),
14. Siddhi Vinayak Nil
15. Dadar Sewer Line (3.4m), Water Supply Lines (6m), Storm Water Drain
Page 13
Station Name Utilities (Invert Level of Deepest Utility from Ground Level)
(2m), Best Power Line (1.5m), TATA Power Line (1.5m), TATA
OFC Cables (2.5m), MTNL Cables (1.5m), Mahanagar Gas Line
(1.5m)
16. Shitladevi Sewer Line (6.1m), Water Supply Lines (6m), Storm Water Drain
Temple (1.5m), Best Power Line (1.5m), TATA OFC Cables (2.5m),
17. Dharavi Water Supply Lines (3.5m), Storm Water Drain (4.8m), Best
Power Line (1.5m), TATA Power Line (1.5m), Reliance Power
Cables (1.5m), TATA OFC Cables (2.5m), MTNL Cables (1.5m)
18. BKC Sewer Line (4.9m), Water Supply Lines (3.5m), Storm Water
Drain (3m), TATA Power Line (1.5m), Reliance Power Cables
(1.5m), TATA OFC Cables (2.5m), MTNL Cables (1.5m),
Mahanagar Gas Line (1.5m)
19. Vidyanagri Water Supply Lines (6m), Storm Water Drains (3m), MTNL
Cables (1.5m)
20. Santacruz Water Supply Lines (6m), Storm Water Drain (3m), TATA Power
Line (1.5m), Reliance Power Cables (1.5m), TATA OFC Cables
(2.5m), MTNL Cables (1.5m)
21. CSIA Water Supply Lines (6m), TATA OFC Cables (2.5m), MTNL
(Domestic) Cables (1.5m)
22. Sahar Road Water Supply Lines (6m), Storm Water Drain (3m), Reliance
Power Cables (1.5m), TATA OFC Cables (2.5m), MTNL Cables
(1.5m), Mahanagar Gas Line (1.5m)
23. CSIA Water Supply Lines (2.5m), TATA OFC Cables (2.5m), MTNL
(International) Cables (1.5m)
24. Marol Naka Water Supply Lines (2.5m), Reliance Power Cables (1.5m), TATA
OFC Cables (2.5m), MTNL Cables (1.5m)
25. MIDC Water Supply Lines (6m), Storm Water Drain (3m), TATA Power
26. SEEPZ Water Supply Lines (6m), Storm Water Drain (3m), TATA Power
Page 14
Table 2.4: Summary of Existing Buildings and Heritage Structures at Each Station
Station Name Existing Structure (No. of Storey)

1. Cuffe Parade Winder Building (G+5), Building (G+5),Revrulls (G+5), Pallonji
Mansion (G+4), Sea Land (G+5), R.B.I Staff Parters Dhansara
(G+6)
2. Vidhan Bhavan State Bank of India (2B+22)
3. Church Gate Thankur Niwas (G+5), Kasturi Buildings (G+5), Rav Indra
Mansion (G+5), Moti Manhal (G+7), Lotus Court (G+6), National
Insurance Company Ltd (G+6), Khetan Bhavan (G+6),
Kamar Building Industrial Assurance Building (G+5), Petrolieum
House (G+6), Industry House (G+5), Generak Insurance
Corparation of India Suraksha (G+5),Ram Mahal (G+6), Perm
Court (G+6), Pride Oriental House (G+7), The Ritz Hotel (G+6),
Cheeda Sadhan (G+5), Eros Cinems( G+5), Eros Building (G+5)
4. Hutatma Oriental Building (G+4), Siddharth Collage of Comerce (G+4),
Chowk Central bank of India (G+4)
Navsari Heritage Building (G+4), Dadsyset Aciary Tilled Building
(G+1),
5. CST Metro Brihanmumbai Mahanagaroalika (G+6), Mumbai Marathi
Journalist Organization (G+5),
Chief Metro Pollifan Magistrate Court(G+2), Cama & Albless
Hospital (G+1)
6. Kalbadevi Sethna Building (G+5) ,D.K. Corporation 605, Chira Bazar
(G+4),Maheswari Bhavan Corporation Bank (G+8), Homedpaths
Pharmacy (G+4), Radhika Stationery (G+4), Ardesar Bhimji
Hadvaid (G+4), Shihor Vala Hadvaid (G+4), Building Under
Construction(G+10), Chira Bazar Building No. 573 (G+4), Res.
Building (G+5)
7. Girgaon Sheth Building (G+4),Mathurdas Gordhan Das Cloth Merchant
(G+4),Atmaram Building (G+4), Rajshegar Co.Op Hsg Ociety
(G+6), Suryakant Vagal Prasutigruh (G+7), Dr. B.J. Aprulkar
Clinic(G+4), Thakur Dwar (G+4), Tianumant Bhavan (G+7), Sun
Shine Bar (G+4), Chandra Mahal (G+4), Vaman Haripethe
Jewellers (G+5), Bank of India (G+6), Surya Mahal Building
(G+4), Mapla Mahal(G+4), Annapurna (G+4), Sandhavi
Mansion(G+4), Ghansyam Mansion (G+5), White House (G+4),
Shree Laxmi Saraswati (G+7)
8. Grant Road Katyam Building (G+4),Burhani Stores (G+5), Pannalal Terrace
(G+4), Pannalal Terrace (G+4), Santi Sadan (G+4), Eshak Manzil
(G+4), UMA Laundary (G+4), Ajit Tyres & Spares Mhada
Indraprastha(G+5), Edward Building (G+4)
Page 15
Station Name Existing Structure (No. of Storey)

9. Mumbai State Transport Co. Op. Bank Ltd.(G+4) ,Railway Resi. Bldg.
Central (G+21) ,Reserve Bank of India(G+4) , Afzal Co. Op. Hgs. So.
(G+6) , Nair Hospital Dental College (G+8), Oscar Tower (G+13)
10. Mahalakshmi Mhada Mahalakshmi Sadan (G+5)
11. Science Orchid Multi Storied Building Under Construction (3B+7), Tisicon
Museum House (G+4)
12. Acharya Atre Konark Empoess Building (G+17)
Chowk
13. Worli N.A
14. Siddhi Vinayak Sidhi Parama Appartment (G+5), Building (G+9), Barath
Appartment (G+6), Building (G+4), Building (G+6),Ankur Building
(G+6)
15. Dadar Horizontal Building (G+19), Saraswati Mahal, Shiv Sena Bhawan
(G+5), Bank of Maharashtra (G+5)
16. Shitladevi Rehana Manzil (G+4), Jeevan Luxury (G+4), Girikunj, Aasika
Temple (G+4), Rijwi Mansion (G+6), Shafi Manjil (G+4)
17. Dharavi Thevar Apartment (G+5), Thevar Apartment (G+7), Residential
Building (G+5), Thevar Apartment (G+4), Thevar Apartment
(G+4), Netaji Co-Op. Hsg (G+4). Society, Netaji Co-Op. Hsg.
Society (G+4), Residential Building (G+5), Under Construction
Building (G+4)
18. BKC Income Tax Office (G+7), Jai Raj Building (G+7), TATA
Communal Building (G+6), TATA Communal Building(G+6)
19. Vidyanagri Uttar Bhartiye Education Institute (G+6), Akhil Bhartiye Swaraj
Institute (G+3)
20. Santacruz Hutments on eastern side and flyover on western side
21. CSIA Pota Cabin Building (G+4), ATC Tower
(Domestic)
22. Sahar Road 4 Buildings
23. CSIA N.A
(International)
24. Marol Naka Hutments at southern end and viaduct foundation at middle
portion, Marol Fire Station (G+4)
25. MIDC Building (G+6), Mumbai Hazar(G+8), Employer's Estate
Insurance Corporation (G+6), Sai Nager Society (G+7), 2 Resi
Building (G+3)
26. SEEPZ SEEPZ Building (G+6),Western Regional Power Committee
(G+5), WRPC Building (G+5)
Page 16
2.3.2 Structural Forms of Stations

In general, the station box shall be cast in-situ reinforced concrete structure.
However, in case construction programme demands or mature concrete strength
is required to be achieved at an early stage, precast units may be used. Keeping
in view the site constraints (such as available road carriageway width, property
lines etc.), the need to minimize R&R requirement (land take) and, traffic
management requirements during construction etc, IC has proposed the following
types of station configurations:
i) C&C Type A (Cut & cover station box in open space):

This type of station box is wholly constructed by cut and cover method as the
station footprints fall within an open area containing sufficient working space and
generally having no constraints to the station box construction. The following
Figure F2.3 shows the typical arrangement of C & C Box in open space.
Plan View
Bored Bored
Tunnels C&C Tunnels
Box
Longitudinal Section
Bored C&C Bored

Tunnels Box Tunnels
Cross Section
Figure F2.3: Typical Arrangement for C & C Station Box in Open Space
Page 17
ii) C&C Type B (Cut & cover station box underneath the carriageway):
Different from Type A, this type of station box is situated underneath the road
carriageway which has sufficient space to accommodate the station box. However,
the traffic flow on the surface and the existing underground utilities may affect the
construction of the box. Therefore, temporary diversion for the traffic and utilities
may be required. In case, the traffic and utilities cannot be diverted, temporary traffic
decking and utility supports will have to be provided. The following Figure F2.4
shows the typical arrangement of C & C Box underneath the carriageway.
Building Building Building
Bored Bored
Tunnels
C & C Box Tunnels

Carriageway
Plan View
Bored C & C Box Bored

Tunnels Tunnels
Longitudinal View
Cross Section
Figure F2.4: Typical Arrangement for C & C Station Box underneath the Carriageway
Page 18
iii) NATM Type 1 ( NATM track/platform tunnels connecting the two C&C boxes
provided at either end of the station with both the tracks being housed within the
C&C box width):
This type of station configuration has been proposed at locations where it is not
possible/desirable to provide entire station in a cut & cover box either due to land
constraints or traffic diversion difficulties. In this type of NATM station, two end Cut &
Cover boxes of size 32.2m X 70m (to be used as construction shafts) are proposed
which would also house both the tracks within their length; whereas in the remaining
station length, the track tunnels with integrated platforms, are proposed to be
constructed by NATM. In addition, cross passages at around 50m spacing shall be
provided for interconnecting the two platform tunnels for the passengers to switch
platforms. The following Figure F2.5 shows the typical arrangement of two end C &
C boxes with NATM platform tunnels in between.
NATM Cross Passages
NATM Tunnel Platform

Bored Bored
Tunnels C & C Box C & C Box Tunnels
Plan View
C & C Box C & C Box

Bored Bored
Tunnels Tunnels
Figure F2.5: Typical Arrangement for C & C Box at Both Ends with NATM
Platforms and Cross Passages in between
Page 19
iv) NATM Type 2 (NATM track/platform tunnels at both sides of a central C&C box
provided in the entire length of the station with no track being housed within the C&C
box) :
This type of station configuration has been proposed at locations where available
road width is so constricted that no track can be housed within the Cut & Cover box.
In this type of NATM station, a central Cut & Cover box not housing any track, is
proposed in the entire station length with the box width being restricted to fit-in the
available road width. Two track tunnels with integrated platforms, are taken below
the properties and proposed to be constructed by NATM with connections to central
C & C box by cross-passages. The following Figure F2.6 shows the typical
arrangement of a central C & C box with NATM platform tunnels on either side of the
box.
Bored NATM Tunnel Platform Bored

Tunnels Tunnels
C & C Box
NATM Cross Passages
Bored NATM Tunnel Platform Bored

Tunnels Tunnels
Plan View
Cross Section
Figure F2.6: Typical Arrangement of a C & C Box in the Center and Two NATM Platform
Tunnels on either side of the Box interconnected by Cross Passages
Page 20
v) NATM Type 3 (with a C&C box in the entire length of the station, housing one track
within the box width and one NATM track/platform tunnel outside the box ):
This type of station configuration has been proposed at locations where available
road width is so restricted that only one track can be housed within the Cut & Cover
box. In this type of NATM station, a Cut & Cover box housing one track, is proposed
in the entire station length with the box width being restricted to fit-in the available
road width. The other track tunnel with integrated platform is proposed to be taken
below the properties and constructed by NATM with connections to C & C box by
cross-passages. The following Figure F2.7 shows the typical arrangement of C & C
box with one track within the box and the NATM platform tunnel outside the box
connected with cross passages.
Plan View
Cross Section
Figure F2.7: Typical Arrangement for C & C Box with One NATM Platform
Tunnel outside the Box
Page 21
vi) NATM Type 4 (Two cut & cover boxes provided at either end of the station without
housing any track within the C&C box and NATM track/platform tunnels on both
sides of C&C boxes ):
This type of station configuration has been proposed at Marol Naka where available
road width is so constricted that no track can be housed within the Cut & Cover box.
Further alignment of Mumbai Metro Line-3 at this location crosses the viaduct of
Mumbai Metro Line-1 due to which the central C & C box can’t be made continuous.
Therefore two separate cut & cover boxes have been proposed, one on either side
of MML-1 viaduct, with the box width being restricted to fit-in the available road
width. Two track tunnels, with integrated platforms, are proposed to be taken below
the two consecutive viaduct spans of MML-1 and to be constructed by NATM with
connection to two central C & C boxes by cross-passages. The following Figure
F2.8 shows the typical arrangement for two C & C boxes with two NATM platform
tunnels one on either side.
Plan View
Page 22
Cross Section
Figure F2.8: Typical Arrangement for Two C & C Boxes (without Housing Any
Track Tunnel) with Two NATM Platform Tunnels One on Either Side
vii) NATM Type 5 – (A cut & cover structure in the middle of station housing part length
of both the tracks within the cut & cover structure width and two NATM track
platform tunnels in the remaining station length ):
This special station configuration has been proposed at Grant Road station, where
open land is available on one side of the alignment. Therefore a cut & cover
structure of suitable shape has been proposed in the middle of station length so as
to club the open land with the road width to configure the C & C block, which would
house part length of both track platforms. The balance length of two track tunnels
with integrated platforms is proposed to be constructed by NATM. The following
Figure F2.9 shows the typical arrangement for a C & C box with two NATM platform
tunnels falling partly outside the box.
Plan View
Page 23
C & C Box
Bored Bored
Tunnels Tunnels
NATM Tunnel Platform NATM Tunnel Platform
Cross Section
Figure F2.9: Typical Arrangement for a C & C Box with two NATM
Platform Tunnels Falling Partly outside the Box
2.4 Station Types
In view of the constraints on the proposed station location, the structural form for
each station is proposed as summarized in the following Table T2.5.
No. of Proposed Stations
Structural Type Proposed Stations
belongs to the Type
1. Cuffe Parade;
C&C Type A 5. CST Metro and 3
14. Siddhi Vinayak
9. Mumbai Central;
10. Mahalakshmi
11. Science Museum;
12. Acharya Atre Chowk;
13. Worli;
17. Dharavi;
C&C Type B 18. BKC; 13
19. Vidyanagri;
21. CSIA (Domestic);
22. Sahar Road;
23. CSIA (International);
25. MIDC; and
26. SEEPZ
2. Vidhan Bhavan; and
NATM Type 1 2
3. Church Gate
6. Kalbadevi; and
NATM Type 2 2
7. Girgaon;
4. Hutatma Chowk;
15. Dadar;
NATM Type 3 4
16. Shitladevi Temple; and
20. Santacruz;
NATM Type 4 24. Marol Naka 1
NATM Type 5 8. Grant Road 1
Total = 26
Page 24
3. Ground Conditions
3.1 General
Mumbai region is located in the great volcanic formation of the Deccan plateau.
The broad physiographic feature of the Mumbai region is characterized as a flat
terrain flanked by north – south trending hill ranges. The hill ranges form almost
parallel ridges in the eastern and western part of the area. The Powai – Kanheri
hill ranges are the other hill extending in the eastern and central part running NNE
– SSW. The maximum elevation of some of the peaks of hill ranges is 450m
above mean sea level. Trombay Island has north – south running hills with
maximum elevation of 300m above mean sea level.
Malbar, Colaba, Worli and Pali hills are the isolated small ridges trending north –
south in the western part of the district. The Powai – Kanheri hills form the largest
hilly terrain in the central part of the Salsette Island and are the feeder zone for
the three lakes viz., Powai, Vihar and Tulsi. There are a number of creeks,
dissecting the area. Among them, Thane is the longest creek. Other major
creeks are Manori, Malad and Mahim which protrude in to the mainland and give
rise to mud flats and swamps.
The area is drained by Mahim, Mithi, Dahisar and Poisar rivers. These small
rivers near the coast form small rivulets which inter mingle with each other
resulting in swamps and mud flats in the low lying areas. Two types of soils have
been observed in the district viz., medium to deep black and reddish colored soil.
Generally Mumbai presents a complex lithological combination showing large

heterogeneity. The major rock types occurring in the area are fine grained,
greenish basalt to black colored, aphastilite. Compact basalt and weathered
amygdaloidal basalt are also found, a characteristic of the Deccan trap. They are
associated with acidic and basic tuffs, volcanic breccias with fullaceous matrix,
Trachyes and also occasionally, rhyolites. Inter trappean beds representing
breaks in the tectonic volcanic activities are seen in the western ridges. Basaltic
flows and inter trappean beds show westerly dip of 5 to 12 . These flows and
pyroclamsitic rocks have been intruded by doteritic and basaltic dykes.
Coastal areas on the western shore of Mumbai consist of sandy beaches mixed
with silt and shale fragments. The western shore is exposed to intense wave
action of Arabian Sea resulting in the formation of sandy and rocky beaches
(Colaba, Worli and Bandstand). It is known that near the Gateway of India, the
sea meanders inside, and in the process intense wave action as noted on the
western coast of Mumbai Island calms down. The relatively calm eastern shore
line particularly, north of Mazagon exhibits mud flats and salt pans. The thick blue
clay layer, very soft in nature is the result of silting over the geological years as a
consequence of relatively calm sea which allowed finer clay particles to settle, a
fact clearly observed during the investigations. This clay layer is followed by a
very thin layer of coarse black sand at places, hardly about a meter in thickness.
By the very nature of its deposition the clay is unconsolidated and very soft in
nature.
Figure F3.1 shows the Geological Map of Mumbai.
Page 25
Figure F3.1: Geological Map of Mumbai (after Ganpule & Ganpule, 1975)
3.2 Ground Investigations
In order to obtain more details on the ground geology along the proposed
alignment, additional bore holes are being done at close proximity on the
proposed alignment. At this stage of report writing, a total of 198 bore holes have
been completed. The summary of the completed bore holes is listed in the Table
T3.1 below.
Table T3.1: Summary of Bore Hole Investigations along the Proposed

Alignment
Bore Hole No. Remarks
STBH - 1, 2, 3, 4, 5 Cuffe Parade Station

Between Cuffe Parade to Vidhan Bhawan
TBH - 6,7, 8, 12, 13
Station
STBH - 15, 16, 17 Vidhan Bhawan Station
Page 26

Between Vidhan Bhawan to Churchgate
TBH - 18
Station
STBH - 19, 20,21,22,23 Churchgate Station
Between Churchgate to Hutatma Chowk
TBH - 24, 25
Station
STBH - 26, 27, 28, 29 Hutatma Chowk Station
TBH - 30, 31 Between Hutatma to CST Metro Station
STBH - 32, 33, 34, 35 CST Metro Station
TBH - 36, 37 Between CST Metro to Kalbadevi Station
STBH - Kalbadevi Station
TBH - 43 Between Kalbadevi to Girgaon Station
STBH - 45 Girgaon Station
TBH - 51 Between Girgaon to Grant Road Station
STBH - 56, 58 Grant Road Station

Between Grant Road to Mumbai Central
TBH - 59
Station
STBH - 60,61, 62, 63 Mumbai Central Station
TBH - 64,65,66 Mumbai Central to Mahalakshmi Station
STBH - 67,68,69,70 Mahalakshmi Station

Between Mahalakshmi to Science Museum
TBH - 72, 73
Station
STBH - 74, 75, 76, 77 Science Museum Station
Between Science Museaum to Acharya Atre
TBH - 78,79, 80, 81
Chowk St.
STBH - 83, 84, 85 Acharya Atre Chowk Station
Between Acharya Atre Chowk to Worli
TBH - 86, 87, 88, 89
Station
STBH - 90,91, 92, 93 Worli Station
TBH - 94, 95, 96, 97, 98 Between Worli to Siddhi Vinayak Station
STBH - 99, 100, 101, 102 Siddhi Vinayak Station
Page 27
TBH - 103, 104, 105, 106 Siddhi Vinayak to Dadar Station
STBH - 107, 108, 109, 110 Dadar Station
TBH - 111, 112, 113, 114, 115, 116 Dadar to Shitaladevi Station
STBH - 117, 118, 119, 120 Shitaladevi Station
TBH - 121, 122, 123, 124, 126 Shitaladevi to Dharavi Station
STBH - 127, 128, 129, 130 Dharavi Station
TBH - 131, 132, 134, 135, 136 Between Dharavi to BKC Station
STBH - 137, 138, 139, 140 BKC Station
TBH - 141, 142, 143, 144 Between BKC to Vidyanagri Station
STBH - 145, 146, 147, 148 Vidyanagri Station
TBH - 149, 150, 153 Between Vidyanagri to Santacruz Station
STBH - 154, 155, 156, 157, E5 Santacruz Station

158, 159, 160, 161, 162, Between Santacruz to CSIA (Domestic)
TBH -
163, 164, 165 Station
STBH - 166, 167, 168, 169, CSIA (Domestic)Station
Between CSIA (Domestic) to Sahar Road
TBH - 170, 172, 173, 174
Station
STBH - 175, 176, 177, 178 Sahar Road Station
Between Sahar Road to CSIA (International)
TBH - 180, 181
Station
STBH - 182, 183, 184 CSIA (International)Station
Between CSIA (International) to Marol Naka
TBH - 186
Station
STBH - 190, 191, 192 Marol Naka Station
TBH - 193, 194, 195 Between Marol Naka to MIDC Station
STBH - 196, 197, 198, 199 MIDC Station
TBH - 200, 201, 202, 203, E6 Between MIDC to SEEPZ Station
STBH - 204, 205,206, 207, 207(A) SEEPZ Station
TBH - 208 End of Alignment
Page 28
3.3 Geology
From the ground investigation results, it is revealed that the fill and top soil layer
thickness is varying between 1.0m to 14.1m which is underlain by a layer of highly
to moderately decomposed rock varying in thickness between 0m to 16.0m.
Underneath the soil layers, there is rock stratum.
Within the soft ground stratum, the following subsurface layers are identifiable: -
1) Road material & backfill occasionally with boulders;
2) Loose to medium dense silty SAND;
3) Marine CLAY;
4) Soft to medium stiff sandy CLAY;
5) Medium stiff to stiff silty CLAY; and
6) Completely to moderately weathered BRECCIA/BASALT/TUFF.
Within the rock stratum, the following rock types are identifiable: -
1) Moderately to Slightly weathered BRECCIA/BASALT/TUFF
2) Fresh BRECCIA/BASALT/TUFF
In the following Table T3.2, the general descriptions on geology and the proposed
Rail Levels along the alignment from Cuffe Parade to SEEPZ Station are given.
Table T3.2: Brief Summary of Geology along the proposed MML-3 Alignment
Approx. Geology
Station /
Rail Level Thickness
Tunnel Description
(m BGL) (m)
1. Cuffe Parade 20.54 i) Fill occasionally with bounders; 3.0 to 4.5
Station ii) Completely to highly weathered Basalt 0.5 to 7.5
occasionally with slightly weathered basalt
iii) Moderately weathered to fresh Basalt -
(RQD = 53% to 100%)
Tunnel Between 20.54 to i) Sandy CLAY fill with Bounders 3.5 to 9.0
Station 1 & 2 24.34 ii) Completely to highly weathered Basalt 0.0 to 10.0
iii) Moderately weathered Basalt (RQD = -
20% to 70%)
2. Vidhan 24.34 i) Sandy CLAY, clayey SAND and silty 8.5 to 9.5
Bhavan SAND occasionally with boulder fill
Station ii) Completely to highly weathered 4.3 to 11
Basalt/Basalt with phenocrysts of Breccia
occasionally with moderately weathered
Basalt
iii) Moderately weathered to fresh Basalt/ -
Basalt with phenocrysts of Breccia (RQD =
60% to 97%)
Tunnel Between 24.34 to i) Fill and silty sandy CLAY Around 6.4
Station 2 & 3 27.54 ii) Moderately weathered to fresh Basalt -
(RQD = 49% to 100%)
Page 29
Approx. Geology
Station /
Tunnel Description
(m BGL) (m)
3. Churchgate 27.54 i) Fill, silty sandy CLAY and gravelly CLAY 6.05 to
Station occasionally with fine SAND 9.05
ii) Completely weathered Basalt 0.0 to 3.0
iii) Generally moderately weathered to -
fresh Basalt but localized moderately
weathered to fresh volcanic Breccia is
identified underneath Basalt with highly
weathered rock at interface (RQD = 7% to
100%)
Tunnel Between 27.54 to i) Fill, fine SAND and Marine CLAY 5.1 to 6.0
Station 3 & 4 23.34 ii) Completely weathered Basalt 3.0 to 3.4
occasionally with weak rock layer
embedded (RQD = 17% to 98%)
4. Hutatma 23.34 i) Fill and silty to clayey SAND 4.5 to 8.1
Chowk occasionally with boulders
Station ii) Completely to highly weathered Basalt 1.45 to
occasionally with moderately weathered 5.45
basalt embedded
(RQD = 51% to 100%)
Tunnel Between 23.34 to i) Fill and gravelly SAND 3.0 to 6.05
Station 4 & 5 16.54 ii) Completely weathered Basalt 0.0 to 6.0
(RQD = 59% to 97%)
5. CST METRO 18.54 i) Fill, gravelly to clayey SAND and sand 6.0 to 7.5
Station stone
ii) Completely to highly weathered Basalt 1.5 to 6.45
fresh Basalt but locally no recovery of rock
is identified up to the depth of 21.0m below
the ground surface (RQD = 85% to 100%)
Tunnel Between 18.54 to i) Fill and sandy to clayey SAND 9.06 to
Station 5 & 6 24.14 10.9
ii) Completely weathered Basalt 0.0 to 4.94
iii) Thin layer of moderately weathered -
Basalt with moderately to slightly
weathered Tuffacious Breccia underlain
(RQD = 41% to 79%)
Page 30
Approx. Geology
Station /
Tunnel Description
(m BGL) (m)
6. Kalbadevi 24.14 Borehole result is not available
Station
Tunnel Between 24.14 to i) Fill, gravelly SAND and stiff CLAY Around
Station 6 & 7 24.84 10.75
ii) Completely to highly weathered Basalt Around
4.25
(RQD = 42% to 93%)
7. Girgaon 24.84 i) Fill and gravelly SAND with some CLAY Around 9.0
Station ii) Completely to highly weathered Basalt Around 5.5
Basalt embedded
(RQD = 55% to 96%)
Tunnel Between 24.84 to i) Fill, SAND and clayey SAND Around
Station 7 & 8 24.34 12.05
ii) Highly weathered Basalt Around
5.95
iii) Moderately to slightly weathered Basalt -
(RQD = 46% to 82%)
8. Grant Road 24.34 i) Fill, CLAY and gravelly CLAY 6.1 to 9.0
Station ii) Completely to highly weathered Breccia 0.0 to 4.5
breccias embedded
iii) Moderately weathered to fresh Breccia -
(RQD = 64% to 100%)
Tunnel Between 24.34 to i) Fill, clayey SAND and Gravel Around 4.5
Station 8 & 9 20.54 ii) Completely to highly weathered Breccia Around 6.0
(RQD = 48% to 94%)
9. Mumbai 20.54 i) Fill, silty to clayey SAND and sandy 2.0 to 4.5
Central CLAY occasionally with gravel
Breccia
iii) Moderately to slightly weathered -
Breccia with fresh Basalt underneath
(RQD = 37% to 100%)
Page 31
Approx. Geology
Station /
Tunnel Description
(m BGL) (m)
Tunnel Between 20.54 to i) Fill, silty to clayey SAND and sandy 2.0 to 4.5
Station 9 & 10 18.04 CLAY occasionally with gravel
ii) Completely to highly weathered rock 0.5 to 9.0
(RQD = 41% to 99%)
10. Mahalakshmi 18.04 i) Fill and silty to silty sandy CLAY 2.0 to
Station 10.75
ii) Highly weathered Basalt 0.0 to 2.5
and locally slightly weathered Tuff with
breccias fragments (RQD = 54% to 100%)
Tunnel Between 18.04 to i) Fill, silty gravelly SAND and marine/silty 7.0 to 9.0
Station 10 & 11 22.54 CLAY
ii) Partially completely to highly weathered 7.0 to 13.5
Basalt and partially highly weathered
Breccia volcanic Tuff
iii) Interface between moderately -
weathered to fresh Basalt and moderately
to slightly weathered Breccia volcanic Tuff
(RQD = 50% to 97%)
11. Science 22.54 i) Fill, CLAY and partially covered 6.5 to 9.0
Museum ii) Highly weathered Breccia occasionally 0.0 to 8.0
Station with slightly weathered breccias
embedded
Breccia with moderately weathered Basalt
underneath (RQD = 24% to 93%)
Tunnel Between 22.54 to i) Fill, CLAY and occasionally Murrum 5.5 to 6.8
Station 11 & 12 20.54 ii) Completely to highly weathered Breccia 0.0 to 1.4
volcanic Breccia occasionally with highly
weathered breccias embedded.
Moderately to slightly weathered Basalt is
identified underneath Breccia locally (RQD
= 52% to 99%)
12. Acharya Atre 20.54 i) Fill and CLAY 6.0 to 6.6
Chowk ii) Completely to highly weathered Breccia 1.5 to 7.5
Station
(RQD = 48% to 96%)
Page 32
Approx. Geology
Station /
Tunnel Description
(m BGL) (m)
Tunnel Between 20.54 to i) Fill and sandy gravelly to silty CLAY 5.5 to 7.0
Station 12 & 13 22.14 occasionally with weathered Basalt
fragments embedded
ii) Completely to highly weathered Breccia 1.0 to 13.5
occasionally with highly weathered Basalt
occasionally with moderately volcanic Tuff
above (RQD = 43% to 97%)
13. Wrli Station 22.14 i) Fill and sandy gravelly CLAY 5.5 to 9.15
ii) Completely to highly weathered Basalt 8.85 to
occasionally with completely weathered 14.5
volcanic Tuff
and locally slightly weathered volcanic Tuff
is identified (RQD = 53% to 85%)
Tunnel Between 22.14 to i) Fill and sandy gravelly CLAY 6.5 to 11.0
Station 13 & 14 23.50 ii) Completely to highly weathered Basalt Around 4.0
or Breccia
(45% to 99%)
14. Siddhi 23.50 i) Filling hard Murrum, silty SAND and 8.6 to 13.0
Vinayak marine CLAY
Station ii) Highly weathered Basalt 0.0 to 1.5
iii) Moderately weathered to Fresh Basalt -
occasionally with Breccia underneath
(RQD = 46% to 100%)
Tunnel Between 23.50 to i) Fill, fine SAND and sandy CLAY 8.5 to 9.5
Station 14 & 15 25.84 occasionally with sand stone
ii) Generally highly weathered Basalt 0.0 to 7.0
Basalt embedded, and locally with highly
weathered Breccia
(RQD = 50% to 97%)
15. Dadar Station 25.84 i) Fill, gravelly SAND, marine CLAY and 11.0 to
stiff CLAY 14.1
ii) Highly weathered Basalt occasionally 0.0 to
with moderately weathered Basalt >14.9
embedded and locally with highly
weathered Tuff underneath
Page 33
Approx. Geology
Station /
Tunnel Description
(m BGL) (m)
iii) Moderately weathered to Fresh Basalt -
and locally with moderately weathered to
fresh Breccia (RQD = 47% to 93%)
Tunnel Between 25.84 i) Fill, gravelly to silty SAND and stiff CLAY 4.0 to 11.8
Station 15 & 16 occasionally with marine CLAY and
Murrum
ii) Completely to highly weathered Basalt Around
locally found 14.93
and locally with moderately to slightly
weathered Breccia (RQD = 47% to 99%)
16. Shitladevi 25.84 i) Fill, gravelly to silty SAND and marine 12.0 to
Temple CLAY occasionally with stiff CLAY 12.6
Station ii) highly weathered Basalt locally found Around 1.5
(RQD = 73% to 95%)
Tunnel Between 25.84 to i) Fill, SAND and CLAY occasionally with 6.5 to 10.9
Station 16 & 17 18.04 boulders or small rock fragments
ii) Partially with completely to highly 1.1 to 3.5
weathered Basalt and partially with
completely to highly volcanic Tuff/Breccia
weathered Basalt and moderately to fresh
volcanic Tuff/Breccia occasionally with
highly weathered rock (RQD = 27% to
97%)
17. Dharavi 18.04 i) Fill and CLAY occasionally with small 4.5 to 12.0
Station rock fragments
iii) ) Interface between moderately -
weathered to fresh Breccia and
moderately to fresh Basalt (RQD = 41% to
99%)
Tunnel Between 18.04 to i) Fill and marine CLAY 3.0 to 9.0
Station 17 & 18 19.44 ii) Interface between completely to highly 4.5 to 15.0
weathered Breccia and completely to
highly weathered Basalt
weathered to fresh Breccia and
moderately weathered to fresh Basalt
Page 34
Approx. Geology
Station /
Tunnel Description
(m BGL) (m)
(RQD = 41% to 94%)
18. BKC Station 19.44 i) Fill and marine CLAY occasionally with 8.1 to 9.6
boulders
ii) ) Completely to highly weathered 2.0 to 11.5
Breccia occasionally with highly weathered
Basalt and clay pocket
fresh Basalt and locally with moderately to
slightly weathered Breccia (RQD = 36% to
89%)
Tunnel Between 19.44 to i) Fill and CLAY occasionally with boulder 8.1 to
Station 18 & 19 20.54 of Murrum 12.05
ii) Generally completely to highly 0.9 to >
weathered Basalt occasionally with 16.0
completely to highly weathered Breccia
fresh Basalt occasionally with moderately
weathered Breccia (RQD = 45% to 95%)
19. Vidyanagri 20.54 i) Fill and gravelly to silty CLAY 3.0 to 5.0
Station ii) Completely to highly weathered 2.4 to 4.5
Basalt/Breccia
Basalt/Breccia occasionally with highly
weathered rock embedded (RQD = 29% to
99%)
Tunnel Between 20.54 to i) Fill and gravelly CLAY occasionally with 2.1 to 8.0
Station 19 & 20 19.54 boulders
ii) Generally completely to highly 0.9 to 3.0
weathered Basalt and locally with highly
weathered Breccia
with fresh Breccia underneath (RQD =
45% to 98%)
20. Santacruz 19.54 i) Fill occasionally with stiff CLAY or 2.0 to 3.0
Station boulders
ii) Highly weathered Basalt/Breccia 0.09 to 5.0
rock
occasionally with slightly weathered to
fresh Basalt underneath (RQD = 56% to
Page 35
Approx. Geology
Station /
Tunnel Description
(m BGL) (m)
100%)
Tunnel Between 25.84 to i) Fill and CLAY occasionally with silty 2.5 to 8.0
Station 20 & 21 21.5 SAND or boulders
and locally with completely weathered
Breccia
fresh Basalt and locally with moderately
weathered to fresh Breccia (RQD = 49% to
100%)
21. CSIA 21.5 i) Fill and sandy gravelly CLAY 3.0 to 5.1
(Domestic) ii) Completely to highly weathered rock 0.0 to 0.9
Station
iii) Moderately weathered to fresh -
Basalt/Breccia (RQD = 51% to 100%)
Tunnel Between 21.5 to i) Fill 1.5 to 4.0
Station 21 & 22 21.5 ii) Completely to highly weathered Tuff 0.0 to 10.5
Tuff/Breccia and locally with moderately
weathered to fresh Basalt (RQD = 50% to
100%)
22. Sahar Road 21.5 i) Fill and silty CLAY occasionally with 3.0 to 6.0
Station building material or weathered rock
ii) Completely to highly weathered Breccia 0.2 to 3.5
occasionally with completely to highly
weathered Basalt on top
fresh Breccia and locally fresh Basalt
identified occasionally with highly fractured
rock at interface (RQD = 54% to 99%)
Tunnel Between 21.5 to i) Fill and sandy to silty CLAY 6.0 to 6.6
Station 22 & 23 21.5 ii) Highly weathered Basalt/Breccia 0.2 to 0.5
iii) Moderately weathered to fresh -
23. CSIA 21.5 i) Fill and sandy silty CLAY 6.6 to 7.5
(International) ii) Highly weathered Basalt/Breccia 0.2 to 4.0
Station
iii) Moderately weathered to fresh
Tunnel Between 21.5 to i) Fill, silty CLAY and hard Murrum Around 8.0
Station 23 & 24 22.34 ii) Slightly weathered to fresh -
Page 36
Approx. Geology
Station /
Tunnel Description
(m BGL) (m)
Breccia/Basalt (RQD = 88% to 99%)
24. Marol Naka 22.34 i) Fill and gravelly CLAY 2.1 to 5.1
(RQD = 47% to 92%)
Tunnel Between 22.34 to i) Fill and CLAY 2.5 to 6.1
Station 24 & 25 17.54 ii) Completely to highly weathered Breccia 1.5 to >
occasionally with moderately weathered 6.0
breccia
(RQD = 48% to 97%)
25. MIDC Station 17.54 i) Fill and silty CLAY occasionally with 1.5 to 5.0
boulders or Murrum
ii) Highly weathered Breccia 0.0 to 4.0
(RQD = 47% to 100%)
Tunnel Between 17.54 to i) Fill and Murrum 1.0 to 5.0
Station 25 & 26 20.54 ii) Completely to highly weathered 0.0 to 7.5
Basalt/Breccia/Tuff
Basalt/Breccia/Tuff occasionally with
highly weathered rock (RQD = 22% to
99%)
26. SEEPZ 20.54 i) Fill occasionally with silty gravelly soil 3.0 to 6.0
Station and/or boulders
ii) Completely to highly weathered 0.0 to 5.5
Basalt/Breccia occasionally with
moderately weathered rock
fresh Basalt occasionally with highly
weathered rock and moderately weathered
Breccia is identified locally (RQD = 16% to
97%)
Tunnel Beyond 20.54 i) Fill and Murrum Around
Station 26 3.75
ii) Highly weathered Basalt Around
0.75
iii) Slightly weathered to fresh Basalt (RQD -
= 69% to 95%)
Page 37
Referring to the laboratory test results on the rock samples, the range of UCS for
Breccia Rock is 2.239MPa to 16MPa (for Grade I to III) and for Basalt Rock, it is
ranging from 5.71MPa to 88MPa (for Grade I to III). Whereas the UCS for Tuff
Rock is ranging between 3MPa to 5.88MPa (for Grade II).
3.4 Groundwater Level

From the measurement of groundwater level in boreholes taken during the dry
season in Mumbai between October and December 2012, it is seen that the
groundwater table was encountered at about 2.10m to 8.10m below the ground
level. Therefore, it can be concluded that the ground water level is generally
higher than the tunnel crown level and the station base level throughout the
alignment.
Page 38
4. Construction Methodology
4.1 Cut and Cover Method
The cut and cover method is suitable for construction of station box and cut and
cover tunnel in soft or mixed ground conditions especially for excavation with
shallow depth (less than 30m). There are two basic cut and cover construction
methods, namely Top Down and Bottom Up. Both methods are suitable for
station box construction, while tunnel box structure is usually constructed by
bottom up method. The system basically comprises of retaining walls and
strutting system. In top down method, the retaining wall may form part of the
permanent structure and the some of the struts could be the slabs themselves at
various levels. In bottom up method, the retaining wall can either be temporary or
part of permanent structure and struts may be steel members or ground anchors.
Cut and cover tunnel could be constructed portion by portion according to the
schedule of utilities and traffic diversion. With sufficient working space, an open
cut with a safe sloping angle could be adopted. However, measures to resist
water ingress and hydraulic failure, such as grout curtain and hydraulic cut off
wall, should be adopted for areas with high water table. For areas without
sufficient space for an open cut with slope, a cofferdam method, which comprises
of an open cut excavation with suitable lateral support system such as secant pile
wall/diaphragm wall with lateral support system, should be carried out to facilitate
the construction of station box.
4.1.1 Top Down Construction

In top down method, the permanent station structure walls are built along the
excavation boundary from top to bottom. The walling system, usually in the form
of diaphragm wall or bored secant pile wall, is first installed and then excavation is
carried out up to roof slab level. After casting the roof slab, the excavation is
continued up to the next level of slab. This process is repeated until the
excavation reaches the base slab level. The retaining walls shall usually be used
as part of the permanent station walls. The strutting system is usually the slabs of
station structure themselves and may occasionally be with some temporary steel
struts, depending upon the site specific requirements.
The following is a typical procedure for top-down construction sequence in urban
area:
1. Traffic and Utilities Diversion :
In general, traffic diversion to the extent possible is implemented for easing the
construction process on a road. In any case, no traffic is allowed on the site
area specifically blocked for construction activities. Utilities within the site area
are either diverted or protected.
2. Installation of Retaining Wall :

A retaining wall, which is usually a concrete diaphragm wall or bored secant
pile wall, is installed before excavation can commence.
3. Excavation and Installation of Strut :

Soil is excavated to just below the roof slab level of station. The first layer of
Page 39
strut, which is usually the roof slab itself, is installed to support the retaining
walls. In case the depth of roof slab from the ground surface is over 2.5m or a
more stringent control of ground surface settlement is needed to avoid
adverse effect on the EBS adjacent to station structure, intermediate
temporary struts may have to be provided at levels above the roof slab.
4. Construction of Roof Slab :

The roof slab is cast, with access openings provided on the slab for facilitating
works to proceed downwards. The roof slab provides a massive lateral
support across the excavation.
5. Construction of Next Level Slab :

Excavation proceeds further up to the next slab level, then next slab is cast,
and this process continues till the base slab is completed.
6. Construction of Station Structure :

The inner side walls, if any, are constructed upwards, followed by removal of
the intermediate struts, if there are any. The access openings on the roof slab
are then sealed.
7. Backfilling & Reinstatement :

After the station is completed, the soil is backfilled up to the top strut level, in
case roof slab is not the top strut, before the strut is removed. This is followed
by complete backfilling up to the required level and finally reinstating the
surface areas. Figure F4.1 shows the typical construction sequences of top
down method .
Figure F4.1: Typical Construction Sequences of Top Down Method
Page 40
4.1.2 Bottom Up Construction

In bottom up method, the retaining wall is constructed along the station or tunnel
box boundary prior to excavation. Excavation is carried out to a certain depth and
then strutting system is installed to support the retaining walls during excavation
and construction of the station. Depending on the excavation depth, one or more
layers of struts may be required to ensure sufficient resistance against soil
pressure outside the excavation. After installation of strutting system is completed
and final formation level is reached, the base slab is cast, then going from bottom
upwards the concourse slab is cast in accordance with normal procedure. The
wall can either be temporary or part of permanent structure. The strutting system
is removed after casting the slab.The following is a typical procedure for bottom-
up construction sequence in urban area:
1. Traffic and Utilities Diversion :
In general traffic diversion to the extent possible is implemented for easing the
construction process on a road. In any case, no traffic is allowed on the site
area specifically blocked for construction activities. Utilities within the site area
are either diverted or protected.
2. Installation of Retaining Wall :

The retaining wall is installed before excavation commences. The retaining
wall can be a diaphragm wall, bored pile wall, soldier pile wall or steel sheet
pile wall, depending upon the site conditions, soil type and excavation depth.
3. Excavation and Installation of Steel Strut :

The soil is excavated up to the first strut level. The first layer strut is installed
before the excavation proceeds further.
4. Excavation and Installation of Subsequence Steel Struts :

Soil is excavated to the next strut level and the second level strut is installed.
The process continues till the excavation reaches the formation level. The
number of strut levels depends on the total excavation depth.
5. Construction of Base Slab :

At formation level, the base slab is cast, followed by removal of the lowest
level strut and then the side walls, if there are any, are constructed.
6. Construction of Station Structure or Tunnel Box Structure :

The concourse level slab or roof slab of tunnel box is constructed, followed by
the removal of the strut near to that slab level. This process progresses
upwards till the roof slab (only for station box structure) is constructed.
7. Backfilling and Reinstatement :

After the roof slab is completed, the soil is backfilled up to the first level strut
before it is removed, followed by complete backfilling up to the final ground
level. If the retaining wall is a solider pile or sheet pile wall, the temporary wall
is extracted.
Figure F4.2 shows the typical construction sequences of bottom up method.
Page 41
Figure F4.2: Typical Construction Sequences of Bottom Up Method
4.1.3 Walling and Associated System

4.1.3.1 Diaphragm Walls
Diaphragm wall is a reinforced concrete wall that is constructed in ground by using
slurry technique. A trench is excavated into the ground and is prevented from
collapsing by the use of bentonite slurry. The slurry forms a thick deposit on the
walls of the trench which balances the inward hydraulic forces thus preventing
water flow into the trench. After a panel is excavated, the reinforcing cage is
lowered into the trench and filled with concrete from the bottom to upwards by
using tremie pipes.
Diaphragm wall is usually constructed in soil strata but it can also be installed in
rock with specially designed grab duly connecting the Diaphragm wall with the
rock by shear pins, if required. It can be used both in top down and bottom up
construction methods. The wall can act as a temporary ground support during
excavation and thereafter become the part of the permanent structures. The
diaphragm wall technique has been successfully used in Chennai, Delhi, Kolkata
and other metro projects in the country.
A wall with sufficient rigidity is required to limit the settlement of EBS caused
during the excavation, with a view to reduce the adverse impact to these adjacent
building structures. In view of station depths and the rock head levels along the
alignment, a wall thickness of 0.8m to 1.0m will be suitable on this project.
Figure F4.3 shows the general set up of work area for diaphragm wall
construction.
Page 42
Figure F4.3 General Set Up of Work Area for Diaphragm Wall Construction
The merits of diaphragm wall system are as follows:

Low vibration and low noise during construction
Structurally favourable – high rigidity and relatively small wall deformations
Adjustable thickness and depth of wall at each panel
Good waterproofing compared to other retaining wall systems
Can be used as a part of permanent structure
The drawbacks of diaphragm wall system are as follows:

Higher cost compared to other walling systems
Not all Indian contractors have the special equipments for diaphragm wall
construction
Relatively large working area is required because of the slurry treatment plant
For the diaphragm wall construction, grab is generally used for excavating in soft ground
conditions, whereas chisel or hydro-fraise cutter is used for rock excavation. Generally
chiseling method generates much higher vibration levels in the ground as compared to
hydro-fraising method while excavating rocky strata. Therefore, hydro-fraising method is
recommended to be employed wherever diaphragm wall excavation is to be done in
rocks on MML-3 as most of the stations are located quite close to the existing
building/heritage structures. The following pictures show the different kinds of
equipment for diaphragm wall excavation.
Page 43
Photo P4.1: Diaphragm Wall Grab
(a) Rectangular Shape Chisel (b) Circular Shape Chisel
Photo P4.2: Chisel Cutters
(b) Close Up of Hydro-fraise Cutter
(a) Hydro-fraise Cutter

Photo P4.3: Hydro-fraise Cutter
Page 44
4.1.3.2 Bored Pile Wall

A bored pile wall consists of a series of bored pile interlocked to form a
continuous watertight wall. The bored pile wall can either be contiguous or with
lagging between the piles. The pile spacing is usually kept less than three times
the pile diameter and is dependent on construction tolerances and ground
conditions. This system is suitable both in soil and rock stratum. It can be
adopted both in top down and bottom up construction methods. The bored pile
wall can function as a temporary retaining wall during construction phase and
also as a permanent wall for permanent structure.
Bored pile is usually a cast in place concrete pile and constructed by using
methods such as auger method, percussion drilling method, chisel grab or
reversed circulation drill technique depending up on the diameter and ground
conditions. Keeping in view the fact that Mumbai Metro Line 3 passes through
the congested commercial areas of Mumbai with scarcity of ground space, large
diameter bored piles are not recommended. The most suitable diameter of
bored piles for this project would be from 600mm to 1200mm. The bored pile
can generally be constructed by rotary or percussive drilling method. Rotary
drilling method is generally adopted for the pile excavation in soil and at times in
sedimentary rocks such as sandstone or siltstones etc. The induced vibration
from this drilling method is low. However, rotary drilling will become difficult
when excavating hard rock such as igneous rock. Whereas, Percussive drilling
method is workable in varied geological conditions, however it might generate
vibrations in the ground which should be monitored and controlled while
adopting this method in vibration sensitive areas. Another method used for pile
construction is hand dig caisson method. This method requires a worker to go
inside the pile shaft for excavating and casting the temporary lining step by step
up to the pile bottom level. For this method, it is necessary to allow sufficient
working space for the workers; therefore the pile diameter for hand dig caisson
cannot be too small. Practically the optimum diameter of hand dig caisson pile
should not be less than 800mm. On the other hand, the shaft stability and the
safety of worker will become critical issues when high groundwater inflow is
encountered during the pile excavation. In view of the above mentioned
requirements and risks, the hand dig caisson method is considered
inappropriate for adoption on Mumbai Metro Line 3 due to the limitation of
available ground space and also the presence of high ground water table in
Mumbai city. Therefore, the percussive drilling method is considered the
appropriate method for excavating the bored piles as this method is capable of
handling the sporadic presence of boulders or thin layers of hard rock within
Grade VI/ V rocks which are likely to be encountered on this project. Further,
due to high groundwater table in Mumbai, usage of temporary steel casing or
slurry will be needed to maintain the shaft stability in soil and prevent ground
from collapsing.
The pictures below show the drilling machine and drilling heads for rotary and
percussive drilling methods.
Page 45
(a) Drilling Machine (b) Drilling Head

Photo P4.4: Rotary Drilling Method – Auger Drilling
(a) Drilling Machine (b) Drilling Head
Photo P4.5:Percussive Drilling Method – Down the Hole Hammer
Percussive Traditional
Drilling Drilling
(a) Drilling Head Detail (b) Drilling Mechanism
Figure F4.4: Details and Mechanism of Percussive Drilling Head
Page 46
There are many patterns in which bored piles can be arranged to form the bored piles
wall Such as independent pattern, S pattern, line pattern and overlapping pattern (See
Figure F4.5). The independent pattern (namely soldier pile wall) has a single row of piles
with lagging wall installed between the piles to form a complete wall system. This is not
recommended for this project due to the requirements of watertightness and rigidity. The
S pattern consists of two rows of piles, the second row of piles fitting into the gaps of
first row, which follows the independent pattern. This pattern though is simple in
construction but is weak in providing watertihgtness because of less orderly layout
requiring grouting to improve the waterproofing. The line pattern is a single row of piles
touching one another to form a line. The S pattern and line pattern are also known as
contiguous piles wall. This is one of the most commonly used patters. The
waterproofing capacity of this pattern is also weak and may require grouting to improve
the waterproofing. The overlapping pattern is also a single row of piles. However the
piles are constructed in a staggered sequence (i.e. the pile no. 1, 2, 3 are installed first
followed by 4, 5 and 6). The latter piles cut through the first set of piles. This pattern is
also known as secant piles and provides a good watertighness and therefore is
recommended for this project.
(a) Independent Pattern
(b) S Pattern
(c) Line Pattern
(d) Overlapping Pattern
Figure F4.5 Different Patterns of Bored Piles Arrangement
The merits of bored piles wall system are as follows:

Lower construction cost
The technique is commonly available in India, and no special equipment is
required
Adjustable individual pile depths
Can be a part of permanent structure
The drawbacks of bored piles wall system are as follows:
Lower stiffness than diaphragm wall
Water ingress is easier through the bored piles wall because of construction
joints
Highly susceptible to construction deficiency
Page 47
In view of the high groundwater table conditions in Mumbai, soldier pile wall (i.e.
individual pattern) and contiguous pile wall (i.e. S-pattern and Line-pattern) are not the
preferred options as the waterproofing capacity of these patterns is weak, unless a
continuous column of grout curtain is provided behind the wall to improve the water
tightness of the walling system. The figure below shows a typical configuration of grout
curtain behind a soldier piles wall as an example and a similar configuration will be
needed for the contiguous piles wall as well.
Grout Curtain
Lagging
Soldier Piles Wall
Figure F4.6:Soldier Piles Wall with a Grout Curtain behind it
Whereas the secant piles wall is considered a preferable option on this project
considering the fact that its waterproofing capacity is better than other forms of pile walls
and also that it does not need a grout curtain behind the wall, provision of which could
pose difficulties owing to the availability of only limited space in the works areas.
However, in order to warrant an adequate waterproofing capacity of the wall, the piles’
installation should be done with a very good accuracy by exercising a high control on the
construction tolerances. The figure below shows different configurations of secant piles
wall generally prevalent in the construction industry.
Reinforced Concrete Piles
(Secondary Piles)
Plain Concrete Piles

(a) Plain Concrete Piles and Reinforced (Primary Piles)
Concrete Piles, arranged alternately
Concrete Piles encasing

Steel H-Section
(Secondary Piles)
Plain Concrete Piles

(Primary Piles)
(b) Plain Concrete Piles and Concrete Piles
encasing Steel H-Section, arranged
alternately Reinforced Concrete Piles
(Secondary Piles)
Reinforced Concrete Piles

(c) All Reinforced Concrete Piles
(Primary Piles)
Figure F4.7 Types of Secant Piles Wall
Page 48
4.1.3.3 Plunge Columns

Plunge columns may be required to be constructed for station construction to
support roof and concourse slabs during construction stage in top down
construction method. These plunge columns are of heavy steel sections and are
jacketed by providing cast-in-situ reinforced concrete later in order to comply with
the fire resistance requirements. The plunge columns may either be permanent
columns in station structure or temporary columns during construction stage,
which can be removed after the construction of station box. The following photo
shows an example of the plunge column using steel H-section.
Photo P4.6: Plunge Column in Steel H-Section
4.1.3.4 Arrangement for Detailing and Construction of Station Walls & Slabs in
Top Down Construction method under different Rock Formation Levels :
For constructing a station box structure in Top Down Method, different structural
configurations will be needed for detailing station walls & slabs depending upon
the site specific geological conditions and the planned station layout. The
different types of structural arrangement that may be needed for constructing
station walls & slabs depending upon the geological conditions are outlined
below :
(i) Wall (Soil) Type 1 – Temporary cofferdam for lateral support of soil (such as
secant pile wall):
In case the rock head (i.e.Grade III or better rock) level is shallow and above
the roof slab of the station, a temporary cofferdam is recommended to be
provided for supporting the earth as this wall is not required to be extended
down up to the roof slab level. It may not be prudent in terms of construction
cost and time to socket the piles deep into the rock just to reach a level below
the roof slab and make them forming part of the permanent structure.
According to the available GI information, the ground water level is generally
high (approx. 2m below ground level) in Mumbai. Therefore, secant piles wall
is recommended to be used as the temporary cofferdam for station box
construction as its waterproofing capacity is better than other forms of
temporary walls. However, soldier piles wall can be adopted in case the
ground water level is low or extensive grout curtain is installed to control water
ingress into the excavation. The following figure shows the application of
secant pile wall/soldier pile wall in shallow ground condition.
Page 49
Figure F4.8: Secant Pile Wall/Soldier pile Wall used in Shallow Rock Head
Condition
(ii) Wall (Soil) Type 2 – Cofferdam for lateral support of soil and also being part of
permanent station structure ( such as diaphragm wall)
In case the rock head level is deeper than the roof slab of the station and lies
somewhere in between two slabs of the station, a continuous diaphragm wall may
be provided up to the rock head level for retaining the soil, duly connecting the toe
of D-wall by shear pins socketted into the rock in order to maintain the toe stability
during the sequential excavation. This wall will be treated as the permanent side
wall to be connected with other permanent structural members of station box
subsequently. However, the rock head level may not always be gentle along the
station length, and at some locations it may vary dramatically between the two
slabs of station. In view of this, various possible scenarios and the proposed
structural arrangement in each case are discussed below to tackle the variation of
rock head levels.
Scenario A – The toe of Diaphragm wall is almost coinciding with or slightly
above ( 1.5m) the slab level :
In this scenario, the diaphragm wall is recommended to be terminated slightly
below the slab even though it would involve diaphragm wall excavation in rock for a
certain depth due to rock head level being a bit higher than the slab level. This will
enable an easy and proper connection between the diaphragm wall and the slab.
Otherwise, a transfer structure will be required to be constructed in between these
two elements to provide a structural connection of diaphragm wall with the slab,
which would be difficult to construct due to limited space and there will also be
difficulties in ensuring the water tightness performance of this connection. The
Page 50
following figure shows the general arrangement of diaphragm wall to structural slab
with rock head approximately coinciding with the slab level.
Figure F4.9: General Arrangement for Diaphragm Wall connecting to Structural

Slab with Rock Head Approximately Coinciding with Slab Level
Page 51
Scenario B – The toe of Diaphragm wall falls in between two slabs without any
restriction imposed by the minimum required station box width:
In case the toe of diaphragm wall is located in between the slabs without any constraint
imposed by the required internal width of station box, a cast in-situ concrete/shotcrete
side wall provided in rock portion can be extended up to the diaphragm wall with an
adequate over lap above the toe. Sufficient reinforcement connection will have to be
provided between the two elements so as to have a rigid connection for transfer of
moment and shear. The following figure shows the general connection arrangement side
wall in rock portion overlapping with diaphragm wall when the diaphragm wall toe falls in
between two slabs.
Figure F4.10: General Connection Arrangement for Side Wall in Rock Portion
Overlapping with Diaphragm Wall When Diaphragm Wall Toe Falls in between Two Slabs
Page 52
Scenario C – The toe of Diaphragm wall falls in between two slabs with a constraint of
maintaining the width of station box uniformly in the entire station depth :
In contrast to Scenario B, if the station location imposes severe constraints necessitating
provision of a minimum and uniform internal station width throughout the station depth,
for example in a situation where there is very tight space between the station footprints
and existing building structures ruling out increase in station width in upper portion of the
station box to accommodate a slightly stepping D-wall below the rock head level, a cast
in-situ concrete/shotcrete side wall will need to be constructed in the rock portion by
underpinning the diaphragm wall with the necessary reinforcement connection between
the two for load transfer. However, the rock mass below the diaphragm wall will have to
be excavated out for casting the underpinning wall. Therefore, the removal of rock mass
below the diaphragm wall will need to be done panel by panel to prevent any instability
on the whole diaphragm wall. In addition, a capping beam will have to be provided at the
top of diaphragm wall to structurally connect the individual diaphragm wall panels. The
following figure shows the general connection arrangement for the connection of side
wall cast underneath diaphragm wall when the diaphragm wall toe falls in between two
slabs.
Figure F4.11: General Connection Arrangement for Side Wall Cast Underneath
Diaphragm Wall When Diaphragm Wall Toe Falls in between Two Slabs
Page 53
(iii) Wall (Rock) Type A – Cast in-situ permanent side wall inside rock formation :
Regarding the station box side wall in the rock portion, even though the
applicable rock pressure can be considered as minimal due to the fact that most
of the rock deformation would have been mobilized while excavating the station
box, a structural station side wall is still required to withstand the hydrostatic
pressure from ground water table, the residual rock convergence and ground
response due to future developmental loading. For an uniform and flat side
surface, a reinforced cast in-situ concrete wall is recommended as it has a better
water tightness performance. Though a water proofing membrane is generally
provided at the extrados of wall, some water leakage may still be found due to
improper lapping between membrane panels or the irregular rock surface
puncturing through the membrane.
(iv) Wall (Rock) Type B – Shotcrete permanent side wall inside rock formation:
When the station wall is in irregular or curved shape, where it may be difficult to
erect formwork/falsework for casting an in-situ concrete wall , shotcreting may
prove to be a better alternative in such situations. However, shotcete will have to
be sprayed in multi layers to build up the required thickness of the side wall
panel, which results a weaker waterproofing ability of this system. In light of this,
the drainage arrangements will be required on the station slabs to collect the
leaking water from the side wall.
(v) Slab Type 1 – Slab connecting with permanent diaphragm wall :

In the top down construction method, the slab is cast on a levelled excavated
surface before the excavation can proceed further down. This slab acts as a strut
providing lateral support to the diaphragm wall, therefore the slab will have to be
structurally connected with the diaphragm walls and plunge columns. Since the
diaphragm walls and plunge columns are installed before the commencement of
bulk excavation for station box, the connection inserts for slab connection such as
couplers will have to be preserved inside the diaphragm wall panels and columns.
The following figure shows the connection details between cast in-situ slab and
diaphragm wall.
Figure F4.12: Connection Details for Cast In-situ Slab to Diaphragm Wall
Page 54
(vi) Slab Type 2 – Slab construction within rock formation

Generally, in Top Down Construction method, diaphragm wall will be terminated at
the rock head level, so there will be no side wall in place for supporting the station
slab. Unless the construction of station structure is switched over to Bottom Up
Method inside the rock portion; otherwise, physical supports will be required for
the structural slabs before the excavation could proceed further down. To provide
support to the slab in rock, a recess on the sub-vertical rock cut surface can be
excavated to allow the cast in-situ structural slab getting keyed into this recess
and supported by the rock mass. However, additional rock dowels may be
provided, wherever necessary, to strengthen the rock mass below the structural
slab in case adverse rock joints are identified. The extended portion of the
structural slab beyond rock face, keyed into the rock recess is considered a
temporary structure only. Its function will cease once the side walls of the station
are cast and structurally connected to the slab with reinforcement connection to
have a load transfer joint. The following figure shows the typical arrangement for
cast in-situ slab keyed into rock recess.
Starter Bars with Couplers

Rock at Bottom for Connecting
Reinforcement of Side
Excavated Rock Wall
2
Recess Reinforcement for
1
Permanent Slab Portion
Temporary Portion
of Cast In-situ Slab
keyed into Rock
Recess
Reinforcement for Rock Mass to be

Temporary Slab excavated after the Cast
Portion In-situ Slab gain
Sufficient Strength
Figure F4.13: Typical Arrangement for Cast In-situ Slab Keyed into Rock Recess
4.1.3.5 Rock Anchors

For the stations with high rock head level, the retaining wall system may be
terminated at the rock head level. To optimize the construction cost, open cut
excavation is usually adopted in rock stratum. Rock anchors are provided to
stabilize the rock cut faces especially in highly jointed or soft rock stratum to
ensure the safety during construction stage. The anchors can be pre-stressed,
if need be.
4.1.3.6 Protective Measures for the Existing Structures in Close vicinity to the
Stations’ side walls:
As discussed in the previous sections of the Report, most of the proposed
stations on this corridor are located in densely populated/crowded areas of
Mumbai city. Under such circumstances, it is practically unavoidable to have
station footprints quite close to the existing buildings/heritage structures that
might get affected during the station box construction. The table below lists the
structures at each station that are the closest to the station side walls along with
their respective clearance from station side wall.
Page 55
Table T4.1: Summary of the Closest Existing Building and Heritage Structures from the Proposed Stations
Northbound Southbound
(Distance from (Distance from
Name of
SN side wall of Box Description of Building side wall of Box Description of Building
Station to closest to closest
building in m) building in m)
1 Cuffe Parade 16.75 Multistoried building near Taj-Vivanta 20.6 DSK Tower(G+3)
Vidhan
2 7.5 Mittal towers (G+16) 11.3 PWD Building (G+17)
Bhawan
3 Churchgate 5.6 Khetan Bhawan (G+6) 3.5 Ritz Hotel (G+6)
Thomas Cook – Heritage Building
3.8 3.5 Prospect Chember (G+5) ;
(G+3) ;
Jeevan Udyog - Heritage Building
Hutatma 3.3 3.7 Pirojbai Dadabhoy Buiolding (G+2);
4 (G+3) ;
Chowk
Lawrence & Mayo House - Heritage
3.3 3.7 Kirmani Building (G+3) ;
building (G+3)
--- --- 2.4 Bilquees Mansion (G+4)
5 CST Metro --- --- 5.47 Water tank boundry Azad Maidan
6 Kalbadevi 1.5 Gaurav Mens Wear (G+3) 1.3 Anchore Paharma Pvt. Ltd. (G+3)
2.8 Shops (G+0), Adarsha Farsan Mart 3.5 Shops (G+0) - optical homes etc.
2.4 Mithaldan Building (G+3), 3.5 Shrinagar Art Gallery (G+2),
2.4 VIP Luggauge (G+0), 3.5 Sandhavi Mansion (G+4),
3.4 Dena Bank (G+1), 3.5 Jewellery Shop, Honesty Opticians,
7 Girgaon Ruby Engineers & Consultant,
3.5 1.5 Supi Co.Op.Bank (G+3),
Panshikar Diary (G+1),
3.5 Hemrajwadi (G+3), 2.3 Shiv Sena Office (G+1),
2.7 Sunshine Bar (G+4) 2.1 Kamal Stores (G+0),
--- --- 1.7 Congress Kalryalay (G+3)
Page 56
Name of
SN side wall of Description of Building side wall of Description of Building
Station
Box to closest Box to closest
3.4 Chamunda Jewellers (G+3), 3.5 Azad Hindu Hotel (G+0),
2.7 Parvathi Mansion (G+3), 3.5 Star Elcetric Store (G+0),
8 Grant Road
--- --- 3.5 Kirani Stores (G+0),
--- --- 3.5 Crown Tyre Service (G+0),
Mumbai
9 12.2 Railway Residential Building (G+21) 15.58 Reserve Bank of India (G+4)
Central
Kashinath Building - (G+1) Paint
2.1 Mahalakshmi Sadan (G+5) 2.5
10 Mahalakshmi Shops etc.
--- --- 2.7 At grade ramp Multi Storied Building
Science
11 --- --- 4 Christian Cementory
Museum
4.3 Muncipal Chawl (G+2) 3.5 Shops (G+0),
Acharya Atre --- --- 3.5 Service Center (G+2),
12
Chowk --- --- 3.5 MT Propoerty Chawl (G+1),
--- --- 3.4 Stationary Shops
13 Worli 9.1 Shivaji Nagar (G+3) 2.7 Building Under Construction
37.5 , 19.69 , Temple , Ankur Building (G+6) ,

14 Siddhi Vinayak 13.7 Ravindra Theater
4.8 BMC Shead
15 Dadar 5.8 Happy Door (G+4) 4.9 Shradda Building (G+4)

16 Shitladevi 5.2 Aasika 4.5 Shops fronting Wadi Manzil (G+2)
17 Dharavai ------ ------ 7.6 Mandir near Substation (G+1)
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Name of
SN side wall of Description of Building side wall of Description of Building
Station
Box to closest Box to closest
18 BKC 5.5 Yasshree Appt (G+7)
2 Akil Bhartiya Stanik Swaraj Institute
19 Vidhyanagari 8.9 Government colony (G+3)
(G+3)
20 Santacruz 1.5 Flyover parapet 5.7 Hutment Line
21 CSIA Domestic ------ ------ ------ ------
22 Sahar ------ ------ ------ ------
CSIA
23 ------ ------ ------ ------
International
24 Marol Naka 5.2 Marol Naka fire station 5.3 Gokul Shppe (G+5)
Residential Building
25 MIDC 5.5 4.7 Mumbai Hazar Building (G+8)
(G+5)
26 SEEPZ 7.65 Sudha Restaurant 7.9 SEEPZ Building (G+1)
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The multi-storey buildings over G+2 height, seating on spread footing(shallow

foundation) and the heritage structures that are very close ( 3.5m) to the side wall of a
station box are considered as the critical sensitive receivers for the station box
construction and are highlighted in yellow colour in the above summary table. It can be
seen from the table that the closest structure to the side wall of a station is only 1.3m
away, as measured on a plane at the ground level. However, the actual distance
between the footprints of its foundation and the station wall could be even smaller and is
not known with certainty. Therefore, before undertaking the station construction work the
contractor will be required to make an inspection trench close to the building foundations
to ascertain the footprints of the structure’s foundations. In case, the
substructure/spread footing is seating on loose or soft soil stratum, the necessary ground
treatment such as grouting around the footings will be required to solidify it so as to
minimize the impact of cofferdam construction and station box excavation on these
structures. Further, the contractor will have to propose a suitable type of cofferdam
system, with due considerations to the deployment of appropriate construction
equipments and construction methodology, that would minimize the impact on these
closest structures.
Considering the above mentioned constraints and also the fact that available road widths
at such locations being narrow, it is recommended to employ a secant piles wall system
as this walling system will only need a small pile boring machine along with associated
power supply unit, slurry tank and recycling unit for drilling the piles. In contrast to this
a diaphragm walling system will need a big crane for lifting the excavation grab and
lowering of big reinforcement cage and also a larger scale slurry tank and recycling units
for constructing a diaphragm wall panel. In addition, guide wall may not be required for
installation of secant piles, which is a must for installation of a D-wall. For maintaining a
strict verticality of secant piles wall, a temporary steel liner can be used in the top portion
of primary piles so as to minimize the construction tolerances for pile drilling and the
steel casing can be retrieved while concreting the pile. Once the primary piles are
installed with precision, the secondary piles’ verticality can be guided from the primary
piles. Another advantage of using scant piles wall system at such locations will be that
the ground deformations/movements during a pile installation are expected to be much
smaller than those likely to take place during construction of a diaphragm wall panel as
the volume of excavation involved in one pile drilling is much smaller and also the
arching effect of soil during pile installation is much better in comparison to a D-wall
panel installation .
In any case, the contractor, based on his proposed construction configuration, will be
required to carry out a detailed assessment analysis during detailed design phase by
numerical modeling or other appropriate methods to demonstrate and quantify the
anticipated impact and the likely induced deformations on the identified sensitive
receivers before he could be permitted to commence construction of cofferdam and
excavation of station box. In case, the detailed assessment analysis indicates a
significant impact or ground deformation on any nearby existing structures, a proposal for
taking the protective measures will have to be initiated by the contractor based on the
building condition survey, structural survey and structural design/documents of these
buildings. Also, an instrumentation plan and monitoring schedule will be required to be
developed by the contractor to illustrate/justify the feasibility of his proposed construction
methodology/configuration.
Page 59
4.2 TBM Method

The first TBM was designed and built by a Belgium engineer Henri-Joseph Mauls
for construction of Fergus Rail Tunnel (also called Mont Cenis Tunnel) between
France and Italy through the Alps in 1845. The machine consisted of percussion
drills mounted on the front of a locomotive-sized machine, powered by water
compressors at tunnel portal and fed to the machine through pipes. The modern
breakthrough of TBM did not occur until the first open gripper TBM with disc
cutters was developed in 1950s. Today the TBM industry has evolved a great
deal, offering TBMs with state-of-the-art technology.
There are many types of TBMs available in the market and generally they can be
catalogued into three types namely open mode, single shield and double shield.
Open mode machine is usually used in rock excavation, while single and double
shield machines can be used in rock, soil or mixed ground excavation.
The TBM can be equipped with the following additional equipment facilities to
assist the tunnel construction.
Probe drill equipment for pre-excavation investigation and ground treatment
Dangerous gas detectors
Data acquisition system to monitor the machine performance
Automated, precision guidance system
Closed circuit television systems
Automatic fire suppression systems
4.2.1 Open Mode Machine

The open mode TBM, often described as gripper TBM, is the classic form of TBM.
It can further be classified into open TBM, TBM with roof shield and TBM with
cutter head shield. The open TBM is a machine without protection measures
behind the cutter head and does not provide a safe working condition. It is not
recommended for the large diameter tunnels. The TBM with roof shield is an
open TBM with a roof shield behind cutter head as a protective measure for the
operator during excavation.
Open mode machine is suitable in hard rock with medium to high stand-up time. It
may be the most economical tunnelling method if the rock does not require
constant temporary support, such as rock dowels, steel arches and concrete. In
order to provide the thrust for the cutter head, the machine is braced radically
against the tunnel wall by hydraulically moved clamping shoes. Photo P4.7 shows
a type of open mode TBM.
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Photo P4.7: Open Mode TBM with Roof Shield
4.2.2 Single Shield Machine

The single shield machine is used in soil, hard rock, rock with short stand-up time
or in fractured rock. The cutter head arrangement is similar to the open mode
machine. The machine is equipped with a shield to provide temporary support to
the tunnel and protect the machine and workers. The shield extends from the
cutter head over the entire machine. The tunnel lining is also installed under the
protection of the shield. In contrast to the open mode machine, the thrust comes
from the hydraulic jacks which directly shove against the existing tunnel support.
Photo P4.8 shows a type of single shield TBM.
Photo P4.8: Single Shield TBM
Single shield machine with reinforced concrete pre-cast lining is the most
commonly adopted system nowadays. This system is widely used in soft ground
tunnelling projects, such as Delhi, Kolkata and Chennai metro projects in India.
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4.2.3 Double Shield Machine

The double shield machine is suitable for soil, hard rock, rock with short stand-up
time and fractured rock. It consists of two main components, the front shield and
gripper shield. Both shields are connected with each other with telescopic jacks.
The machine can either adequately clamp itself radially in the tunnel using the
clamping units of the gripper shield or push off the existing lining in the direction of
the drive. The front shield can be thrust forward without influencing the gripper
shield, so that in general a continuous operation is possible, nearly independent of
the installation of tunnel lining.
The double shield TBM has a disadvantage as compared to the single shield
machine. When the machine is used in fractured rock condition, the rear shield
can get blocked due to the excavated material getting into the telescopic joint.
The apparent advantage of double shield machine is the rapid advance rate.
Photo P4.9 shows a type of double shield TBM.
Photo P4.9 Double Shield TBM
For double shield TBM, a gripper system is equipped to press against the rock
surface in order to provide the required reaction and allow TBM to advance faster.
Thus the installation of segmental lining can be independent of the TBM driving
4.3 TBM Face Support System

When a TBM is working under water table or there is a face instability problem, it
requires a closed system with pressurized face support to address worker safety,
groundwater inflow and settlement concerns. The face support pressure can be
provided either by earth pressure balance (EPB) or slurry systems.
4.3.1 Earth Pressure Balance (EPB) System

The EPB machine holds the excavated material with water or added admixtures
under pressure in the excavation chamber in rear of the cutter head and the
pressurized excavated material balances the soil and water pressures at the face.
The pressure is maintained by the controlled release of excavated material via a
screw conveyor. The screw conveyor is designed to develop a pressure gradient
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from the excavation chamber to the outlet so that material is discharged in a

controlled manner at atmospheric pressure. The tunnel spoil is discharged into
muck cars or conveyor belt to be removed off-site.
4.3.2 Slurry System

Slurry support system relies on bentonite slurry in the excavation chamber to
apply the pressure to tunnel excavation face to counterbalance soil and water
pressures. This is achieved by a mud cake that forms on the tunnel excavation
face as excavation proceeds. The excavated material is suspended in the slurry
and pumped through close-circuit piping to a separation plant on the ground
surface. The suspended material is removed from the slurry at a separation plant.
The resultant muck is disposed off-site, while slurry is reconditioned and re-
circulated back to the tunnel face.
4.3.3 Selection of Support System

The both EPB and slurry systems have their own advantages and disadvantages.
The selection needs to consider the project specific requirements. The following
are the advantages of each system.
Advantages of EPB system :
In the event of a face collapse, the ground loss is limited
Better production rate as compared to Slurry system
Lower capital cost
Smaller works site and launch shaft
Lower consumption of additives (no slurry circuit)
Advantages of slurry system :

Working pressure control is more systematic
Muck is not exposed until it reaches the surface, resulting in a cleaner tunnel
The torque required is lesser
The power requirement for cutter head is lesser
Reduced cutter wear, requiring less frequent interventions
The slurry system is ideal for sandy soil which is easily separable from slurry at
the surface. By contrast, silts and clays are difficult to separate and can be an
issue for slurry recirculation. For EPB system, the higher percentage (>10%) of
fines, or a predominance of silt will make it easier to form a plug in the mucking
screw and to control the pressure in the excavation chamber. This criterion has
become vaguer in recent years due to the development of improved soil-
conditioning additives and additive injection systems, which broaden the range of
ground conditions in which each system can be operated. In terms of
permeability, the slurry system performs better if ground permeability is greater
than 1x10-07 m/s and the EPB system is more suitable for lower permeability soil.
Figure F4.14 shows the suitability range of grain size for different types of support
system.
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Figure F4.14 Suitability of Face Support Systems
For the EPB system, it is easier to monitor the over-excavation where muck
quantities are immediately evident in the muck skips. However, measurement of
muck in the slurry system relies on more intricate density and flow measurements
in the out-flow pipeline.
Most of the proposed launching and receiving shafts for this corridor are located in
the Mumbai urban areas, with limited works site area. Whereas, the slurry system
requires a large works site area for the slurry support back-up system and this
may be a limitation for adopting the slurry system on this project.
The past experience of a contractor and the availability of local workforce may
also influence the selection of a particular type of face support system. If
contractors and TBM operators in a country have used a particular type of support
system in the past then infrastructure market would be available to support that
particular type of machine. A new type of machine may have a longer learning
curve. In India, most of the tunnels have been constructed by EBP machines, and
only a few are being constructed by slurry machine. Therefore, EPB face support
technique can be considered more mature than the slurry system in India.
Both systems can be used in Mumbai metro tunnel construction; however EPB
system is more appropriate than slurry system for the project.
4.4 NATM Method

The New Austrian Tunnelling method (NATM) is a construction procedure used in
tunnel excavation and construction. It was developed between 1957 and 1965 in
Austria. NATM was originally developed for use in the Alps where tunnels are
commonly excavated at considerable depths and in high in-situ stress conditions.
The principles of NATM can apply to modern day tunnelling, however most urban
tunnels are built at shallow depths and therefore need not control the release of
in-situ stresses. It is more important to minimize settlement, avoid damage to
overlying structures, and ensure safety of workers and public. This can be
achieved by the following measures:
Page 64
Excavation stages must be sufficiently short both in terms of excavation scale

and duration.
Erection of the full ring for initial ground support must be completed soonest
after the excavation.
NATM tunnelling has been successfully used, amongst various other projects, in
Delhi metro Phase I & II and, subways connecting buildings and metro system in
Hong Kong. NATM tunnels have also been proposed in Delhi Metro Phase III,
which are under construction. NATM is based on the concept that ground around
the tunnel not only acts as loading, but also as a load-bearing element to support
the tunnel, this always gives a most economical support type. The key principles
of NATM are as follows:
The main load-bearing component of the tunnel is the surrounding rock mass.
Support is ‘informal’ i.e. it consists of earth/rock-anchors and shotcrete, but
support and final lining have confining function only.
Maintain strength of the rock mass and avoid detrimental loosening by careful
excavation and by immediate application of support and strengthening means.
Shotcrete and rock bolts applied close to the excavation face help to maintain
the integrity of the rock mass.
Rounded tunnel shape: avoid stress concentrations in corners where
progressive failure mechanisms start.
Flexible thin lining: The primary support should be thin-walled in order to
minimise the bending moments and to facilitate the stress rearrangement
process without exposing the lining to unfavourable sectional forces. Additional
support requirement should not be added by increasing lining thickness but by
bolting. The lining should be in full contact with the exposed rock. Shotcrete
fulfils this requirement.
Statically the tunnel is considered as a thick-walled tube consisting of the rock
and lining. The closing of the ring is therefore important, i.e. the total periphery
including the invert must be applied with shotcrete.
Preliminary laboratory tests and in-situ measurements: Laboratory tests should
be implemented to obtain the physical properties of rock mass in the ground
ring to interpret the deformation behaviour of ground. Observation of tunnel
behaviour during construction is an integral part of NATM. With the monitoring
and interpretation of deformations, strains and stresses it is possible to
optimise working procedures and support requirements.
The typical support elements in NTAM are steel ribs, concrete and rock dowels.
The primary support usually consists of concrete in combination with fibre or
welded-wire fabric reinforcement, steel sets or lattice girders. Steel ribs or lattice
girders provide limited early support before shotcrete hardens and ensure correct
profile geometry. If the ground condition requires support at or ahead of the
excavation face, face dowels, shotcrete, spile or pipe canopies are installed to
provide stability to the tunnel. The permanent lining is usually shotcrete or cast in-
situ concrete lining.
The excavation cross-section is subdivided into top heading, bench and invert
depending on both ground conditions and logistical requirements. Side drift
galleries may also be provided to limit the size of excavation face and surface
settlements.
Tunnel in good rock generally is horse-shoe shaped, and tunnel in poor rock
Page 65
usually requires an invert arch to maintain stability. The tunnel is typically

advanced by roadheader or drill and blast methods, sequential excavation is
normally adopted i.e. top heading, bench and invert. However, if favorable rock
condition is encountered, full-face excavation may be used.
The bench is excavated simultaneously to the top heading behind the excavation
face, providing a ramp for access to the heading. Some distance behind the
bench, the invert is excavated. If the ground condition is unfavorable, an invert
will be provided to close the lining, forming a complete ring.
Figure F4.15 shows the general construction sequence for tunneling with NATM.
Figure F4.15 General Construction Sequence for Tunnelling using NATM
Tunnelling in soft ground in urban areas requires surface settlements to be

minimized. The ground settlement optimization can be attained by installing stiff
support soon after the excavation, with no or a very little attempt for reducing the
lining loads by allowing deformation of tunnel. The most effective way to advance
this type of tunnel is the combined use of a strict sequence of short advance with
a closed ring of shotcrete. Substantial support of the excavation face using
shotcrete and dowels or ground treatment ahead of face may also be required to
ensure the tunnel stability. Figure F4.16 shows an example of temporary support
arrangement for tunneling in soft ground condition.
Page 66
Cross Section
Figure F4.16 : Example of Temporary Support Arrangement for Tunneling in

Soft Ground Condition
On the other hand, tunnelling in poor ground conditions(highly fractured rock or

complex mixed-ground conditions) may require special excavation technique to
control the ground settlement. This can be achieved by using a series of
excavation sequences consisting of two sidewall drifts with a centre core to
reduce the excavation area in addition to providing stiff support. The side wall
drifts are staggered and serve as a pilot tunnel and a foundation for the crown
support. The side wall drifts are advanced individually employing an excavation
sequence with a short top heading followed by early invert closure. Figure F4.17
shows the series of excavation sequences under poor ground conditions.
Page 67
Cross Section
Sequences of Excavation
Figure F4.17: Series of Excavation Sequences under Poor Ground Conditions
The following Photo P4.10 shows two examples of tunnel excavation using NATM.
(a) (b)
Photo P4.10:Tunnelling with NATM
Page 68
4.5 Traffic Decking
As most of the stations on Mumbai Metro Line-3 are located underneath the existing
roads, traffic management scheme for the affected section of the road will have to
be made and implemented throughout the period for constructing the cut & cover
portion of the station box. Generally, the simplest way is to close a section of the
road where the C&C station box is situated and divert the original traffic to other
alternative roads. However, in some cases, a complete traffic diversion may not be
possible/permitted due to the importance of the road/absence of proper alternative
roads/other constraints. Under such circumstances, a temporary traffic decking can
be provided by blocking the road, lengthwise and widthwise, part by part over the
C&C station box footprints. Once the whole road width is decked, the traffic can be
maintained on the whole road. In general, a temporary traffic decking up to a
maximum width of about 12m (i.e. approx. equivalent to the width of 3 traffic lanes)
can be simply supported at either side in a single span (i.e. no intermediate support
may be required). For the traffic deck spanning a width more than 12m, an
intermediate support is generally provided to reduce the loaded span and also
control its deflection rather than using a stiffer and heavier decking beams to cater
to a long span traffic loading. Unless the site conditions prohibit installation of an
intermediate support, otherwise the provision of structural decking beams with
intermediate support is considered the most effective and economical option. In
the C&C station box construction, temporary steel king posts are commonly used as
the intermediate supports to the traffic decking and also to the temporary strutting
for the cofferdam, if needed. On the other hand, in top down construction method,
the plunge columns of the station box structure can be utilized as the intermediate
supports for the traffic decking.
The length and width of a road that could be blocked at a time for constructing the
traffic decking would depend on the kind and amount of traffic which would have to
be carried on the reduced carriageway of the affected road. In cases, where a
bidirectional road can temporarily be converted into one-way road during
construction period by diverting the other-direction traffic to alternative roads or the
width of existing road is quite large, the traffic decking for the whole road width can
be achieved in two stages by blocking about half the road width at a time. However,
in cases where both ways traffic is required to be maintained during construction or
the available road width is not wide enough, the traffic decking of the whole road
width may have to be done in three stages by blocking about one third of the road
width at a time. The following Photo P4.11 (a) and (b) show the examples of
erecting the traffic decking over the C&C box.
(a) (b)
Photo 4.11 : Erection of Temporary Traffic Decking
Page 69
Figure F4.18 shows the general construction sequences for the traffic decking erected in
two stages (without plunge columns).
STEP: 1
1.1 Divert traffic

1.2 Install cofferdam walling
1.3 Excavate in works area
1.4 Install temporary
precast concrete footing
STEP: 2
2.1 Erect traffic deck support

beams
2.2 Erect plan bracing and
longitudinal tie
2.3 Erect traffic deck panels
Page 70
STEP: 3
3.1 Redivert traffic onto

completed traffic deck
3.2 Install cofferdam
walling on the other
side of road
3.3 Excavate in works
area to approx. 1.5m
below ground
STEP: 4
4.1 Erect deck support

beams
4.2 Complete plan bracing
for the deck
Page 71
STEP: 5
5.1 Inspect beam splicing and

then remove temporary
footings
5.2 Revert traffic lane to public
5.3 Carry out cofferdam
excavation and strutting
installation underneath the
traffic deck
Figure F4.18 : General Construction Sequences for Temporary Traffic Decking in

Two Stages
Figure F4.19 shows the general construction sequences for the traffic decking erected in
three stages (with plunge columns) in case the traffic in both directions cannot be
diverted to other roads.
STEP: 1
1.1 Close the traffic lanes in

the central portion and
divert the traffic to either
side
1.2 Install the plunge columns
1.3 Excavate in works area
1.4 Install temporary precast
footing
Page 72
STEP: 2
2.1 Erect main support beams

and secondary beams
2.2 Erect plan bracing and
longitudinal ties
STEP: 3
3.1 Redivert traffic onto partially

completed traffic deck
3.2 Install cofferdam walling on
one side of road
3.3 Excavate in works area to
approx. 1.5m below ground
Page 73
STEP: 4
4.1 Complete the secondary

beams
4.2 Complete the plan bracing
for the deck
footings
STEP: 5
5.1 Redivert traffic onto

completed traffic deck on one
side of road
5.2 Install cofferdam walling on
the other side of the road
5.3 Excavate in works area to
approx. 1.5m below ground
Page 74
STEP: 6
6.1 Complete the secondary

beams and bracing on the
other side of road
6.2 Erect the traffic deck
panels
footings
STEP: 7
7.1 Revert traffic lanes to

public
7.2 Carry out cofferdam
excavation and strutting
installation underneath the
traffic deck
Figure F4.19: General Construction Sequence for Temporary Traffic Decking in

Three Stages
Page 75
4.6 Temporary Supports for Existing Utilities

While undertaking C & C construction the excavation works in urban areas
especially along the existing roads, are commonly obstructed by the existing
utilities underneath the ground surface. In general, the obstructing utilities should
be diverted to other places in order to facilitate the proposed excavation works.
However, there may be some utilities such as pressurized water mains or gas
mains etc. temporary diversion/re-diversion of which is not only time consuming
and difficult but may also adversely affect the citizens of the city and seriously
delay the construction schedule. Therefore, the provision of temporary supports
to existing critical utilities is a practical solution for tackling such site conditions.
The following Photo P4.12 (a) and (b) show the examples of temporary supports
provided to the existing utilities during construction.
(a) (b)
Photo P4.12: Examples of Temporary Supports for Existing Utilities during

Construction
Figure F4.20 shows a sample arrangement of temporary supports for existing

utilities.
Page 76
Figure F4.20 : Sample Arrangement on the Temporary Supports for Existing

Utilities
4.7 Dewatering for Construction of Underground Stations

While excavating underground stations below the ground water table, dewatering
may have to be employed within the station box to take out the water inflowing
from the ground, particularly so in Mumbai City where the ground water table is
high and generally higher than the roof slab level of stations. Dewatering is
generally needed to provide a dry and stable ground surface, within the station
box, for the safe and satisfactory working of construction plants and workers. In
case the top down construction method is adopted, dewatering is required to also
improve the stiffness of soil over which the structural slab of station box is to be
cast.
Even though the dewatering is intended to be done to lower the ground water
table within the station box, the problem arises when the water starts flowing in
the station box from the surroundings and thus lowering the ground water table in
the surrounding ground. As Mumbai city is well urbanized with high density of
building/heritage structures, an extensive dewatering to lower down the
groundwater table for excavating the underground stations in dry conditions, can’t
be permitted as it will induce consolidation/elastic shortening of soil layer resulting
into ground settlements which would adversely affect the stability of existing
structures in the vicinity of proposed stations. Therefore, dewatering within the
station box excavation will have to be controlled and its success would lie on
minimizing the ground water drawdown outside the station box. Thus, for
implementing a dewatering scheme successfully, certain measures will have to be
undertaken for providing an effective water cut-off barrier between the station
box and the surrounding ground. These measures could be adoption of
continuous diaphragm walling with water stops between panels or contiguous
secant bored piles wall. Figures F 4.21 show a typical arrangement of water stop
between diaphragm wall panels and the fixing details of water stop onto the
diaphragm wall formwork.
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(a) Typical Arrangement of Water Stop (b) Fixing Details of Water

between Diaphragm Wall Panels Stop onto Diaphragm Wall
Formwork
Figure F4.21: Water Stop between Diaphragm Wall panels
One potentially weak area for water inflow from surrounding ground is the junction
of soil and rock, where the diaphragm wall is terminated. In cases, where highly
fractured rock with high permeability is encountered at top portion of rock head,
diaphragm wall toe grouting or extension of diaphragm wall toe below the rock
head up to a certain depth may be required. For this purpose, the grouting tubes
may be provided in the diaphragm reinforcement cage before concreting the wall
so that the grouting in the toe area can be done before station
excavation/dewatering commences and if required, grouting pipes may also be
embedded across the wall thickness, through which grouting may be undertaken
during excavation. Figures F4.22 show the general arrangement of grouting tube
inside diaphragm wall for toe grouting.
TREMIE PIPE FOR

CONCRETING
RESERVATION PIPE FOR SONIC

LOGGING AND TOE GROUTING
(a) Reservation Pipe for Toe Grouting (b) Toe Grouting below Diaphragm
Wall
Figure F4.22: General Arrangement of Grouting Tube inside Diaphragm Wall

for Toe Grouting.
If excessive ground water drawdown (i.e. a drop of water table by more than 1m
below the lowest recorded ground water table) is anticipated during the
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construction of station box, recharge wells will have to be provided prior to the
commencement of works and operated when the ground water drawdown reaches
the action level as observed while monitoring the surrounding water table by stand
pipes/ piezometers. This ground water recharging measure is not a preferable
scheme for minimizing the ground water drawdown, entailing installation of an
extensive recharging wells system with an attendant high operations and
maintenance costs, when compared with the other schemes i.e. adoption of toe
grouting or extension of wall toe below rock head. Therefore, recharging wells
system should only be considered as a backup mitigation measure when ground
water drawdown cannot be controlled by the provision of water cut-off barrier.
The following figure shows a conceptual arrangement of recharging well system
for excavation.
Figure F4.23: Conceptual Arrangement of Recharging Well System for Excavation
For the construction of station tunnels with integrated platform in NATM

Stations, the surrounding rock mass may need to be treated by grouting prior to
bored tunnel enlargement (namely pre-grouting) in order to control the water
inflow through the rock mass and minimize the ground water drawdown in the
surrounding .
For the construction of cut & cover station boxes, two types of dewatering system
i.e. Pump wells and surface drainage system with sumps-pumps can be used
depending upon the type of soil encountered within the box. For sandy to silty
soil, having high permeability, tube well/well pumping system is preferable as the
water can easily be drained out to provide dry conditions inside the station box.
The resultant drawdown outside the station box, to be maintained within the
permissible limits, though may have a slight adverse effect on adjacent structures
due to ground settlement but this would also improve the stiffness of retained soil
(outside the station box) through elastic shortening/consolidation (due to increase
in effective stresses), which in turn will reduce the lateral deflection of wall during
excavation causing a favorable effect on ground settlement. In clayey soil or rock,
having low permeability, a substantial time is required for draining off the water
rendering the dewatering wells system as ineffective under such ground
conditions. Therefore, provision of temporary surface drainage channels to
capture the inflow from the formation and collect it in a sump for pumping the
same out can be adopted.
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5. Contract Packaging of the Civil Works

Since it was decided by MMRC to have a separate package covering three
stations (CSIA Domestic airport, Sahar Road and CSIA International airport)
falling in MIAL premises, the remaining stretch of the corridor falling north of this
package(from CSIA International airport station to depot ramp) has been
proposed in one package. The balance portion of the corridor has been divided
into five suitable packages keeping in view of the availability of space for TBM
works sites and size of each package. Thus in all seven packages have been
proposed for procuring civil construction works. The details of each package is
summarized below in brief: -
Package 1 - Chainage -487.560 (Uptrack) to Chainage 3762 (Uptrack)

Tunnels starting from the southern end of the corridor to the southern end of CST
Metro Station including 4 stations (i.e. Cuffe Parade, Vidhan Bhavan, Church Gate
and Hutatma Chowk)
Package 2 - Chainage 3762 (Uptrack) to Chainage 7811.38 (Uptrack)

Tunnels starting from the southern end of CST Metro Station to the southern end
of Mumbai Central Station including 4 stations (i.e. CST Metro, Kalbadevi,
Girgaon and Grant Road)
Package 3 - Chainage 7811.38 (Uptrack) to Chainage 12871.05 (Uptrack)

Tunnels starting from the southern end of Mumbai Central Station to the northern
end of Worli Station including 5 stations (i.e. Mumbai Central, Mahalakshmi,
Science Museum, Acharya Atre Chowk and Worli)

Tunnels starting from the northern end of Worli Station to the southern end of
Dharavi Station including 3 stations (i.e. Siddhi Vinayak, Dadar and Shitladevi
Temple)

Tunnels starting from the southern end of Dharavi Station to the northern end of
mid-ventilation shaft including 4 stations (i.e. Dharavi, BKC, Vidyanagri and
Santacruz)

Tunnels starting from the northern end of mid-ventilation shaft to the northern end
of CSIA (International) Station including 3 stations (i.e. CSIA (Domestic), Sahar
Road and CSIA (International))

Tunnels starting from the northern end of CSIA (International) Station to the
northern end of the alignment including 3 stations (i.e. Marol Naka, MIDC and
SEEPZ) and a ramp for depot connection.
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6. Suggested Construction Methods

6.1 Running Tunnel
As mentioned in the previous sections, the major portion of the proposed metro
alignment passes through the densely populated and congested areas in Mumbai
city. Therefore, the induced ground movement and groundwater drawdown during
the tunnel excavation are the main considerations in selecting an appropriate
tunneling method. Besides these, the construction schedule will also have an
influence on adoption of a tunneling method. Keeping in view the foregoing
discussion, bored tunneling using shielded tunnel boring machine (TBM) with the
precast segmental lining erected at the shield tail is considered the most
appropriate method on this project.
6.1.1 Package 1 (Beginning of the alignment at the south of Cuffe Parade Station
to the southern end of CST Metro Station)
As per the available ground investigation results, the major portion of the running
tunnels within this package will get embedded in Basalt rock of Grade III or higher
with nominal rock cover of 4.3m. Occasionally, the tunnels might hit the rock
interface with highly fractured Breccia. In addition, the tunnels might face mixed
ground conditions or shallow rock cover of about 1.8m at locations in close
proximity to Vidhan Bhawan Station and CST Metro Station. Furthermore, the
tunnel alignment adjacent to Dr. Dadabhai Naoroji Road passes below heritage
buildings which may be subjected to damage in case ground settlement is induced
during tunnel excavation. Therefore a closed mode Earth Pressure Balancing
(EPB) TBM is considered appropriate to carry out the tunnel excavation.
However, as mentioned above, mixed ground condition or shallow rock cover
condition may be encountered at places, therefore pre-excavation ground
treatment (e.g. pre-grouting) will be necessary whenever such ground conditions
are met during tunnel excavation.
In selecting a TBM launching location, the availability of working space at the

ground and the road accessibility of the site are the prime considerations to
enable TBM assembling, working of backup systems and also handling/storage of
the precast segments etc. On this package, there is only one station namely –
Cuffe Parade located inside an open area of BMC Colaba Wood Garden Park,
where is considered the most suitable location for TBM launching. Whereas the
other three stations – Vidhan Bhavan, Church Gate and Hutatma Chowk are
located either underneath the road or below existing low rise buildings with a very
limited site area considered to be insufficient for TBM launching. TBM can drive
the tunnel from Cuffe Parade Station up to the contract boundary at CST Metro
Station covering three intermediate stations – Vidhan Bhawan, Church Gate and
Hutatma Chowk. The TBM can finally be retrieved from CST Metro Station.
However, to reduce the lead for mucking and segmental lining intake an area at
Oval Maidan close to Church Gate Station has been identified, where a TBM
support shaft can be constructed temporarily by the contractor, if he so desires.
When TBM has to break in and out an intermediate station, a retrieval shaft is
generally formed within the station footprint to extract the TBM and it is re-
launched from the other end of station. However, this arrangement will cause a
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delay of about 2 – 3 months to the tunneling works as it involves dissembling,

extracting and re-assembling of TBM. Alternatively, in order to speed up the
tunneling work TBM is dragged through the station for re-launching at the other
end of the station. However, the three intermediate stations namely Vidhan
Bhavan, Church Gate and Hutatma Chowk, have track tunnels with integrated
platforms to be excavated by NATM, the construction programme of which may
not allow TBM being dragged through the platform tunnel. Under such
circumstances, the TBM can be allowed to drive through the station box first and
thereafter the bored tunnel profile can be enlarged using NATM to form the track
platform tunnel.
The following Figure F6.1 shows the construction sequence for enlarging a bored
tunnel profile by using NATM.
Step 1 – Construct the bored tunnel

TEMPORARY SEGMENTS
Cut & Cover

Station Box
TBM TUNNEL NATM TUNNEL

CROSS PASSAGE
WITH PLATFORM
Step 2 – Excavate the Station box down to the proposed formation level
Step 3 – Erect temporary supports inside the bored tunnel to support the segments
that are above the tunnel spring line. Shotcrete the rock surface exposed
inside the station box.
Step 4 – Excavate the top heading of the cross-passage up to the tunnel
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Step 5 – Remove the precast segments above the spring line piece by piece and the
temporary propping
Step 6 – Enlarge the bored tunnel profile to form the track/ platform tunnel partially and
provide temporary supports and shotcreting.
Step 7 – Excavate the lower bench of the cross-passage and provide temporary supports
and remove the temporary haul road
Step 8 – Remove the remaining precast segments and enlarge the profile to form the
remaining part of track platform tunnel and provide temporary supports.
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Step 9 – Construct the permanent lining for the cross-passage and the enlarged track
platform Tunnel
TEMPORARY SEGMENTS
(WITHOUT REINFORCEMENT)
EXCAVATION LINE
PRIMARY SUPPORT
Cut & Cover
Station Box
EXCAVATION FACE
TBM TUNNEL NATM TUNNEL CROSS PASSAGE

WITH PLATFORM
In addition, there is a short section of turn-back/stabling track tunnels (approx.

200m long) beyond the southern end of Cuffe Parade Station. This short section
is proposed to be excavated using NATM in horseshoe shape as TBM is
considered uneconomical for excavating such short section of tunnel and TBM
retrieval.
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6.1.2 Package 2
As per the available ground investigation results, the major portion of the running
tunnels within this package will get embedded in Basalt rock of Grade III or higher
with nominal rock cover of about 3.4m. Throughout the tunnel alignment in this
package, the tunnels might hit the rock interface with highly fractured Breccia. In
addition, the tunnels might face mixed ground conditions or shallow rock cover of
about 0.6m between CST Metro & Kalbadevi Stations and between Girgaon &
Grant Road Stations respectively. Along the alignment of this package, there are
some existing multi-storey buildings from G+1 to G+18 seating either directly
above or adjacent to the footprints of the proposed tunnels. In practice, building
structures having more than G+6 storey are probably seating on pile foundations
instead of raft foundation depending upon the site specific geological conditions.
Therefore, a closed mode Earth Pressure Balancing (EPB) TBM is considered
more appropriate to carry out the tunnel excavation in order to reduce the ground
settlement.
Two stations on this package namely, CST Metro and Grant Road located inside
an open area can be considered as suitable locations for TBM launching.
Whereas the other two stations namely, Kalbadevi and Girgaon are located
underneath the narrow and congested road with track/platform tunnels below
buildings with a very limited site area considered to be insufficient for TBM.
However, at Grant Road Station, the length of C&C box is not long enough to
accommodate the full length of track/platform. Thus, NATM tunneling will be
required at both ends of C&C box to form both up and down track tunnels
integrated with platforms. Considering the availability of space at CST Metro
station, TBM can be launched at this station and can drive the tunnel up to the
contract boundary at Mumbai Central station covering three intermediate stations
– Kalbadevi, Girgaon and Grant Road. The TBM can finally be retrieved from
Mumbai central station. However, to reduce the lead for mucking and segmental
lining intake, Grant Road station can be used as TBM support works site by the
contractor, if he so desires.
As suggested for Package 1, the TBM can be dragged through the track/platform
tunnels at the three intermediate stations namely, Kalbadevi, Girgaon and Grant
Road, in case the track tunnels with integrated platforms to be constructed by
NATM at these stations get ready before the TBM reaches them. However, in
case the construction schedule of NATM tunnels for these stations cannot catch
up with the arrival of TBM, the TBM can be allowed to drive through station portion
first and thereafter the bored tunnel profile can be enlarged using NATM to form
the track/platform tunnel.
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6.1.3 Package 3
As per the available ground investigation results, the running tunnels within this
package will get generally embedded in Basalt/Breccia rock of Grade III or higher
with anticipated minimum rock cover of about 1.3m. At some locations, tunneling
in mixed ground or soft ground is anticipated in this package. Along the alignment
of this package, there are some existing multi-storey buildings from G+1 to G+4
seating directly above the foot prints of the proposed tunnels. In general, building
structures below (G+6) storey are anticipated with raft foundations. In addition, the
alignment passes below the existing railway lines at approx. Chainage of 9600-
9660(Near Mahalakshmi). In light of the above mentioned geological and ground
surface conditions, a closed mode Earth Pressure Balancing (EPB) TBM is
considered more appropriate to carry out the tunnel excavation in order to reduce
the ground settlement.
Two stations in this package namely, Mumbai Central and Science Museum
having the required space for TBM working are identified as the suitable locations
for TBM launching. In case open private land ( Oberoi constructions) can be
acquired temporarily at Worli, the same can also be considered for TBM launching
in lieu of Mumbai Central/Science Museum, if there is any difficulty in acquiring
the identified land at Mumbai Central or Science Museum station. The remaining
two stations in this package namely, Mahalakshmi and Acharya Atre Chowk are
located underneath the narrower roads where partial closure of the road may
adversely affect the traffic and thus are not considered as suitable locations for
TBM launching. Therefore, it is recommended to launch one TBM from Mumbai
Central Station, which could pass through Mahalakshmi Station and be retrieved
from Science Museum Station. Meanwhile, another TBM can start from Science
Museum, which could pass through Acharya Atre Chowk Station and be finally
retrieved from Worli Station.
As all the stations in this package are to be constructed by C&C method,

therefore, in case, the excavation at Mahalakshmi Station or Acharya Atre
Chowk Station doesn’t reach the final formation level, the TBMs can be allowed
to drive through the station box first and the erected temporary segmental lining
can finally be removed when the excavation of stations reaches the tunnel level.
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6.1.4 Package 4
As per the available ground investigation results, the ground conditions are quite
variable in this reach and a portion of the running tunnels will get embedded in
Basalt/Breccia rock of Grade III or higher with occasional Tuff. A part of the
tunnels will also encounter mixed ground or soft ground conditions. Along the
alignment of this package, there are some existing multi-storey buildings from
G+0 to G+9 seating directly above the foot prints of the proposed tunnels. In
general, buildings’ structures with (G+6) storey or higher are likely to be with pile
foundations. Therefore, special care for the building foundations at Ch. 14470, Ch.
14709, and Ch. 14752 and, Ch. 17709 will be needed. Further the alignment
passes below the existing railway lines at Chainage 18489-18550(near
Dharavi).In light of the above mentioned geological and ground surface
conditions, a closed mode Earth Pressure Balancing (EPB) TBM is considered
appropriate to carry out the tunnel excavation in order to reduce the ground
settlement.
Siddhi Vinayak Station is located in the Nardulla Tank playground of B.M.C. Land,
which is considered a suitable site for TBM launching. In addition, the alignment
in this package has been adjusted to pass through an open area in Xavier
Institute of Engineering between Shitladevi Temple Station and the contract
boundary at the southern end of Dharavi station with a view to utilize this area as
a launching shaft. Whereas the other two stations namely, Dadar and Shitladevi
Temple are located underneath the roads with a maximum width of 19m, which is
considered insufficient for TBM working. Therefore, it is recommended to launch
one TBM from the southern end of Siddhi Vinayak station driving up to the
northern end of Worli Station. The other tunnel drives can be from the launching
shaft at Xavier Institute to the contract boundary of this packge at Southern end of
Dharavi station and from the launching shaft at Xavier Institute to Northern end of
Siddhi Vinayak station covering the intermediate stations at Shitladevi Temple and
Dadar.
Except Siddhi Vinayak Station which is to be constructed by C&C method, the

other two stations are located underneath the road with one track/platform tunnel
passing below the existing buildings along the road. Similar to other packages
with NATM track/platform tunnels, it is recommended that the TBM is dragged
through the stations or allowed to drive through the station portion first and
thereafter the bored tunnel profile can be enlarged using NATM to form the track/
platform tunnel, depending up on the construction programme of the NATM
track/platform tunnel.
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6.1.5 Package 5
As per the available ground investigation results, the running tunnels between
Dharavi Station and Vidyanagri Station will get partly embedded in Basalt/Breccia
rock of Grade III or higher with occasional Tuff whereas a portion of tunnels will
also encounter mixed ground to soft ground conditions. Between Vidyanagri
station and mid-ventilation shaft, the running tunnels will generally get embedded
in Basalt/Breccia rock of Grade III or higher with occasional Tuff and a nominal
rock cover of 4.1m. Along the alignment of this package, there are some existing
multi-storey buildings from G+0 to G+5 seating directly above the foot prints of the
proposed tunnels, which are anticipated with shallow foundations. In addition, the
tunnels will pass below existing Nallahs and river between Ch. 19490 and Ch.
22909, with anticipated groundwater level being high. In light of the above
mentioned geological and ground surface conditions, a closed mode Earth
Pressure Balancing (EPB) TBM is considered appropriate to carry out the tunnel
excavation on the whole reach in this package in order to reduce the ground
settlement. However, an open mode TBM working may be possible between
Vidyanagri station and mid-ventilation shaft but pre-excavation ground treatment
(e.g. pre-grouting) may be required at the shallow rock cover portion.
On this package, BKC station is identified as TBM launching site, for the drives
towards Dharavi and Mid-ventilation shafts. For the drive between BKC station
and mid-ventilation shaft covering two intermediate stations (Vidyanagri and Santa
Cruz), Vidyanagri station can be used as TBM support works site to reduce the
lead for mucking and segmental lining intake. For this drive the TBM retrieval can
be at Mid-ventilation shaft.
Except Santa Cruz Station, the other two stations in this package namely, BKC
and Vidyanagri will be constructed by C&C method. For Santa Cruz Station, the
main station box will be constructed by C&C method below the existing road, but
one track tunnel with integrated platform is located below existing hutments which
will have to be constructed by NATM. As suggested for other packages, the TBM
can either be dragged through the station or drive through the station depending
upon whether the station excavation programme can meet the TBM arrival
schedule at the stations.
In addition, there are two short stabling sidings (approx. 200m long) at BKC one at
either end of the station extending beyond the station ends. These siding tunnels
can be excavated using NATM in horseshoe shape.
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6.1.6 Package 6
As per the available ground investigation results, the running tunnels between
Mid-ventilation shaft and CSIA(International) Station will get generally embedded
in Basalt/Breccia rock of Grade III or higher with occasional Tuff and a nominal
rock cover of 1.4m. The alignment on this package passes below an elevated
road/ramp on the approach of Domestic Airport at Ch. 25352 to 25376, close to a
bridge under construction at Ch. 26850, and below the under construction
elevated roads on the approaches of International Airport at Ch. 27972 to 28000 &
Ch. 28388 to 28445.The tunnels will pass underneath some existing low rise
buildings inside the airport control area and also the hutments in the area which
are anticipated to be founded on shallow foundations . In addition, the tunnels will
pass underneath a nallah at Ch. 28010 where groundwater is expected to be high.
In light of the above mentioned geological and ground surface conditions, a closed
mode Earth Pressure Balancing (EPB) TBM is considered appropriate to carry out
the tunnel excavation in this package in order to reduce the ground settlement.
MIAL has agreed in principle to make the required space available at Sahar Road
Station for TBM launching. Therefore, in this package there could be two TBM
drives one from Sahar road to CSIA (international) station for which TBM retrieval
could be from southern end of CSIA(International) Station. Whereas the other
drive will be from Sahar Road station to Mid-Ventilation shaft covering the
intermediate station at CSIA(Domestic) and depending upon the excavation
schedule of CSIA(Domestic) station the TBM can either be dragged through or
drive through this station with temporary lining, which can be removed during
station excavation.
6.1.7 Package 7
As per the available ground investigation results, the running tunnels within this
package will get generally embedded in Basalt/Breccia rock of Grade III or higher
with occasional Tuff and a nominal rock cover of about 1.8m. Occasionally, the
tunnels might encounter mixed ground or soft ground conditions. Along the
alignment of this package, the tunnels will pass underneath some existing multi-
storey buildings from G+0 to G+7. The alignment also crosses the Viaduct of
MML-1 at Ch. 29194 to 29217, and a flyover/underpass at Ch. 32180 to 32220
with the pile foundations of these structures being in close proximity to the
tunnels. . In light of the above mentioned geological and ground surface
conditions, a closed mode Earth Pressure Balancing (EPB) TBM is considered
appropriate to carry out the tunnel excavation in this package in order to reduce
the ground settlement
For this package, the alignment has been adjusted to pass below Mumbai
Municipality playground at Marol Village with a view to use this area for TBM
launching. Therefore, there would be two TBM drives in this package one from
playground to northern end of CSIA(International) station covering the
intermediate station at Marol Naka, where the two track tunnels with integrated
platforms are to be constructed by NATM. The other TBM drive would be from
playground to the cut and cover ramp at the approach of depot covering two
intermediate stations at MIDC and SEEPZ. Depending upon the excavation
schedule at the stations, the TBM can either be dragged through or driven through
the stations.
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6.1.8 TBM Working and Mucking Operation
In general, the TBM launching locations on MML-3 have been identified either at
stations or at TBM works site which are located off the road except at Mumbai
Central, Science Museum and B.K.C. Stations. At Mumbai Central there is a 11m
wide service road, which could be merged with main carriageway during
construction thereby allowing a part of main carriageway being blocked for
launching operations. Similarly at Science Museum Station, a land strip parallel to
main carriageway is proposed to be acquired temporarily for permitting the
launching operations. Whereas at B.K.C station, the location is off the main road.
Mucking of spoils will mainly be operated at TBM launching locations, so that the
mucking operation would not pose severe traffic problems at these locations. In
addition to launching locations, some intermediate locations have also been
identified for mucking operations (which are also off the road) with a view to
reduce the lead.
The retrieval of TBM, will mostly be an on the road activity. However, the TBM
retrieval operation will generally involve only a short duration of about a month
and require a clear an on plane opening of the order of about 8m X 10m.
Figure F6.2 below depicts the proposed TBM working and mucking operations
for all contract packages schematically.
Page 90
Figure F6.2: Schematic diagram depicting the Proposed TBM Working and
Mucking Operations
Page 91
6.2 Station Box

As brought out in Section 2.3.2, there are in general five types of structural forms
on this corridor. The construction methodology for a station will generally be
dependent on specific ground conditions, traffic and other site constraints and the
planned construction activities inside the station.
Normally for station construction, if the space available at the site is large enough
with no constraints at site or its close vicinity, open excavation is the most
economical method for site formation. However, open excavation will generate
significant ground movement and groundwater drawdown which may adversely
affect the existing structures and utilities in the vicinity especially in urban areas.
Therefore, cofferdam walling with the associated lateral support system (i.e.
temporary strutting and waling, permanent station box structures or tie backs etc.)
is generally adopted to minimize the impact on the sensitive receivers nearby.
The following factors will generally influence the selection of cofferdam system:
Geological conditions;
Groundwater level;
Construction Cost; and
Construction Period
In India, the most commonly used cofferdam system is diaphragm wall because it
can be used as the temporary retaining wall for station excavation and also as the
permanent external wall for station box structure. Besides this, the water
tightness performance of diaphragm wall is better than the other cast in-situ RC
walling systems. Therefore, diaphragm wall system is considered as an
economical and time saving solution for the station construction. However, this
approach may not be applicable at locations where the ground conditions with
shallow rock head exist. At such locations, the diaphragm wall is generally
stopped at the rock head level as chiseling or hydro-fraising for rock excavation is
costly and time consuming. In addition, if the rock head level is approximately at
the roof slab level or higher, the diaphragm wall cannot be treated as the
permanent wall of the station box. In such cases, a temporary cofferdam such as
soldier piles or bored piles walling can be used.
During the station box excavation in India, it is very common to adopt the
permanent slab or beam members as the lateral supports to the cofferdam in top
down construction method which is the most economical and also induces less
ground deformations. However, temporary strutting and waling system may also
be required in the top portion of the excavation in case the roof slab level of the
station box is deep, which may happen if there are existing or scheduled
structures/utilities above the proposed station box.
Some of the proposed stations on this project are located underneath narrow
roads which cannot accommodate foot prints of a station box having both the
tracks inside the box . In such situations, the main station box structure will have
to be designed with a width, which can fit in the available road width, taking the
track tunnel with integrated platforms out of main station box, which can be
constructed by NATM.
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6.2.1 C&C Type A Stations – Cut & Cover Box
In this type of station a typical C&C box is to be constructed in open area with very
little constraints on the ground surface obstructing the construction of box
structure. Since the stations are located in open areas, the provision of temporary
traffic decking may not be required.
1. Cuffe Parade Station & Cross-over Box
The depth of rock head level within this station is varying from 5m to 10.5m BGL
while the roof slab level will be deeper than 6m from the ground level in order to
prevent conflict with existing utilities. The figure below depicts the inferred
geological profile likely to be present along the station.
Figure F6.3: Inferred Geological profile for Cuffe Parade Station
For soil excavation, temporary cofferdam such as secant piles wall is

recommended in association with steel shoring or tie-backs system as lateral
supports. . For rock mass excavation, rock dowels/anchors and shotcrete are
generally used as the rock support. As this station will be used for TBM launching
towards north, the excavation for the northern end of the station should be carried
out first to facilitate TBM launching. The excavation can progress from northern
end towards southern end of box. For the station box construction, both Bottom
up/top down method are considered suitable as rock head level is comparative
high.
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5. CST Metro Station
In this station, the depth of rock head level is varying from 7.5m to 12.5m BGL
with occasional weak/fault zone down to the station formation level. The roof slab
level of station should be deeper than 4m from the ground level in order to prevent
conflict with the existing utilities/proposed structure above station roof. The figure
below depicts the inferred geological profile likely to be present along the station.
Figure F6.4: Inferred Geological profile for CST MetroStation
For soil excavation, diaphragm walling may be adopted as temporary cofferdam

and permanent side wall of station with floor slabs acting as lateral supports. For
rock mass excavation, rock dowels/anchors and shotcrete are generally used as
the rock support. Top down construction method may be employed for
constructing the station box. However, launching shaft at the northern end of
station box should be constructed first to facilitate TBM launching.
Page 94
14. Siddhi Vinayak Station
At this station, the depth of rock head level is varying from 8.6m to 13.5m BGL
while the roof slab level of station is 5m below the ground level as the tunnels
immediately after the northern end of station are passing below a (G+9) building
with pile foundations . The figure below depicts the inferred geological profile
likely to be present along the station.
Figure F6.5: Inferred Geological profile for Siddhi Vinayak Station
As the situation is similar to CST Metro Station, the same construction

methodology as proposed for CST Metro Station may be employed for this station.
Page 95
6.2.2 C&C Type B Stations – Cut & Cover Box
9. Mumbai Central Station
At this station, the rock head level is deep at both ends of the station (12m to
17.5m BGL) while it becomes shallow at centre portion (3.5m to 6m BGL). The
roof slab level of station box will be deeper than 6m from the ground level as to
prevent conflict with the existing utilities. The figure below depicts the inferred
Figure F6.6: Inferred Geological profile for Mumbai Central Station
In general, for soil excavation, permanent diaphragm walling is recommended with

the station floor slabs/beams as lateral supports. As the roof slab level is deeper
than 6m below ground level, layers of temporary strutting will be required above
the roof slab to minimize the unsupported span of wall and also the wall
deflection. However, at the centre portion of station, temporary cofferdam such as
secant pile wall in association with steel shoring may be adopted as the rock head
level is anticipated higher than the roof slab level of station. For rock mass
excavation, rock dowels/anchors and shotcrete are generally used as the rock
support. As this station will be used for TBM launching towards north, the
excavation for the northern end of the station should be carried out first to facilitate
TBM launching. Thereafter the excavation can progress from northern end
towards southern end of the box. For the station box construction, top down
method is recommended so as to minimize the impact on the nearby existing
building structures.
Page 96
10. Mahalakshmi Station
In general, the rock head level is gentle along the station about 3 to 4.5m BGL but
it suddenly drops down to 10.75m BGL at the northern end of station. The roof
slab level of station box will be deeper than 3.5m from the ground level so as to
Figure F6.7: Inferred Geological profile for Mahalakshmi Station
For soil excavation, temporary cofferdam such as secant pile wall is

recommended as the rock head is shallow and steel shoring or ground anchor
may be provided as lateral supports. For excavation within rock, rock
dowels/anchors and shotcrete are generally used. As the TBM will pass through
this station from south end to north end, bottom up construction method may be
employed in order to have a faster pace of excavation down to the formation level.
Page 97
11. Science Museum Station
At this station, the depth of rock head level is varying from 6.5m to 17m BGL
while the roof slab level of station box will be deeper than 8m from the ground
level so as to prevent conflict with the existing utilities. The figure below depicts
the inferred geological profile likely to be present along the station.
Figure F6.8: Inferred Geological profile for Science Museum Station
In view of the depth of rock head level, diaphragm walling is recommended with
the station floor slabs/beams as lateral supports. As the roof slab level is deeper
than 8m below ground level, layers of temporary strutting will be required above
the roof slab to minimize the unsupported span of wall and also the wall
deflection. For rock mass excavation, rock dowels/anchors and shotcrete are
generally used as the rock support. For the station box construction, top down
building structures. As this station will be used for launching the TBMs from
northern end of the station, the excavation may be done at the northern end first
to facilitate TBM operations.
Page 98
12. Acharya Atre Chowk Station
At this station, the depth of rock head level is varying from 7.5m to 13.5m BGL
while the roof slab level of station box will be deeper than 6m from the ground
Figure F6.9: Inferred Geological profile for Acharya Atre Chowk Station
In view of the depth of rock head level, diaphragm walling is recommended with
the station floor slabs/beams as lateral supports. For excavation within rock, rock
dowels/anchors and shotcrete are generally used. In order to minimize the impact
to the existing building structures nearby, top down method is recommended to be
employed for the station box construction. As this station will have to allow the
TBM to pass through, therefore the excavation program becomes critical in
reaching the final formation level before TBM arrives at the station. However, if
the progress of station excavation cannot meet the TBM arrival schedule, the
sequence can be modified to allow the TBM drive through the station with
temporary tunnel lining . Thereafter, the excavation can be progressed and the
temporary lining removed before the final formation level is reached.
Page 99
13. Worli Station
At this station, the rock head level is deep and varies from 18m to 20m BGL while
the roof slab level of station box will be deeper than 7.6m from the ground level so
as to prevent conflict with the existing utilities. The figure below depicts the
inferred geological profile likely to be present along the station.
Figure F6.10 : Inferred Geological profile for Worli Station
In view of the depth of soil portion, permanent diaphragm walling is recommended

with the station floor slabs/beams as lateral supports. As the roof slab level is
deeper than 7.6m below ground level, layers of temporary strutting will be required
above the roof slab to minimize the unsupported span of wall and also the wall
deflection. For rock mass excavation, rock dowels/anchors and shotcrete are
Page 100
17. Dharavi Station
At this station, the depth of rock head level is varying from 7.5m to 12m BGL while
the roof slab level of station box will be deeper than 3.5m from the ground level so
as to prevent conflict with existing utilities. The figure below depicts the inferred
Figure F6.11 : Inferred Geological profile for Dharavi Station
A construction methodology similar to the proposed construction methodology for

Worli Station can be employed for constructing this station.
Page 101
18. BKC Station
At this station, the depth of rock head level is varying from 10.5m to 20m BGL
while the roof slab level of station box will be deeper than 4.9m from the ground
Figure F6.12 : Inferred Geological profile for BKC Station
In view of the depth of rock head level, a construction methodology similar to the
one proposed for Acharya Atre Chowk Station can be employed for constructing
this station.
Page 102
19. Vidyanagri Station
At this station, the depth of rock head level is varying from 6m to 9.5m BGL while
the roof slab level of station box will be approximately 6m below the ground level.
The figure below depicts the inferred geological profile likely to be present along
the station.
Figure F6.13 : Inferred Geological profile for Vidyanagri Station
In view of the depth of rock head level and the roof slab level, temporary
cofferdam such as secant pile wall is recommended in association with steel
shoring or tie-backs system as lateral supports. For rock mass excavation, rock
dowels/anchors and shotcrete are generally used as the rock support. To
construct the station box, both Bottom up/top down methods are suitable.
Page 103
21. CSIA (Domestic) Station
This station falls in MIAL premises and the planning for station design &
construction is being done by MIAL. The figure below depicts the inferred
Figure F6.14 : Inferred Geological profile for CSIA (Domestic) Station
22. Sahar Road Station
Page 104
Figure F6.15 :Inferred Geological profile for Sahar Road Station
23. CSIA (International) Station
Figure F6.16 Inferred Geological profile for CSIA (International) Station
Page 105
25. MIDC Station
In general, the depth of rock head level along the station is varying from 1.5m to
4.5m BGL but occasionally the rock head drops to 9m BGL. The figure below
depicts the inferred geological profile likely to be present along the station.
Figure F6.17 : Inferred Geological profile for MIDC Station
The roof slab level of station box will approximately be 3m below the ground level.
A construction methodology similar to the one proposed for Vidyanagri Station
may be employed for constructing the station.
Page 106
26. SEEPZ Station
At this station, the rock head level is varying from 4.5m to 10.6m BGL while the
roof slab level of station box will be deeper than 6m from the ground level so as to
geological likely to be present along the station.
Figure F6.18 : Inferred Geological profile for SEEPZ Station
For soil excavation, permanent diaphragm walling is recommended with the

station floor slabs/beams as lateral supports. For rock mass excavation, rock
dowels/anchors and shotcrete are generally used as the rock support. As this
station will have to allow the TBM to pass through it to complete the bored
tunnels up to cut and cover ramp for depot connection duly crossing the SEEPZ
flyover and the underpass north of SEEPZ station, therefore the excavation
program becomes critical in reaching the final formation level before TBM arrives
at the station. However, if the progress of station excavation cannot meet the
TBM arrival schedule, the sequence can be modified to allow the TBM drive
through the station with temporary tunnel lining. Thereafter, the excavation can be
progressed and the temporary lining removed before the final formation level is
reached. For the station box construction, top down method is recommended so
as to minimize the impact on the nearby existing building structures .
Page 107
6.2.3 NATM Type 1 Stations – C&C Boxes & NATM Track Tunnels
2. Vidhan Bhavan Station

At this station, the rock head level is varying from 13.8m to 19.5m BGL and the
roof slab level of station box will be deeper than 3.5m from the ground level so as
to prevent conflict with the existing utilities. The figure below depicts the inferred
Figure F6.19 : Inferred Geological Profile for Vidhan Bhavan Station
For soil excavation of main station boxes, permanent diaphragm walling is

recommended with the station floor slabs/beams as lateral supports. For rock
mass excavation, rock dowels/anchors and shotcrete are generally used as the
rock support. For the station box construction, top down method is recommended
so as to minimize the impact on the nearby existing building structures.
For the excavation of track/platform tunnels, NATM will be employed and
excavation can be commenced from the station box portal on each side and
matched together at the middle of station. However, mixed ground condition (soft
material at crown portion) is anticipated, so forepolling and steel ribs support will
be needed during NATM excavation. In case, groundwater inflow is significant,
pre-excavation grouting will be required to minimize the inflow rate which may
otherwise affect the stability of tunnel adversely. As a very low advance rate of
NATM tunneling is anticipated, the tunnel excavation cannot be completed prior to
arrival of TBM at this station. Other option of extracting the TBM from the retrieval
shaft and then re-launching it again in other shaft may need additional 3-4
months. Therefore,, to shorten the TBM operations , it can be allowed to bore
through the station with the use of temporary precast segmental lining. After the
TBM passes through the station, the bored tunnel can be enlarged using NATM
to form the track/ platform tunnel.
Page 108
3. Church Gate Station
For this station, the rock head level is varying from 7.5m to 9.05m BGL and the
Figure F6.20 : Inferred Geological Profile for Church Gate Station
As the configuration of this station is very similar to Vidhan Bhawan Station, same
construction methodology as proposed for Vidhan Bhawan may be employed for
this station.
Page 109
6.2.4 NATM Type 2 Stations - C&C Box & NATM Track Tunnels
6. Kalbadevi Station
At this station, the rock head level is varying from 10.9m to 15m BGL and the
Figure F6.21: Inferred Geological Profile for Kalbadevi Station
In view of the rock head level and roof slab level of the station and some existing
building structures close to the station wall, permanent secant pile wall in
association with the station floor slabs/beams as lateral supports is recommended
for soil excavation of main station boxes. As there are existing building structures
quite close to the station box, temporary strutting may be required above the roof
slab level to control the wall deflection and to avoid excessive ground settlement
which may affect the stability of these buildings. While, for rock mass excavation,
rock dowels/anchors and shotcrete are generally used as the rock support. For
the station box construction, top down method is recommended so as to minimize
the impact on the nearby existing building structures .
For the excavation of two track/platform tunnels outside of the station box, NATM
will be employed. Excavation may be initiated from the side wall of station box
and then taken through the connection adits. The track/platform tunnel cross-
section can first be excavated from all the adits, and thereafter these parts can be
joined together to complete the track/platform tunnel. . The site specific GI record
is still unavailable while writing this report. However referring to the GI results
available for the adjoining tunnel sections, the track/platform tunnel is anticipated
in hard rock condition, so conventional rock support system may be applicable for
Page 110
NATM excavation. In case high groundwater inflow is noticed from the tunnel
probing, pre-excavation grouting will be required to minimize the inflow rate which
may otherwise affect the stability of tunnel adversely. As a very low advance rate
of NATM tunneling is anticipated, because of which the tunnel excavation cannot
be completed prior to the arrival of TBM at this station. Therefore in order to
prevent the idling of TBM, the TBM may be allowed to bore through the station
first with temporary precast segmental lining erected in NATM tunnel section.
After the TBM passes through the station, the bored tunnel may be enlarged using
NATM to form the track/platform tunnel.
7. Girgaon Station
At this station, the rock head level is approximately 14.5m BGL and the roof slab
level of station box will be deeper than 5m from the ground level so as to prevent
conflict with the existing utilities. The figure below depicts the inferred geological
profile likely to be present along the station.
Figure F6.22 :Inferred Geological Profile for Girgaon Station
The configuration of this station is similar to Kalbadevi Station and therefore the
same construction methodology may be employed for this station.
Page 111
6.2.5 NATM Type 3 Stations – C&C Box & NATM Track Tunnel
4. Hutatma Chowk Station
At this station, the rock head level is varying from 6m to 13m BGL and the roof
Figure F6.23 : Inferred Geological Profile for Hutatma Chowk Station
Keeping in view the rock head level and roof slab level of the station and also the
fact that the station walls are close to heritage structures, permanent secant
piles wall in association with the station floor slabs/beams as lateral supports is
recommended for soil excavation of main station box. In addition, the control on
the wall deflection is important as there are heritage structures close to the
station box, therefore temporary strutting may be required above the roof slab
level. While, for rock mass excavation, rock dowels/anchors and shotcrete are
For the excavation of a track/platform tunnel outside of the station box, NATM will
be employed. Excavation can be initiated from the side wall of station box and
then taken through the connection adits. The track/platform tunnel cross-section
can first be excavated from all the adits, and thereafter these parts can be joined
together to complete the track/platform tunnel. . As per the available GI results,
hard rock condition with a nominal cover of 4.6m is anticipated, therefore
conventional rock support system will be applicable for NATM excavation. In case
high groundwater inflow is noticed from the tunnel probing, pre-excavation
Page 112
grouting will be required to minimize the inflow rate which may otherwise affect the
stability of tunnel adversely. As a very low advance rate of NATM tunneling is
anticipated, because of which the tunnel excavation cannot be completed prior to
the arrival of TBM at this station. Therefore, in order to prevent the idling of TBM,
the TBM may be allowed to bore through the station first with temporary precast
segmental lining erected in the NATM section. After the TBM passes through the
station, the bored tunnel may be enlarged using NATM to form the track/ platform
tunnel.
15. Dadar Station
At this station, the rock head level is dipping downward from northern end (11m
BGL) to southern end (>26m BGL) and the roof slab level of station box will be
deeper than 6m from the ground level so as to prevent conflict with the existing
utilities. The figure below depicts the inferred geological profile likely to be
present along the station.
Figure F6.24 : Inferred Geological Profile for Dadar Station
In view of the rock head level and roof slab level of the station, permanent
diaphragm walling in association with the station floor slabs/beams as lateral
supports is recommended for soil excavation of main station boxes. While, for
rock mass excavation, rock dowels/anchors and shotcrete are generally used as
the rock support. For the station box construction, top down method is
recommended so as to minimize the impact on the nearby existing building
structures.
For the excavation of the track/platform tunnel outside of the station box, NATM
will be employed. A Similar construction sequences as proposed for Hutatma
Chowk Station may be employed for this station. However, mixed ground
condition (soft material at crown portion) is anticipated, so forepolling and steel
Page 113
ribs support will have to be provided during NATM excavation. In addition, if

significant groundwater inflow is identified through probe holes, pre-excavation
grouting will be required to minimize the inflow rate which may otherwise affect the
stability of tunnel adversely.
16. Shitladevi Temple Station
At this station, the rock head level is varying from 12.1m to 13.5m BGL and the
roof slab level of station box will be deeper than 6m from the ground level so as
Figure F6.25 :Inferred Geological Profile for Shitladevi Temple Station
For this station, the station configuration is similar to Hutatma Chowk Station and
therefore a similar construction methodology will be employed.
Page 114
20. Santacruz Station
At this station, the rock head level is varying from 2.59m to 7m BGL and the roof
slab level of station box will be deeper than 6m from the ground level so as to
Figure F6.26 : Inferred Geological Profile for Santacruz Station
In view of the rock head level being shallower than the roof slab level of the
station, temporary cofferdam such as secant pile wall and steel shoring is
recommended for soil excavation of main station boxe. While, for rock mass
excavation, rock dowels/anchors and shotcrete are generally used as the rock
support. For the station box construction, bottom up method is recommended as
the rock head is high.
The NATM track/ platform tunnel configuration is similar to that of Hutatma

Chowk Station and therefore a similar construction methodology may be
employed.
Page 115
6.2.6 NATM Type 4 Station
24. Marol Naka Station
At this station, the rock head level is varying from 5.1m to 9m BGL and the roof
Figure F6.27 : Inferred Geological Profile for Marol Naka Station
For this station, the station configuration is practically quite similar to Kalbadevi
Station and therefore a similar construction methodology may be employed.
Page 116
6.2.7 NATM Type 5 Station
8. Grant Road Station

At this station, the rock head level is varying from 6.1m to 13.5m BGL and the roof
Figure F6.28:Inferred Geological Profile for Grant Road Station
Therefore, for the main central station box excavation, permanent diaphragm
walling is recommended with the station floor slabs/beams as lateral supports.
While, for rock mass excavation, rock dowels/anchors and shotcrete are generally
used as the rock support. For the station box construction, top down method is
recommended so as to minimize the impact on the nearby existing building
structures.
For the excavation of track platforms, NATM will be employed. The excavation
can be commenced at both sides of central station box and progressed up to the
end of track platform. From the bore hole investigation results, it is anticipated
that the NATM track platform tunnels will get embedded in Grade III or better rock
with a nominal cover of about 5.4m, therefore the conventional rock support
system can be used during NATM excavation. In case, groundwater inflow is
significant, pre-excavation grouting will be required to minimize the inflow rate
which may otherwise affect the stability of tunnel adversely. As the advance rate
of NATM tunneling is slow in comparison to TBM tunneling, therefore the tunnel
excavation may not get completed prior to arrival of TBM at this station. In such
circumstances, the TBM may be allowed to bore through the station with
temporary precast segmental lining erected in the NATM section. After the TBM
passes through the station, the bored tunnel may be enlarged using NATM to form
the track/platform tunnels.
Page 117
6.2.8 Summary of Construction Methodology for Stations :
Table 6.1 below summarises the broad features of each station, along with the proposed Construction methodology.
Table 6.1: Summary of broad features of stations and suggested construction methodology
Inferred Rock Approx. Roof

Sr. Station Rail Level Construction
Station Type Head Level Slab Level Traffic Decking Type of Cofferdam
No. Name (m BGL) Method
(m BGL) (m BGL)
Temporary Secant
Temporary Traffic Decking Bottom up/ Top
1 Cuffe Parade C&C Type A 20.54 5.0 to 10.5 6 Piles Wall/
(One Stage) down
Diaphragm Wall
Vidhan Temporary Traffic Decking Permanent
2 NATM Type 1 24.34 13.8 to 19.5 3.5 Top Down
Bhavan (In Parts) Diaphragm Wall
Temporary Traffic Decking Permanent
3 Churchgate NATM Type 1 27.54 7.5 to 9.05 6.7 Top Down
(2 Stages) Diaphragm Wall
Hutatma Temporary Traffic Decking Permanent Secant
4 NATM Type 3 23.34 6.0 to 13.0 3.5 Top Down
Chowk (2 Stages) Pile Wall
Permanent
5 CST Metro C&C Type A 18.54 7.5 to 12.5 4 Not required Top Down
Diaphragm Wall
Temporary Traffic Decking Permanent Secant
6 Kalbadevi NATM Type 2 24.14 10.9 to 15.0 6.7 Top Down
(2 Stages) Pile Wall
7 Girgaon NATM Type 2 24.84 14.5 5 Top Down
8 Grant Road NATM Type 5 24.34 6.1 to 13.5 4.5 Top Down
Mumbai Temporary Traffic Decking Permanent
9 C&C Type B 20.54 12.0 to 17.5 6 Top Down
Central (2/3 Stages) Diaphragm Wall
Temporary Traffic Decking Temporary Secant
10 Mahalakshmi C&C Type B 18.04 3.0 to 4.5 3.5 Bottom Up
Science Temporary Traffic Decking Permanent
Museum (2 Stages) Diaphragm Wall
Acharya Atre Temporary Traffic Decking Permanent
Chowk (2 Stages) Diaphragm Wall
Page 118

13 Worli C&C Type B 22.14 18.0 to 20.0 7.6 Top Down
(2Stages) Diaphragm Wall
Siddhi Permanent
14 C&C Type A 23.50 8.6 to 13.5 5 Not Required Top Down
Vinayak Diaphragm Wall
Permanent Secant
Temporary Traffic Decking
15 Dadar NATM Type 3 25.84 11.0 to >26.0 3.5 Top Down Wall/ Diaphragm
(2 Stages)
Wall
Permanent Secant
Shitladevi Temporary Traffic Decking
16 NATM Type 3 25.84 12.1 to 13.5 6 Top Down Pile/ Diaphragm
Temple (2/3 Stages)
Wall
17 Dharavi C&C Type B 18.04 7.5 to 12.0 3.5 Top Down
Temporary Traffic Decking
Permanent
18 BKC C&C Type B 19.44 10.5 to 20.0 4.9 (In Parts at main road Top Down
Diaphragm Wall
junction)
Permanent
Temporary Traffic Decking Top Down/ Diaphragm Wall /
19 Vidyanagari C&C Type B 20.54 6.0 to 9.5 6
(2 Stages) Bottom up Temporary Secant
Pile Wall
Temporary Traffic Decking Temporary Secant
20 Santacruz NATM Type 3 19.54 2.59 to 7.0 6 Bottom Up
(In Parts at Northern End) Pile Wall
Siddhi Permanent
14 C&C Type A 23.50 8.6 to 13.5 5 Not Required Top Down
Vinayak Diaphragm Wall
CSIA
21 C&C Type B 21.50
(Domestic) These three stations fall in MIAL premises, so that MIAL shall be responsible to work out the planning
22 Sahar Road C&C Type B 21.50 for station design and construction.
CSIA
23 C&C Type B 21.50
(International)
24 Marol Naka NATM Type 4 22.34 5.1 to 9.0 2.5 Top Down
(2 stages) Pile Wall
25 MIDC C&C Type B 17.54 1.5 to 4.5 3 Top Down
(In Parts at Road Junction) Diaphragm wall
26 SEEPZ C&C Type B 20.54 4.5 to 10.6 6 Top Down
Page 119
6.3 Cross Passages
For constructing the cross passages between the main bored tunnels, NATM will
have to be employed. However, the precast segmental lining of TBM tunnels
should be stabilized before breaking in the cross passages. The general
construction sequence for cross- passages construction is listed below: -
1. Install probe hole(s) from the segment lining to investigate the ground
conditions and water inflow at the proposed cross passage location
2. Provide pipe roofing at the crown portion of cross-passage or carry out ground
improvement if poor ground conditions are identified
3. Erect internal supports to the precast segmental lining
4. Remove the precast segment from tunnel lining
5. Excavate cross passage and provide the required temporary support
6. Repeat step (5) until the excavation reaches the midway point of cross
passage
7. Repeat step (3) to (6) on the other TBM tunnel
8. Cast permanent lining for the cross passage
Page 120
7. Conclusions
Keeping in view the underground geology along the proposed alignment of MML-
3, even though the major portion of the tunnels will get embedded in the hard
rock, there will still be some isolated stretches having mixed ground to soft
ground conditions. Considering the high groundwater table conditions and the
public safety in such a densely populated city of Mumbai, a TBM which is capable
of being operated in a closed mode (wherever the necessity arises) is
recommended for constructing the main bored tunnels.
Different structural forms have been proposed for stations suiting numerous site
constraints such as EBS (existing buildings and structures), utilities, available
carriage width on the roads, ground space available at the station locations,
presence of heritage structures, geology and hydrogeology etc.
As each station location has its own site specific constraints, different construction
methodologies (i.e. C&C Top Down, C&C Bottom Up and NATM etc.) and
combinations thereof will have to be employed for constructing the stations.
It is pointed out that the construction methodologies for stations’ construction

presented in this report should be treated as indicative schemes only as in D&B
contracts for underground civil works, the contractor may have his own
preferences for selecting a construction methodology depending upon his
construction program and resource mobilization in terms of type and quantum of
equipment, plants & machinery etc. However, before the Engineer permits the
Contractor to adopt a particular Construction methodology, the Contractor has to
demonstrate compliance to technical specifications contained in the contract
document and also present satisfactory schemes for utility and traffic
management to be followed during the construction duly obtaining the consent of
concerned utility and traffic management agencies.
Page 121

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Mumbai Metro Rail Corporation

MUMBAI METRO LINE 3 (COLABA – BANDRA – SEEPZ)

Report on Construction Methodology

Document Interim Consultancy for Mumbai Metro III

2. Alignment, Tunnel & Station Arrangements and Constraints ........................3

3. Ground Conditions ...........................................................................................25

4. Construction Methodology ..............................................................................39

5. Contract Packaging of the Civil Works ...........................................................80

6. Suggested Construction Methods ..................................................................81

7. Conclusions .................................................................................................... 121

1.3 Report Structure

2. Alignment, Tunnel & Station Arrangements and Constraints

Table 2.1: Summary of Existing Buildings & Structures imposing constraints on

Table 2.2: Summary of Heritage Buildings in the influence zone

Approx. Affected Existing Heritage Structure No. of

2.2.2 Structural Forms

JOINT SURFACES ARE

Figure F2.1 Typical General Arrangement of Precast Segmental Lining

(a) Horseshoe Shape

(b) Circular Shape

Figure F2.2 General Tunnel Profiles for NATM

2.3 Station Configurations

Table T2.2: Constraints due to Construction Space for Each Station

Station Name Location Remark

Station Name Location Remark

Table T2.3:Summary of Existing Utilities above or adjacent to Each Station

Station Name Existing Structure (No. of Storey)

Station Name Existing Structure (No. of Storey)

2.3.2 Structural Forms of Stations

i) C&C Type A (Cut & cover station box in open space):

Bored C&C Bored

Building Building Building

Building Building Building

Building Building Building

Bored C & C Box Bored

NATM Cross Passages

NATM Tunnel Platform

NATM Tunnel Platform

C & C Box C & C Box

Bored NATM Tunnel Platform Bored

NATM Cross Passages

Bored NATM Tunnel Platform Bored

Generally Mumbai presents a complex lithological combination showing large

3.2 Ground Investigations

Table T3.1: Summary of Bore Hole Investigations along the Proposed

Bore Hole No. Remarks

STBH - 1, 2, 3, 4, 5 Cuffe Parade Station

Bore Hole No. Remarks

TBH - 30, 31 Between Hutatma to CST Metro Station

STBH - 32, 33, 34, 35 CST Metro Station

TBH - 36, 37 Between CST Metro to Kalbadevi Station

STBH - Kalbadevi Station

TBH - 43 Between Kalbadevi to Girgaon Station

STBH - 45 Girgaon Station

TBH - 51 Between Girgaon to Grant Road Station

STBH - 56, 58 Grant Road Station

TBH - 64,65,66 Mumbai Central to Mahalakshmi Station

STBH - 67,68,69,70 Mahalakshmi Station

STBH - 99, 100, 101, 102 Siddhi Vinayak Station