International Journal of Advanced Science and Technology

Vol. 29, No. 1, (2020), pp. 1562 - 1571

Risk Safety Management in Construction of Metro Rail Projects

G.Poovizhi1, S.Manoj2, D.Ambika3, V.Santha Rubini4, V.Nandhini5,

S.Dhinu Priya6
PG Scholars1, 4, 5, 6, Assistant Professors2, 3
1
poovizhidhana@gmail.com, 2yesmanoj89@gmail.com, 3ambikaceg@gmail.com,
4
santharubini97@gmail.com, 5nandhu1881996@gmail.com,
6
dhinupriya11@gmail.com

Abstract
Metro projects are extremely-uncertain for the reason that of the natural uncertainties
in-ground and groundwater conditions, multiple construction methods and tools. A lot of
attempts made to execute risk safety management systems into urban metro rail
construction projects. The aim is to construct a new type of model for risk safety
management in metro rail projects, to study the existing risk safety management system
and to identify the risks that occur during construction and to create, implement, and
determine the efficiency of the model for safety in the construction of metro rail projects.
The factors were identified from the literature study. The questionnaire survey has been
framed with the nine risk factors and conducted among the employees working in metro
tunnel construction projects, and analysis has been carried out through SPSS software.

Keywords: Construction risk, Metro, Projects, Safety management

1. Introduction
Laborers in the construction industry face more danger of casualty or damage
than in different ventures. Many significant urban communities on the planet are hustling
to create an urban rail transit system to mitigate the developing traffic pressure,
particularly in developing nations, similar to China [1], [2]. Metro development is a
convoluted procedure with numerous common highlights; for example, long development
period, novel site condition, complex development innovation, and solid condition
reliance [3]. Underground construction, particularly for metros in urban rapid transit
systems, is prospering far and wide as common infrastructural ventures [4], [5]. The
safety and dependability of tunnels and encompassing structures (e.g., buildings,
roadways, and bridges) are of the most extreme significance for an effective tunnel project
[6], [7]. Tunnel boring machine(TBM) has become an essential apparatus in construction
of tunnel since it is exceptionally automated, permits quick movement of tunneling works,
and has less ecological effects [8], [9], [10]. With the benefit of a significant level of
automation, quick movement of tunneling works, and lesser ecological effect, shield
tunneling technology has gotten the essential decision in tunnel construction [11], [12].
Shield tunnel construction is portrayed by enormous scale, long time, and complex,
specialized issues. Because of various hazard factors and intrinsic vulnerabilities in
complex conditions, safety infringement happens much of the time in tunnel construction,
causing gigantic shrouded risks for public safety [13]. Mechanical excavation with TBM
is completed on an enormous scale over the long-term and includes many complicated
specialized issues. The unpredictable conditions in metro development innately face
numerous vulnerabilities and henceforth a heap of hazard factors, which may lead to
mishaps [14].
In China, the event of metro development mishaps has been increasing over the
previous years too. One of the famous mishaps occurred on November 15, 2008, in
Hangzhou, where a street collapse mishap murdered 21 individuals [15]. These mishaps

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have driven partners of the whole project lifespan (e.g., government agencies, owners,
contractors, health and safety professionals, and workers) to give more consideration to
the danger the board of metro development [16]. As to mechanical tunnel excavation, the
overall population is worried about the conceivable ground misshapenness that may
jeopardize surface structures and disturb street traffic. As indicated by insights, hazard
management in mechanical tunnel excavation improved almost little from 2008 to 2016.
Mishap records have demonstrated that most of the mishaps in structural designing came
about because of human shortcomings, and the reason shifted from task to extend [17].
As stated by Times of India (TOI) on November 20, 2017, about 48,000
employees pass away in the nation because of occupational accidents, of which the
development region contributes 24.20% of the dead, says a worldwide explanation [18].
Table 1 shows the deaths, injuries, and accidents that occurred during the construction of
four metro projects during the year 2013 [19].
Table 1. Deaths, Injuries, and Accidents during the Construction of Four
Metro Projects
CITIES DEATHS INJURIES ACCIDENT YEAR
New Delhi 26 3 28 2013
Chennai 11 16 11 2013
Bangalore 10 13 23 2013
Kochi - 3 3 2013
Total 47 35 65 2013
Estimated fatal accidents are 56 numbers, whereas actual fatal accidents reported
by the Indian Express are ten numbers in the accident statistics related to projects of Delhi
Metro Rail Corporation (DMRC) in the NCT Delhi from 2008-2012 [20]. The yearly
fatalities in the tunnel construction production stood extra than 50 up to the NATM (New
Austrian Tunnelling Method) smeared in Japan in 1978. Later its claim, the number of
fatalities decreased to about 10-20; the proportion of fatalities in a tunnel to all
construction productiveness has been practically consistent ever since 1987, with the
proportion presence of about 2%. So, we require retreating the fatalities, as well as
wounds, because any mishap bringing about damage could result, could be connected to a
deadly mishap [21].
Hazard characterized as a condition of potential harm that can maintain a strategic
distance from or managed by appropriate and cautious measures embraced for safety
control [22]. Kasahara [23] dissected human blunder, which happened in all industries
that lead to mishaps, and those in construction caused genuine mishaps, for example,
tumbling from a more elevated level or potentially being hit by a machine. Safety hazard
distinguishing proof in metro development is acknowledging serious tasks, which is one
of the basic parts of risk management. From different sources, the information on safety
risk generally acquired in unstructured forms (e.g., specialist experience, risk case bases,
construction drawings, construction association plans, and other venture documentation)
[16]. Likewise, poor planning of safety frequently prompts disastrous mishaps, and
Takagi brought up the significance of management of safety exercises to avoid human
blunders; however much as could reasonably be expected [24].
Two factual strategies, exploratory factor analysis (EFA) and structural equation
modeling (SEM) have been proposed and misused lately to uncover and test the
cooperation in theoretical models. In particular, EFA permits distinguishing the structure
among survey things without earlier information on both the variables also, the examples
of the measured variables [25]. The SEM strategy can deal with complex connections
among factors to all the while, gauging all coefficients in the model [26]. Another
methodology intended for monitoring safety in construction proposed by Akutagawa [27],
[28], [29], [30], [31], [32] of Kobe University, Japan, in 2006. Akutagawa describes this
new approach with the utilization of ''light-emitting sensors''.

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In the present work, a questionnaire has been made by taking risk factors from the
literature and circulated among the employees of metro rail construction projects. After
receiving an adequate amount of responses, going to create structure equation modeling
(SEM).Direct visit to one of the tunneling project of metro rail construction to know the
actual happenings and also site safety measures in protecting the human lives. Finally,
going to make the discussion on findings and concludes.

2. Identification of Risks
The factor load is the relationship coefficient between an individual variable and
the basic factor. In the wake of running the principal component factor analysis, common
factors can acquire by consolidating variables that generally have high factor loads. After
principal component factor analysis of the substantial polls that recouped, an answer
containing nine components discovered; this represented 82.091% of the total variance
[33].
 Excavation of Tunnel
 Launching of TBM (Tunnel boring machine)
 Assembling of Segment
 Special conditions and procedures
 Arrival of TBM
 Grouting
 Pilot excavation
 Mucking
 Shaft construction

3. Questionnaire Design
A questionnaire framed relating to factors affecting safety in the construction of
metro rail projects and distributed for the survey. The questionnaire consists of 42
questions relating factors influencing the general profile and morbidity profile of the
respondent. Also, the respondent asked to rate the risk level of tunneling operation
according to the respective rating scale, as shown in Table 2.
Table 2. Rating Scale
Extremely Important 1
Very Important 2
Moderately Important 3
Slightly Important 4
Not at all Important 5

To protect the privacy of respondents, they guaranteed with confidentially and

nondisclosure of their responses. The questionnaire may distribute to the manual survey
(questions in persons). Respondents are to answer the question by giving tick marks or by
submitting Google forms. The questionnaire for data collection consists of 3 sections:
1) SECTION A: Company and Respondent Profile
2) SECTION B: Evaluate How Severely Each Risk Factor May Affect Safety in the
Underground Tunneling of Metro Rail Project
3) SECTION C: Safety Related Questions (Only for Senior Managers and Middle
Managers)
4. Case Study
The site located at Sir Theagaraya Station, Chennai. The underground sections
and tunneling work process is from Washermenpet to Korukkupet. The tunneling length is
about 200m. The design consultant was SYSTRA. Afcons Infrastructure Limited finished
the tunnel boring operation. This site is the Chennai Metro, Phase I Extension from
Washermenpet to Wimco Nagar. The internal diameter of the tunnel is about 5.8 m. The
tunneling operation carried out at an average rate of 10 m per day. There are two levels in

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this Metro station. The base level is around 7 m height, and the concourse slab is of 5.2 m
height above the base level.
4.1. A sequence of Activity for Tunnel Works
The sequence of activities for tunneling works explained in the following steps
casting yard
 Segment casting
 Segment stock
 Preparation work of launching shaft
 Electrical supply to TBM
 Preparation for launching TBM
 TBM assembling
 Start excavation by TBM
 Muck disposal from locomotives
 Muck disposal by gantry
 Tunnel constructed
 Erection of segment
4.2. Components of TBM
The components of TBM includes
 Conveyor
 Segment erector
 Screw feeder
 planet gears
 hydraulic oil tank
 cutter disc
 teeth
 shoving hydraulic jack
 mixing chamber
4.3. Tally Board
It is a board that shows the number of workers inside the tunnel, and the various
levels of workers and supervisors denoted in different colors. It used to check the people's
entry and exit. The various color codes explained below
 Subcontractor – red
 Visitors – blue
 Contractors – green
 Client – yellow
The advancement in the tally board names with photographers of the workers,
supervisors, and visitors displayed. Name and contact number and signatures entered.
4.4. CMRL Site
In the Chennai metro rail project, doctors will be there to check the health
conditions and for any emergencies. The safety codes followed for tunneling is IS4756:
1978 safety codes for tunneling works. Pre-employment health screening done to check
the health status of the employees and to determine whether they are fit for the work.
4.4.1. Entrance requirements
 Visitors go with the guidance of the client or contractor.
 Visitors provided with an entry pass, which includes time, entry, exit, and
signature.
 Smoking is not allowed.
 A tunnel entry pass is required.
4.4.2. Gas monitoring
 Manual monitor which monitors only O2 in the site and surrounding areas
 Monitor connected with TBM is used to monitor all gases
 Level of oxygen range for entry is 19.5% - 23.5% by volume
 Gas monitoring updated for every 2 hours

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 BS 6164-2011 – sec 15.4 which used for gas monitoring

4.4.3. Ventilation system design
The minimum fresh air supply required is 0.3m3/min/person and an additional
supply of at least 3 m3/min/working kilowatts. The temperature should not allow
exceeding 29ºC. The codebook for ventilation and the working temperature referred to
TBOCWR, 2006. Every 15m exhaust constructed during drilling.
4.4.4. Illumination
The walk away and tracks require 30 lux at the walking level and general working
areas, 100 lux in working areas. Emergency luminaires installed in the tunnel at the
intervals, not more than 50 m. At every 10m telephone or walkie talkie is fixed inside. BS
6164: 2011- Sec.17.2 & 17.5 for Quality of illumination. Conditions checked regularly.
4.4.5. General requirements
 Fire and First Aid Points
 Escape Routes
 Emergency Exit
 Tunnel Access Points
 Electrical Sub Stations
 Control and Communication Point
 Location of Emergency Illuminaries
4.4.6. Fire emergency
 Every 50 m distance fire hydrant system provided.
 Every 30 m distance fire extinguisher provided.
 Training for fire extinguishing provided.
4.4.7. Self-rescuer
 The supply of oxygen is for at least 20 min while walking for CMRL.
 Self-control breathing apparatus (SCBA) supplies oxygen for 6 hours during
emergency work.
4.4.8. Man lock
 Only for compression and decompression purpose.
 It contains first aid boxes.
 As per code TBOCWR 2006, Medical lock provided at the site. In Chennai, no
hospital has a man lock, so the man lock setup is made in the construction site.
4.4.9. Emergency alarm
An electric alarm provided over a particular spacing. In case of emergency, an
electric alarm alerts the workers. If there is no power, a manual alarm fixed inside the
tunnel with which the alert can make to indicate the risk made by the workers.
4.4.10. Emergency Drills
The training is given to the workers to handle the emergency equipment in case of
any accidents. Cold drinking water provided bear the heat inside the tunnel. Toilets and
other facilities provided near the staircase.
4.4.11. Eye Wash Station
If any workers met with a chemical attack, first aid provided in eyewash station.

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Figure 1. Assembly Point

Figure 2. Notice Board

Figure 3. Project Details

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Figure 4. Entrance Board

Figure 5. Emergency Contact Numbers

Figure 6. Safety Boards

5. Conclusion
The fundamental factors for risk safety management in metro rail ventures has
defined, and the poll disseminated to the relating people who are working in metro rail
ventures. The survey is under process and by utilizing SPSS programming the reaction
gathered from the conveyed poll will be dissected, and structural equation modeling
(SEM) has to be made. Directly visited Chennai Metro Rail Limited (CMRL) for

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collecting accident statistics and the survey was conducted. Safety personnel of any top
companies contacted to comment on the safety procedures that they are following in the
tunneling operation of metro rail construction projects as stated above. On the state of
privacy, they concurred that they were very clear with not providing any additional data
regarding accidents and tunneling operation, but they had arranged a site visit and not
allowed for any documentation of the visit, which is the main difficulties faced during this
study.

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Authors

Ms. G. Poovizhi doing her M.E Construction Engineering and

Management in the Department of Civil Engineering, Kongu
Engineering College, Affiliated to Anna University, Erode,
Tamilnadu, India.
Email: poovizhidhana@gmail.com.

Author’s picture
should be in.

Picture size should

Mr. S. Manoj working as Assistant Professor in the
be absolute Department of Civil Engineering, Kongu Engineering College,
3.18cm in height Affiliated to Anna University, Erode, Tamilnadu, India.
and absolute
2.65cm in width Email: yesmanoj89@gmail.com

Author’s picture
should be in
grayscale.

Picture size should

be absolute
3.18cm in height 1570
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2.65cm in width
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 International Journal of Advanced Science and Technology
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Dr. D. Ambika working as Assistant Professor in the

Department of Civil Engineering, Kongu Engineering College
Affiliated to Anna University, Erode, Tamilnadu, India.
Email: ambikaceg@gmail.com

Author’s picture
should be in
grayscale. Ms. V. Santha Rubini doing her M.E Construction
Engineering and Management in the Department of Civil
Picture size should
be absolute Engineering, Kongu Engineering College, Affiliated to Anna
3.18cm in height University, Erode, Tamilnadu, India.
and absolute
2.65cm in width
Email: santharubini97@gmail.com.

Picture size should

be absolute
3.18cm in height
and absolute Ms. V. Nandhini doing her M.E Construction Engineering and
2.65cm in width Management in the Department of Civil Engineering, Kongu
Engineering College, Affiliated to Anna University, Erode,
Tamilnadu, India.
Email: nandhu1881996@gmail.com.

Author’s picture
should be in
grayscale.
Picture size should
Ms. S. Dhinu Priya doing her M.E Construction Engineering
be absolute and Management in the Department of Civil Engineering,
3.18cm in height Kongu Engineering College, Affiliated to Anna University,
and absolute
2.65cm in width Erode, Tamilnadu, India.
Email: dhinupriya11@gmail.com.

Author’s picture
should in
grayscale.

Picture size should

be absolute
3.18cm in height
and absolute
2.65cm in width

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