Design and Construction of MRT Project Contract 825 of CCL1

in Singapore

N. Osborne1, C. Noren2, G.J. Li2, R. Chinniah2, P. Jonsson2

1
Land Transport Authority, Singapore
2
WH-STEC-NCC JV for Contract 825 Project, Singapore

ABSTRACT

Contract 825 of CCL1 consists of 4 underground MRT stations and tunnels going under and adjacent
to existing MRT lines and old buildings within difficult and changeable ground conditions. A
summary of the scope and challenges that exist within the project is presented together with some of
the key aspects of the design and construction of stations, which were used to overcome these
challenges. Methods such as using top-down construction method with diaphragm walls as main soil
retaining structure, extensive geotechnical instruments to monitor the deflection and settlement of
diaphragm wall, adjacent ground and existing building and MRT structures. The instruments provide
very useful information to control the site activity and reducing disturbance to existing structures.
Underpinning working carried out at DBG station is also described in this paper.

1. INTRODUCTION

The Singapore MRT system will be extended by the realization of the Circle Line connecting the three
existing lines. The first phase of the Circle line comprises contract 825 and 824. This article describes
contract C825. The contract was awarded to the JV WoHup-Shanghai Tunnel Engineering –NCC in
August 2001. The project is situated in the heart of urban Singapore close to old buildings such as
Raffles Hotel, Chijmes, the Singapore Arts Museum (SAM), office and shopping buildings along the
Raffles Boulevard as well as existing MRT station and tunnels.

The contract form is design and build offering possibilities to improve the interaction between design,
construction and clients. The main consultant for JV is Maunsell Singapore with Meinhardt acting as
the specialist consultant for diaphragm wall design.

The contract comprises of 4 stations and tunnels in between (Figure 1). They are:

- Dhoby Ghaut Station (DBG), extension and amendment to existing station

- Museum Station (MSM), close to Singapore Art Museum(SAM)
- CVC Station, close to Convention Center
- Millenia Station (MLN), close to Suntec City and Rochor road
- 1.5 km TBM tunnels, 2 parallel tunnels with inner diameter 5.8 m
- 0.3 km cut and cover tunnels at both ends of the Millenia station
- 110 m overrun tunnel built using SCL method

The soil conditions vary considerably along the project from soft Marine Clay (MC) at Millenia
Station, Old Alluvium (OA) at CVC Station, Fort Canning Boulder Bed (FC) at Museum station to
Jurong Formation (S2) comprising sandstone siltsones and mudstones at Dhoby Ghaut. Where

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extensive layers of soft soil are encountered jet grouting has been applied to act as props to reduce D-
wall deflections as described in section 3. The geological and geotechnical conditions are described in
Section 2.

All the four stations are built using the top-down construction method. A key consideration for
choosing this construction method was to reduce soil movements and ground water lowering induced
by the 28 m to 35 m deep excavation, within close proximity to existing buildings and MRT structures.
This together with requirements to reduce the disruption on the heavy traffic flow and disturbance to
the environment led to the choice of top-down construction with diaphragm walls acting both as
temporary and permanent soil retaining structure.

Figure 1. C825 comprising 4 Stations and Tunnels

The selected method required a close integration between design and construction teams as the
diaphragm walls were designed both for temporary and permanent conditions. The planning of the
different traffic diversions to enable necessary access and openings for construction activities had also
to be considered in the D-wall design. The design philosophy and principles using Plaxis analysis is
described in section 3.

The varying soil conditions called for different types of equipment for D-wall excavation. The
experiences during D-wall installation are reflected in section 4.

The extension of the Dhoby Ghaut station is carried out very close to the existing station and MRT
tunnels imposing restrictions on the construction activities. Of special interest is the underpinning
works for the B2-link between two existing stations on each side of the new one. This is described in
section 5.

Due to the proximity to old buildings, existing tunnels and utilities an extensive instrumentation and
monitoring plan is implemented according to section 6.

The TBM Herrenknecht machines for the bored tunnels are operating in closed mode according to the
EPB method. The TBM starts from a temporary shaft at the east end of the project, (Figure 1). The
tunnels are stacked initially in the drive to minimize impact on piled foundations and unstack to

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become parallel prior to reaching CVC Station. The TBMs are driven from the first shaft through CVC
Station before station excavation to be picked up at a temporary shaft at the eastern end of Museum
Station. The TBMs are then transported to Dhoby Ghaut station and driven in opposite direction to the
western end of Museum Station.

In the stacked configuration between Millenia and Convention Centre station two car links are passed.
At the first one extensive underpinning and reinforcement works have been carried out to allow the
cutting of existing steel piles. The piles are cut from within TBM. At the passage of the car link
between Pan Pacific and Marina Square some of the existing concrete piles are cut from the TBM
without any need for further measures (Figure 1). Between CVC and Museum Stations the existing
MRT E-W tunnels is crossed at Victoria Street. Settlement predictions have been carried out based on
equivalent face loss between 0.5 - 2%. To verify the predictions of the effect on the existing MRT
extensive monitoring is implemented prior to arrival. Trigger and design values are evaluated based on
the expected performance of the structures as well as comfort levels for trains in the MRT tunnels.

2. GEOLOGY AND GROUND CONDITIONS

The range of geology encountered along the length of the contract adds to the construction challenges.
In the west the majority of the works for DBG will occur within Jurong Formation, a variable
sedimentary formation ranging from strong to very strong sandstones to weak mudstones, with
occasional quartzite. This interfaces with the Fort Canning Boulder Bed before MSM station, a
colluvial deposit comprising of strong to very strong sandstone and quartzite boulders within a stiff
clay matrix (Shirlaw et al 1990). Both these strata are overlain by the Kallang Formation in the form
of buried valleys of variable thickness. At MSM one such valley extends to 22 m bgl and comprises of
interbedded fluvial sands and clays, estuarine clay and Marine Clay. Before CVC station the
underlying strata changes again to Old Alluvium. This is a medium dense to very dense clayey coarse
sand and fine gravel, containing lenses of silt and clay, and delimited based upon SPT values. More
recently the Old Alluvium has been classified as a weak rock (M Peart et al 2001) as it has undergone
diagenesis with a degree of cementation observable. Moving towards MLN station the Kallang
Formation thickens with Marine Clay dominating the geology. A summary of the geotechnical
parameters used are included in Table 1.

As a result of the different and varying geology throughout the contract a number of different design
and construction challenges arise. Within the weaker ground, ground movements were a significant
concern particularly given proximity of structures, and these had to be minimized at the design stages.
In addition to these movements the potential for settlement through seepage, underdrainage and
consolidation was an added problem given the nature of the interbedded Kallang where high
permeability sand underlies the Marine Clay. At DBG the highly variable Jurong Formation demanded
special attention to provide adequate support in the weaker ground and also to facilitate construction
progress in the strong sandstones. An additional construction complication was presented by the
stronger strata, the Jurong Formation and Fort Canning Boulder Bed, this being problems of
excavation and wear to machinery.

3. DIAPHRAGM WALL DESIGN

The diaphragm wall is used as both temporary and permanent soil retaining structure as well as load
bearing and anti-floating element. The thickness of D-wall is controlled mainly by bending capacity
under ultimate state and crack width under service state. The toe level is decided based on vertical load
due to station structure, surcharge and tension load due to water pressure under flood level. Seepage
analysis was carried out to check the water level drawdown due to excavation and at a number of
locations recharge wells were installed to negate seepage induced settlement.

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Since D-wall is used as temporary retaining structure, some force will be generated prior to application
of permanent load combinations. This locked-in force is captured by step-by-step analysis using finite
element software Plaxis. At end of excavation, locked-in forces are derived by fixing the D-wall toe
movement and removing soil and water above D-wall toe level. The locked-in force is merged with
permanent force envelop to derive the design force envelop. A typical section at DBG crossover box
showing the locked-in bending moment and bending moment envelope at excavation stages is shown
in Figure 2.

The design loading for D-wall includes earth pressure, water pressure and surcharge load. Earth
pressure is generated in Plaxis by specifying earth pressure coefficients. Surcharge of 20 kPa is
applied during construction stage. A construction loading of 5.0 kN/m2 is assumed to act on internal
elements of station structure. Generally undrained soil parameters are used in construction stage and
drained soil parameters are used after base slab casting.

The construction sequence for top-down method modeled in Plaxis is:

1. Apply surcharge 20 kPa
2. Install D-wall and excavate to RL 101.5
3. Install temporary strut at RL 102.20 and excavate to RL 99.0
4. Construct roof slab, backfill and excavate to RL 92.0
5. Construct B2 slab, excavate to RL 85.1
6. Construct B3 slab, excavate to RL 76.2
7. Construct Base slab
8. Remove surcharge, soil and water down to D-wall toe level (to obtain locked-in forces)

Table 1. Geotechnical parameters used in contract 825

Bulk
density C' φ' Elastic Modulus
Stratum (kN/m3) Cu (kN/m )2
(kN/m2) (0 ) (kN/m2)
Fill 19.0 30 0 30 6000

10 (0 to 5 m) 4000
Marine Clay 16.0 20 (5 to 10m) 0 22 (upper) 8000
20+1.6(z-15) 24 (lower) (400cu)

20 (0 to 10m) 8000
F2 (Fluvial clay) 19.0 0 24
20+2(z-10) (400cu)
F1 (Fluvial sand) 20.0 0 0 30 1500N
15 (0 to 10m) 6000
E (Peaty Clay) 15.0 0 18
15+2.3(z-10) (400cu)
S4 (Completely
weathered Jurong 20.0 5N 20 34 2000N
Formation)
S3 (FCBB) 22.0 5N (Max 500kPa) 20 34 500cu
S2 (Moderately
weathered Jurong 22.0 5N 40 35 500cu
Formation)
OA(W): N<30 20.0 5N 0(10)** 32 (20)** 2000N
OA(SW2): 30<N<50 20.0 5N 5(20)** 32(25)** 2000N
OA(SW1): 50<N<100 20.0 5N 5 33 2000N
OA(Cemented): N>100 20.0 5N 10 35 2000N
Jet Grouting Piles 15.5 300 150000
** values are for clayey material of Old Alluvium Formation

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The D-wall is designed for maximum crack width of 0.3 mm during construction stage at service limit
state. At permanent condition, the design maximum crack width is 0.2 mm between top most and
lowest slabs, 0.3 mm for the rest of sections outside this zone. These measures are to satisfy durability
requirement of MRT structures.

RL 100.8 RL 100.8

99.5 99.5

94.5 RL 93.4 94.5 RL 93.4

89.5 89.5
RL 86.5 RL 86.5

84.5 84.5

RL 79.3 RL 79.3
79.5 79.5

74.5 74.5
-2500 -1500 -500 500 1500 2500 -2000 -1000 0 1000 2000 3000
Tem porary Phases Envelop for BM(kNm ) Lock-in BM(kNm )

Figure 2. Diaphragm wall bending moment envelop at temporary phases and lock-in BM

Jet Grouting Piles were installed at MLN and MSM stations where deep Marine Clay is present to
reduce ground settlement and wall deflection. It was found that JGP slab below base slab level is an
effective method to reduce D-wall deflection as well as bending moments, (Figure 3). Undrained shear
strength of 300 kN/m2 and elastic modulus of 150 MPa were used to model JGP in Plaxis analysis. It
can be seen that the deflection is reduced from 82.7 mm to 51.2 mm, the bending moment reduced
from 5417 kNm/m to 3929 kNm/m for the shown example of cut and cover tunnel.

4. CONSTRUCTION OF DIAPHRAGM WALL

Two types of diaphragm wall trench excavation machines were used in this project: trench cutter
BC40/30 and mechanical clamshell suspended from a crawler crane. The cutter is used in DBG and

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MSM station in the Jurong Formation and Fort Canning Boulder Bed to cut the very strong sandstone
and quartzite while the clam shell is used in CVC and MLN and Cut & Cover sections to excavate
relatively soft Old Alluvium layer. The boulders in Fort Canning Boulder Bed proved difficult to
excavate particularly if the ground was mixed boulder and clay matrix. This presented problems with
the clay clogging the trench cutter wheel and directional cutting of the machine forcing it to cut the
boulder not the surrounding softer ground. Consequently, some panels took nearly three weeks to
finish while most of panels can be finished within four days. Another problem with DW construction
is the utility lines running through stations, causing a gap have to be left in adjacent panels making the
DW discontinuous and excavation difficult. These gaps have a significant impact through seepage,
that causes consolidation settlement, effect adjacent structures.

Effect of JGP on Deflection Effect of JGP on BM

Exca side Exca side

S1,100.8 100
Fill, Sand 100
S2, 97.0
95 95
S3, 93.2
Marine Clay, Soft
90 S4, 90.1 90
Fluvial Clay
S5, 87.1
85 85
Marine Clay S6, 84.1
80 80
JGP, 2m thk

75 75
Old Alluvium, N=17

70 70
Old Alluvium, N=74

65 65
Old Alluvium, N=100
60 60
-100 -50 0 50 100 -5000 0 5000 10000
Dflection of DW (m m ) Bending Mom ent of DW (kNm )

Envelope when using JGP Envelope when using JGP

Envelope when no JGP Envelope when no JGP

Figure 3. Effect of JGP on Diaphragm Wall BM and Deflection

5. UNDERPINNING WORKS TO CONSTRUCT DBG STATION

Dhoby Ghuat Station is horizontally integrated with B2 Link between North South Line (NSL) station
and North East Line (NEL) station. B2 Link is approximately 100m length and 50m wide subway
founded on strong Jurong, and this paid area connects the both operational NSL and NEL stations.

The proposed Circle Line (CCL) station is located between NSL and NEL stations, under Orchard
road, and it is vertically integrated with as-built B2 link subway. The CCL station is a three-basement
structure consisting of B2, B3 & B4 (base slab) levels and founded on hard rock. Construction of B3
and B4 levels underneath the B2 Link subway requires undermining works with minimal effect on the

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operational subway. Hence the B2 link subway is required to be underpinned before any excavation
underneath the B2 link base slab commences.

5.1 Underpinning to B2 Link Subway

Seven number of temporary caissons, each 2 m diameter hand dug caissons, are proposed to support
the B2 Link subway. The key design feature of these caissons being that they carry all the temporary
and permanent loads during the excavation period, keeping vertical settlements of the existing station
to a minimum. Five caissons are constructed along the width on southern side of B2 Link, and another
two caissons are constructed along the diagonal length of B2 Link. The Northern side of B2 Link is
connected with NEL station structure. Southern side caissons are connected by a 3 m wide by 2.5 m
high beam, and the beam is cast underneath the B2 Link slab. Other two caissons support the B2 Link
diagonal beam B2-3, which spans along the diagonal length of B2 Link. Figure 4 shows the isometric
view of proposed underpinning caissons to B2 Link (Figure 4).

The access adit of 3.6 m wide by 2.65 m height is excavated between NSL station and B2 Link, below
B2 Link slab to enter for excavation and cast the five hand dug caissons. Other two caissons will be
access through CCL B2 level. The hand dug caissons are excavated in 1.2 m lifts sequentially and
temporary linings are cast 1 m, the base is constructed with a bell shape 3 m below base slab of the
existing station. After the entire caisson construction and connection to the B2 Link base slab,
excavation below B2 link is continued with typical 3 m wide excavations progressing longitudinally.
The excavation slope is maintained at 75° to vertical, with the ground shotcreted and rock bolted, in
this area observation control will play a key role in the construction process. Each excavation is
completed by B3 slab casting and both end wall to form a box. This typical top down construction
sequence is to excavate and cast entire B3 slab, and B4 slab to form the CCL1 station box under the
B2 Link subway. After completion of station box, and construction of permanent columns, the two
temporary caissons along the diagonal length of B2 Link are removed. The other five caissons
between the NSL station and B2 Link are redundant and left in place.

The entire B2 link base slab with caisson supports is modeled using by STAAD Pro, simulated for 12
construction stages to compute the stresses and strains, and deformation. The proposed underpinning
beam to connect all five caissons is designed based on this analysis, and the existing B2-3 diagonal B2
Link beam is evaluated for its deflection during the construction stages. The results of this analysis are
utilized in proposing B2 link slab monitoring. B2 Link slab is monitored with settlement markers and
tilt meters, where these locations and trigger/ design values are decided from the output of analysis
model.

During this paper preparation, underpinning works has not started. The concept proposal has been
approved and excavation for access to caissons has commenced. It is too early to predict any
evaluation on the proposed underpinning works. However it is concluded that the proposed
methodology of underpinning with temporary caisson piles and controlled excavation of the rock is the
most appropriate and will minimize settlements. During excavation stages a careful instrumentation
and monitoring program is to be implemented at B2 Link slab, and observational approach shall be
continued to monitor the excavation sequences. Water drawdown can endanger the stability of B2
Link during excavation as it can degrade the stand up ability of the weaker mudstones of the Jurong
Formation. Rapid shotcreting of the freshly exposed rock will negate this problem.

6. INSTRUMENTATION AND MONITORING

As the project involves deep excavations and tunnels close to and under existing sensitive structures
and MRT lines, instrumentation systems to provide feedback and assurance on design assumptions and
predictions are important. The full range of geotechnical instruments has been employed on the

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contract with specific instrumentation schemes designed for specific structures. For the in-tunnel
instrumentation, real time prism monitoring and real time track electrolevels have been utilized
following the approach taken on earlier MRT projects, (J.N. Shirlaw et al 2000). For the historical
surface structures individual schemes have been designed taking into account the predicted movement,
the nature of the foundations, and settlement history, as far as feasible. These schemes involve limited
but targeted real time electrolevels backed up by precise leveling and structure monitoring, together
with recording of ground and diaphragm wall movements and piezometric changes within the various
different strata. The monitoring is linked to sophisticated data collection allowing rapid processing
into graphical format for ease of interpretation and dissemination to involved parties. This allows
maximum benefit to be gained from the data in the form of controlling the construction works and
feedback into the design process.

Figure 4. Isometric Views of Proposed Underpinning Caissons to B2 Link

7. CONCLUSIONS

The construction methods chosen together with in depth analysis of those methods and the
construction sequences, have provided a design where the impact of construction in difficult ground
would be minimized, as far as possible. Further measures such as recharge wells and extensive
monitoring systems have been employed to provide assurance and control during the construction
stages and ensure that design predictions are met and settlement impact is controlled.

REFERENCES

Shirlaw, J.N., Poh, K.H., Hwang, R.N., 1990. Properties and origins of Singapore Boulder Bed. Tenth
south east Asia Geotechnical Conference.
Shirlaw, J.N., Tham-Lee, S.K., Wong, F.K., Ang-Wong, L.P., Chen, D.C., Osborne, N., 2000.
Planning the monitoring required to confirm the movement and rotation of tunnels and trackwork due
to excavation and tunneling. Proceedings of the International conference on Tunnels and underground
Structures Singapore 2000.
Peart, M., Poh, J., Kho, C.M., 2001. A revised Interpretation of old Alluvium Formation based on
Ground investigations for Changi Airport Line. Proceedings of Underground Singapore.

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