ABSTRACT

Cross passages are critical elements in transit and highway tunnels, providing a means
of safe emergency egress between adjacent running tunnels. Although usually short in length,
they are often technically challenging and can pose significant construction risks. In this
Research, study on design and construction of cross passage of Mumbai Metro are discussed
using a case history from a contract the Aqua Line 3 of the Mumbai Metro, also known as
Colaba-Bandra-Seepz Line of the Mumbai metro project. In order to start to build permanent
structural works in TBM driven shafts as early as possible, construction activities of cross
passages should be isolated from TBM shafts. Vertical shafts for cross passages were thus
installed between the two main running tunnels from ground surface level to increase
workable areas as well as to transport excavated spoil. The 227m long crossover was
designed by Geoconsult and is 18m wide at its widest point. The cavern is being built using
the New Austrian Tunnelling Method (NATM). Per Endacom, this was the first time in
Indian metro history that this support method has been used. Besides 91 cross-passages,
Mumbai Metro’s Line-3 has major NATM tunnels being built throughout its course at places
like Cuffe Parade, Hutatma Chowk, Kalbadevi, Girgaon, Grant Road, Santacruz, Sitladevi
and Marol Naka. Details of design and construction of the cross passage will be reported in
this research.

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 TABLE OF CONTENT

Title Page No.

1. INTRODUCTION 01-16

1.1 General 03

1.2 Overview 04

1.3 Need Of Study 06

1.4 Crossovers And Cross-Passages In Metro 08

1.5 Agencies Involved In This Project 09

1.6 Construction Of This Project 09

1.7 Cross Passages 10

1.8 Building The Cross-Passages 10

1.9 Cross Passage Construction 11

2. REVIEW OF LITERATURE 12-25

2.1 Introduction 12

2.2 Literature Review 13

2.3 Summary of Literature Review 25

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 Chapter 1

Introduction
1.1 General

The first urban underground railway was the Metropolitan Railway, which began
operations on January 10, 1863. It was built largely in shallow cut and cover tunnels. It was
worked by steam trains and despite the creation of numerous vents, was unhealthy and
uncomfortable for passengers and operating staff.
In Paris, the Métro (Chemin de Fer Métropolitain de Paris) was started in 1898, and the
first 6.25 miles (10 km) were opened in 1900. The rapid progress was attributed to the wide
streets overhead and the modification of the cut-and-cover method devised by the French
engineer Fulgence Bienvenue.
The Kolkata Metro is the first planned and operational rapid transit system in India. It
was initially planned in the 1920s, but construction started in 1970s. The first underground
stretch, from Bhawanipore (now Netaji Bhawan) to Esplanade, opened in 1984. Line 2, or the
East–West Corridor, opened in 2020.
The idea of an underground railway system was conceived by the then Chief Miniter
of West Bengal, Bidhan Chandra Roy in the 1950s. The first Kolkata Metro was run on run
on 24 October 1984 between Dam Dam to Tollygunge.

In the present urban transportation, there is an increasing demand for extensive use of
underground space in the form of tunnels. In general, where tunnels are provided in twin
tubes, Cross Passage is constructed at regular intervals to connect the adjacent tubes for safe
egress. Cross passage is a small passageway built between tunnels (or) it can be connected
between the tunnels with a horizontal & vertical shaft to reach the ground surface level. The
length of CP is generally equal of one tunnel diameter. The work involved is very laborious
with high risk involved. Cross passage areas are usually mined by hand after the main tunnel
is excavated. Functionally: Cross passage is used for evacuation of passengers and
maintenance access in case of emergencies. Usually at lowest point along the alignment
location of sump is provided, from which water infiltration in to the tunnel can be collected
and pumped to the surface for disposal.

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1.2 Overview

For the past several decades, the construction and use of underground railway systems
has been developing at an extraordinary rate because of rapid urbanization and the
improvement of shield tunneling technology. The final step of tunnel construction is
designing cross passages. Cross passages are generally built in conjunction with drainage
systems to allow the essential functions of catchment, drainage, rescue operations, and
escape. Because of the short lengths of most cross passages, the mine tunneling method is
usually the preferred excavation technique for cross-passage construction. However, the mine
tunneling method can be unsuitable in water-rich sand strata because of its high permeability
and low mechanical strength for soil.

The Mumbai Metro is a rapid transit system serving the city of Mumbai, Maharashtra,
and the wider metropolitan region. The system is designed to reduce traffic congestion in the
city, and supplement the overcrowded Mumbai Local Train network. It is being built in three
phases over a 15-year period, with overall completion expected in 2025. When completed,
the core system will comprise eight high-capacity metro railway lines, spanning a total of 235
kilometres (146 mi) (24% underground, the rest elevated, with a minuscule portion built at-
grade), and serviced by 200 stations.

The Mumbai Metro Rail Corporation Ltd (MMRC), registered under provisions
of Company Act, 1956, was constituted as a fully owned company of the MMRDA on 30
April 2008, as per state government directives. On 27 February 2012, the Central
Government gave in-principle approval to the plan for Line 3. In April 2012, the MMRDA
announced plans to grant the MMRC increased management autonomy, in an effort to
enhance the project's operational efficiency.

Mumbai has a very good transportation system but has not been able to keep pace
with rising demand. The carrying capacity of the bus and rail system has increased
considerably but has been always on lower side than what is needed. Though metro for
Mumbai had been talked for last 50-60 years, but something concrete did not come up till
MMRDA got prepared Master Plan of Mumbai Metro network in 2003.

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 DMRC prepared the DPRs for Line-1: Varsova – Andheri – Ghatkopar – 2005, Line2:
Colaba – Bandra – Charkop – 2008, Line – 3: Bandra – Kurla - Mankhurd – 2006.
Subsequently, the corridors 2 & 3 were rearranged and DMRC prepared another DPR for the
corridor between Charkop – Bandra – Mankhurd.

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1.3 Need Of Study

In recent years, lots of soft ground tunnels, including metro tunnels and road tunnels,
have been constructed in many cities. Nearly all tunnels have cross passages between two
tubes. Cross passage construction between twin tunnels is one of the most critical aspects of
an underground metro tunnelling project. Tunnelling professionals often face a world of
unpredictability. They do not need more unpleasant surprises that can arise during cross-
passage construction. This includes soil, rock, water and gas conditions that are not as
expected or accurately investigated. Designer and contractors often prescribe significant
temporary steel support systems within the mainline tunnels during cross passage
construction to help support the estimated loads and minimize deformation during break-in
and break-out. Such an approach is expensive and timeintensive. A significant improvement
could be realized by incorporating the required support into the liner system. Further, Cross
passage construction often requires expensive and time consuming dewatering and ground
improvement to stabilize the soil. These processes require significant effort and are often a
significant source of risk and cause of delay. Conventional dewatering via surface wells has
been replaced in some instances by vacuum dewatering from the tunnel level and by ground
freezing. Ground improvement is accomplished through jet grouting and fore poling. One
common way to add predictability into cross passage construction is by modifying the ground
conditions, to give tunnellers a better idea of what to expect. Often, this is achieved by
drilling down from the surface and treating the ground at the location of the cross-passage or,
in some other way that makes the ground easier to work. This can pose several kinds of
problems:
 There is a need to reach the site from surface, which can cause conflicts with
landowners regarding access, and concerns about possible impacts to their
property.
 There is a large impact on public utilities as well as blocked off access to stores,
roads, sidewalks and driveways.
 Cost involved in drilling and injection.
 Modifying the ground condition treatment may take days or even months to
complete thereby adding uncertainty to the schedule.
 Even when the modifying treatment is established, there is no certainty regarding
the conditions that the cross passage builders will encounter.

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 There are many kind of methods to build in cross passages in soft ground such as, cut-
and cover, mining methods, and combined method, in which the most successful and popular
one, mining method with ground improved by artificial ground freezing and its risk
prevention and safety protection measures, are introduced.

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1.4 Crossovers And Cross-Passages In Metro

Cross passages are critical safety elements in transit and highway tunnels, providing
refuges or a means of egress between adjacent tunnels during emergencies such as fire in a
tunnel or any incident which results in the closure of a section of a tunnel. For this reason,
placement of cross passages along the tunnel alignment has important safety implications and
must be carefully considered. National Fire Protection Association Standard “NFPA 130:
Standard for fixed Guideway Transit and Passenger Rail Systems” requires cross passages to
be constructed between the main tunnels for safety and evacuation. For twin bore tunnels,
cross passages may be used in lieu of emergency exit stairways to the surface, at a maximum
spacing of 244m (800ft.). They require minimum internal dimensions of 1120mm (44in.) in
clear width and 2100mm (7ft.) in height.

Cross-passages are reinforced concrete structures built in between either two tunnels
(as in case of twin tunnel systems) or a tunnel and the ground surface. They are provided to
serve two primary purposes namely, emergency escape and maintenance work.

In this research, design, construction methodology and problem encountered during

construction of one such structure has been described by analyzing case of a Cross-passage
being constructed by Larsen & Toubro and Shanghai Tunnel Engineering Co. for twin
tunnels between Colaba and Bandra underground stations for project Colaba - Bandra –
SEEPZ also know as Aqua Line 3 of 'Mumbai MMRDA Project of Phase-I Line 3'.

Cross passages are built with reinforced concrete. They are provided to serve two
primary purposes – emergency escape and maintenance work.

Cross passages are required to be constructed for a certain length of underground

metro tunnels to provide for emergency and maintenance access. In general, a cross passage
is either built between two tunnels, or can be connected between the tunnel and surface level,
more commonly known as an escape shaft.

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1.5 Agencies Involved In This Project

Construction of the Colaba-Bandra-Seepz metro involves a number of large national

and supra national entities and sub contractors. These sub contractors, mostly involved in the
tunneling works and mostly joint ventures include L&T-STEC (A joint venture between
Larsen & Toubro India and STEC a large Chinese infrastructure company based
in Shanghai), CEC-ITD CEM-TPL, Dogus-Soma, HCC-MMS and J.Kumar-CRTG. More
than 100 Sub contractors and third parties have been used for various construction and
relocation works including tunneling, boring, diversion of pipelines, realty consultancy and
land acquisition.

1.6 Construction Of this Project

Two 5.85 metre diameter twin tunnels of 33.5 km each will be dug at a depth of
20–25 metres. Seventeen tunnel boring machines (TBMs), each weighing around 1400 tonnes
and costing ₹120 crore (US$17 million), will be used to dig tunnels and record 41
breakthroughs. The TBMs will be lowered through shafts or pits using a specialized crane.
Pre-cast segments will be put on the tunnels' diameter to prevent cave ins, after the TBMs
bore 1.2 metres. Tunnels will have to be dug through a mix of soil and basalt rock, and is
expected to be difficult. TBMs can dig at an average rate of 8 metres per day through rock,
and at a rate of 14 metres per day through soil. After TBMs bore through section, the metro
tunnel will be lined with pre-cast concrete rings to strengthen the tunnels. Boring and placing
rings occurs sequentially.

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1.7 Cross Passages

It can be seen that an increasing ratio of railway, road and metro tunnels are twin tube
tunnels. They are connected by galleries which during construction and operation serve a
various functions. In emergency situations, cross-passages contribute meaningfully to the
safety of tunnels by providing an escape route for the tunnel users from the incident to the
non-incident tube or another safe zone, and by providing an access route for emergency
forces from the safe area to the incident tube. As a result of various requirements and
boundary conditions, the arrangement of such cross-passages can vary significantly.

A cross passage is a short tunnel that connects two parallel tunnels. The Metro Tunnel
will have 26 cross passages located approximately 230 metres apart along its tunnel
alignment. . Besides 91 cross-passages, Mumbai Metro’s Line-3 has major NATM tunnels
being built throughout its course at places like Cuffe Parade, Hutatma Chowk, Kalbadevi,
Girgaon, Grant Road, Santacruz, Sitladevi and Marol Naka.

1.8 Building The Cross Passages

The Metro Tunnel cross passages will be constructed from below ground within the
tunnels after the tunnel boring machines (TBMs) have passed through.

The cross passages are generally constructed using traditional mining techniques to
create a link between the two tunnels. These techniques typically include the use of ground
treatment measures, excavators, rockbreakers, rock bolting and shotcrete lining from within
the tunnels.

These passages are an important safety feature that allow people (including
emergency services) to move from one tunnel to the other in the event of an emergency.

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1.9 Cross Passage Construction

 Surface level ground improvement works

1. Utility services investigation and relocation if required

2. Establishment of a works site and mobilisation of ground improvement equipment

and machinery

3. Drilling underground to the desired ground improvement position

4. Pumping grout into the drilled hole

5. Repeating until the cross passage area has been treated

6. Testing the permeability and strength of the ground improvement, and continuing
ground improvement until sufficiently complete

7. Demobilization and reinstatement of the area

 Below ground works

8. TBMs build tunnels through the area

9. Cross passages constructed below ground from within the constructed tunnels using
conventional mining techniques.

In recent years, lots of soft ground tunnels, including metro tunnels and road tunnels,
have been constructed in many cities in the east of China. Nearly all tunnels have cross
passages between two tubes. In soft ground area, cross passages could be built in many kinds
of methods, such as, cut-and-cover, mining methods, and combined method. Mining methods
with help of ground improvement include grouting method, deep-mixing, high pressure jet
grouting and ground freezing method.

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 Chapter 2

LITERATURE REVIEW

2.1 Introduction

Cross passages are generally built in conjunction with drainage systems to allow the
essential functions of catchment, drainage, rescue operations, and escape. Because of the
short lengths of most cross passages, the mine tunneling method is usually the preferred
excavation technique for cross-passage construction.The cross passages are generally
constructed using traditional mining techniques to create a link between the two tunnels.
These techniques typically include the use of ground treatment measures, excavators,
rockbreakers, rock bolting and shotcrete lining from within the tunnels.

To understand and get theoretical knowledge of my research topic, research articles

that provided in-depth knowledge were searched online through journals, articles and books
from online sites such as ELSEVIER, ASCE, SPRINGER, SCOPUS and TAYLOR &
FRANCIS GROUP. A review of the work is presented in the following paragraphs.

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2.2 Literature Review

Xiangdong Hu & Wang Guo (2014), analyzed the cross passage construction methods for
soft ground conditions in China. The applicability of different kinds of methods in common
use, as well as the relating advantages and disadvantages are summarized. The paper also
includes the description of plenty of ordinary risk and the relevant countermeasures in
construction of artificial ground freezing method, some of which have been commonly
applied into actual engineering fields. It is concluded that before the final decision, it is
necessary to consider cautiously based on the characteristic of different construction methods.

Hsiung, B.C.B. et al (2010), discussed the design and construction of cross passage of urban
metro using a case history from a contract of the Delhi metro project. It is mentioned that in
order to start to build permanent structural works in TBM driven shafts as early as possible,
construction activities of cross passages should be isolated from TBM shafts.

Zili Li et al. (2015), carried out a study to examine the long-term tunnel behaviour of an old
cast-iron cross passage in stiff London clay, and therefore he conducted a series of 3D soil–
fluid coupled finite element analyses. In the projected geotechnical FE model, he employed a
progressive critical state constitutive model to simulate complex soil behaviour, while the
specifics of the tunnel linings were a bridged using shell elements. He concluded that
building a cross passage affects the structural performance of the adjacent running tunnel in
both short term (undrained) and long term (soil consolidation). In specific, he identified the
critical location is the tunnel segment adjacent to the opening at the axis level and its stresses
and deformation increase with consolidation time. He concluded For closely-spaced twin
tunnels, the effect of a cross passage on the long-term surface ground settlement is limited.
That is, the soil consolidation due to drainage into twin tunnels is much greater than the
additional drainage effect by the cross passage. The hydraulic field of the twin tunnels
behaves more like a large circular tunnel case circumscribing the whole cross passage area.
The magnitude of ovalisation at the cross passage section is less than that of the full ring
section. The extent of influence of cross passage construction is generally localised within
five times of the opening size. After cross passage construction, a 3D soil arching mechanism
develops and the soil adjacent to the cross passage section carries the additional overburden

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load and positive excess pore pressure develops. However, as the soil consolidates, the
overburden load gradually transfers back to the crown section of the tunnel opening, which is
then transferred to the ring next to the opening section via the lintel. The computed tunnel
behaviour derived from the proposed model shows agreement against the field observation
and predicts a more critical stress state against the conventional bedded ring method. Results
show that the lintel, which is overloaded by the soil pressure at the tunnel opening section,
develops large bending deformation at the web section as well as the contact area with the
segment underneath. The lintel-segment contact pressure results in local deformation and
stress concentration at the radial flange of the segment, whilst it transfers the overburden load
to the circumferential flange, where significant compressive stress occurs. The deformation
of the lining increases with time as the soil pressure and hoop load increases due to soil
consolidation. Hence it is important to evaluate the evolution of the distress in the segments
of the ring next to the opening

Yan Qixiang et al. (2017), had studied Nonlinear Transient Analysis of Temperature Fields
in an AGF Project used for a Cross-Passage Tunnel in the Suzhou Metro which carried out a
detailed examination on the evolution process of the freezing curtain and the transition
process of unfrozen water in an Artificial Ground Freezing (AGF) project used for a cross-
passage tunnel in the Suzhou Metro, China. The emphasis of his study was on confirmation
of the rationality of the freezing design on a weak silty clay layer, using a prognosis of the
temperature development by numerical simulation and field monitoring. For the above
tenacities, basic mathematical techniques were used to address the nonlinear transient thermal
conduction unruly considering the release of latent heat. The outcomes directed that the
formation of a stable freezing curtain with the design thickness required more time than the
projected active freezing period. Even though there was a non conformity in the results
between field monitoring and the numerical simulation, the general temperature curves from
both methods were principally consistent. The freezing front gradually grew outside to meet
and combine with the adjacent freezing fronts, and a local frozen region was formed. With
the increase in freezing time, the freezing curtain continued to grow in thickness until it
entered the freezing maintenance period and achieved a stable freezing curtain. The unfrozen
water volumetric content within the designed freezing curtain generally exhibited a process of
increase and then decrease. This increase probably resulted from the moisture migration from
the surrounding relatively higher temperature region to the near low temperature region
caused by the suction force in the freezing process and visually presented that water in the

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surrounding soil transferred and assembled to the freezing front. When the migration amount
of moisture was less than that of frozen water or the migration of moisture was completely
blocked, the unfrozen water volumetric content would decrease until it vanished; the
unfrozen water volumetric content outside the freezing curtain would increase and remained
almost constant when the distance was sufficiently great.

Walter Klary et al. (2008), described risk reduction, mitigation and management experience
gained from the U230 and N125 contracts during construction of cross passages in , Seattle,
Washington. They described the challenges encountered during the construction and methods
used to mitigate and minimize the construction risk and experience gained to manage risk
during the cross passage construction. From the result the experience gained from the U230
showed a planned approach needs to be implemented before proceeding with excavation,
especially in terms of ground probing and ground treatment. Also several challenges were
encountered during excavation which was successfully addressed with modification of the
ground support systems and ground treatment. Overall, it showed that the cross passages at
U230 (5) and most of the cross passages at N125 (23) have been successfully constructed
without any major delays or issues despite significant construction challenges posed by
difficult ground conditions.

Haogang Guo (2019), the different geological conditions and construction environments
requires different methods for different tunneling projects. More efficiently and economically
construction will be achieved if a reasonable construction scheme is properly selected and
well designed.

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L.Y. Ding et al. (2013), carried out research that represents a real-time safety early warning
system to prevent accidents and improve safety management in underground construction,
based on the “internet of things” (IoT) technology. The projected system effortless lyjoins in
a fibre Bragg grating(FBG) sensor system and a RFID (radio frequency identification)-based
labour tracking system. This system has been confirmed and tested through a real-world
application at the cross-passage construction site in the Yangtze Riverbed Metro Tunnel
project in Wuhan, China. The system's application outcome is that it can efficient lyendorse
underground construction safety management proficiency, precisely in the real time
detection, monitoring and early warning of safety risks. The monitoring results reflected the
freezing process in the soil and were used for safety assessment and early warning. It was
found that the error rate of identifying worker positions using RFID technology was within 3
m, which is adequate for adverse conditions such as a cross passage construction site in
underground tunnels.

Kong Jian Shen et al. (2013), analyzed effect of Cross Passage Construction on the
Structural Safety of Collapse Reinforcement Segment of Existing Tunnel on the basis of the
engineering background of cross passage construction in the Chen Yu Tunnel project. The
collapse section above the intersection of the existing tunnel was selected to establish finite
element model. Considering the effect of cross passage construction and the local weakening
area of surrounding rock on the safety of existing tunnel structure, the strength of the
shotcrete supporting structure of existing tunnel intersection was checked, and the security of
the existing tunnel was evaluated. It was found that the safety impact of the construction of
cross passage on the structure of existing tunnel intersection (collapse segment after
reinforcement) is relatively large. The axial forces and bending moments of shotcrete
supporting structure are concentrated at the arched position of the intersection of existing
tunnel, particularly in the acute angle side, obtuse angle side and the vaulted position. The
effect of cross passage construction on the security of shotcrete supporting structure is small
in the former six excavation steps (24m), and the security requirements can be basically
guaranteed. In the next couple of excavation steps, most of the safety factors of the structure
are less than prescribed value, and the safety of the tunnel is subject to the greater impact.
The effect of collapse region after reinforcement on the existing tunnel is small after the
completion of the cross passage excavation.

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Jinghua Zhang (2019), studied shaking table tests on the intersection of cross passage and
twin tunnels. He addresses the seismic responses of the cross-passage intersection by shaking
table tests. He represented data from six cases, where white noise and synthetic earthquake
motions are adopted. Acceleration data describes discrepant responses between the cross
passage and the twin tunnels. He proposed two simplified models to estimate the joint
extensions in a pseudo-static way. Each model is corresponding to a unique pattern of
longitudinal deformation caused by the discrepant responses of the intersection and the test
results are compared with analytical results. Longitudinal deformations caused by the
discrepant responses eventually lead to considerable circumferential-joint extensions of the
main tunnels. The joint at the intersection has the largest extensions in all the cases. The fact
that structural joints are designed as seismic isolations at the cross-passage intersection, stress
concentration on the linings is still detected. It said, earthquake-induced dynamic strains in
the transverse direction are not large enough to cause any fatal failures.

Ying Zhen Li et al. (2010), conducted theoretical analyses and model-scale experiments to
investigate the critical velocity in a tunnel cross-passage which is defined as the minimum
ventilation velocity through the fireproof door to avoid smoke from flowing into a cross-
passage. The effect of the fireproof door geometry, heat release rate, ventilation velocity and
fire source location were taken into consideration. Dimensional analysis of the critical
velocity in a cross-passage was also conducted. He proposed a dimensionless correlation that
can correlate well with the experimental data. The critical velocity in a tunnel cross-passage
increases with the height of the fireproof door and the heat release rate, and decreases with
tunnel ventilation velocity, and the critical velocity is larger when the fire source is located
upstream of the cross-passage than in front of the cross-passage. It was proved that the height
of the fireproof door is a very important parameter for preventing smoke from spreading into
the cross-passage. Theoretical and Experimental Study of Critical Velocity 447 velocity, and
the critical velocity is larger when the fire source is located upstream of the cross-passage
than in front of the cross-passage. The critical velocity in a cross-passage varies
approximately as 3/2 power of the fireproof door height, as 1/3 power of the heat release rate
and as natural exponential law of the ventilation velocity, and is almost independent of width
of the fireproof door. The experimental data show that the critical Froude Number was not a
constant value. Over 84% of the values varied between 5 and 10 and 16% varied between 10
and 17. Due to this fact, the critical Froude model may not be suitable to predict the critical
velocity in a tunnel cross-passage.

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Zhiming Li et al. (2020), studied thermal Behaviour in Cross-Passage Construction during
Artificial Ground Freezing in Case of Harbin Metro Line. He introduced an artificial ground
freezing, which is a pioneering pre support technique that has been broadly applied in tunnel
engineering. He also projected a heat–moisture coupling model to predict the dynamic
formation of the freezing curtain. He accomplished this by combining the heat transfer,
Richards’s equation, and the Darcy equation for porous media. He further validated the
proposed numerical model through laboratory testing by applying various seepage flow
conditions. To conclude, a three-dimensional numerical model was established for the
construction of cross passage during artificial freezing. To confirm the feasibility of the
model, data from 53 points were unceasingly composed from the case study for over 50 days.
The developed moisture–heat coupling model that combines heat transfer, Richards’s
equation, and the Darcy equation of porous media can adequately predict the dynamic
formation of the freezing curtain of the models while considering seepage flow. The
distribution of the temperature field in the absence of seepage flow is symmetrical during the
AGF process; however, it is asymmetrical under seepage flow conditions. In particular, the
upstream temperature is significantly higher than the downstream temperature due to the
transportation of cold energy. The difference in the temperature variation is minimal
regardless of the presence of segregated ice in the model. P-NMR is widely acknowledged as
an advanced technique that can be used to obtain the relationship between the temperature
and the unfrozen water content with the advantages of precision, versatility, and non
destructiveness. Meanwhile, the relationship between the relative permeability, soil–water
diffusivity, and the effective saturation can be predicted. By comparing the temperature
between the monitored results and the simulated results, it can be seen that the proposed
heat–moisture coupling model can accurately predict the temperature distribution. Moreover,
the proposed coupling model is feasible for engineering design applications and provides a
good reference for predicting the temperature distribution.

Harsha GM et al. (2016), analyzed the design and construction sequence of cross passage
(CP) of urban metro is discussed using a case history from a contract at BMRCL (North -
South corridor) and observed that the ground condition decide the method of excavation for
the cross passage construction.

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Junbao Wang et al. (2018), carried out Optimal Analysis of Tunnel Construction Methods
through Cross Passage from Subway Shaft. Numerical simulation and field measurement
were adopted to study the construction stability of the cross passage and shaft under two
possible construction methods: the “shaft followed by cross passage construction” method
and the “cross passage parallel shaft construction” method. The results showed that the
surface deformation and plastic zone of the surrounding rock are similar under the two
construction methods. However, of the two, the “cross passage parallel shaft construction”
method was more advantageous in controlling the structural deformation of the original shaft
and the stress distribution of the horse head structure. The field monitoring data showed that
the surface settlements and the deformation of the original shaft structures meet the
requirement of control standards under the “cross passage parallel shaft construction”
method. His research focused on the construction stability in the loess material. The ground
settlement and the plastic deformation of the surrounding rock caused by both construction
methods are basically the same in the loess formation, but the maximum plastic deformation
position of the surrounding rock is different. The field monitoring data showed that the
deformation of the ground surface and shaft structures produced by the “cross passage
parallel shaft construction” method in the loess stratum was less than 15 mm, which satisfied
the safety requirements and was close to the numerical simulation results.

Haiqing Song et al. (2016), presented Finite element analysis on 3D freezing temperature
field in metro cross passage construction. One cross passage in Shanghai Metro Line No. 13,
was taken into account the initial conditions and boundary conditions, such as such as ground
temperature, ground surface convection and latent heat of phase change, a 3D finite element
numerical model was presented for the temperature field evolution.The results were
compared with the in-situ monitoring soil temperature changes, which verify the reliability of
finite element numerical analysis. He concluded that for the construction of metro cross
passage with artificial ground freezing method, freeze pipes are not placed horizontally
parallel and it is need to clarify the reasonability of freezing scheme by the aid of finite
element analysis. Merging time of frozen barrier is about 10 days. After 42 days of active
freezing period, formation of frozen barrier is perfect and the average thickness is greater
than the designed value, which means that the freezing scheme of the cross passage is
reasonable. Comparison of soil's temperature-time curves from in-situ measurements and
numerical simulation showed the consistence and it is reliable for the three-dimensional finite
element analysis of freezing temperature field of frozen barrier around the cross passage.

19
Zhi-Xiang Zhan et al. (2020), studied In situ monitoring of temperature and deformation
fields of a tunnel cross passage in Changzhou Metro constructed by AGF. . Based on the in
situ monitoring, the temperature field of the freezing wall and the deformation field around a
cross passage were studied in this paper. The results show that the descent speed of the soil
temperature is large at the beginning and becomes small gradually and finally tends to be
stable. The frozen cylinders are enclosing in the phase transformation stage of water. The
closer to the freezing pipes the soil is, the faster the soil temperature drops. The temperature
of the soil inside the freezing wall is lower than that of the soil outside the freezing wall. The
frost heave capacity at the center of the cross passage is the largest, so is the growth rate of
the frost heave. The results can offer a reference to the design and construction of the cross
passages buried in the soft soil areas. The frost heave capacity at the center of the cross
passage is the largest, so is the growth rate of the frost heave. The farther away from the
center, the smaller the frost heave capacity, so is the growth rate of frost heave. ) In the phase
transformation stage of water, the descent speed of the soil temperature is nearly equal to
zero, which indicates that the frozen cylinders are enclosing. After 47 days of positive
freezing period, the formation of freezing wall is satisfactory and the average thickness is
greater than the designed value, which means that the freezing scheme of the cross passage is
successful.

Tsai Y.Y et al. (2010), analyzed Construction of Cross Passage of Delhi Metro using a case
history from a contract at south end of Qutab Minar Line of the Delhi metro project. Analyses
using 3- dimensional FEM program MIDAS GTS were undertaken in order to evaluate
ground deformations induced by the construction of the cross passage. Finally, engineering
properties of soils were explored and it was found that the silt and silty clay on site are over-
consolidated so parameters used for design might not fit the real situation. A 3- dimensional
analysis using the program of MIDAS- GTS was undertaken to simulate ground deformation
induced by the construction of shaft and cross passages. The predicted maximum lateral and
vertical deformation is very small, up to 5mm in both directions. High stiffness of soil and
arch influence provided by circular excavation are likely to be the reasons which led to such
smaller displacements. It is concluded that the ground deformation induced is very small (up
to 5mm) and this might be connected with high soil stiffness as well as arch influence
generated by a circular excavation and construction activities of cross passages should be
isolated from TBM shafts.

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Cheng K.H. et al. (2013), studied Construction of a Cross Passage between Two MRT
Tunnels. He analyzed the ground improvement and excavation of a cross passage between
two shield tunnels for the construction of Tu-chen Line of Taipei Rapid Transit Systems. Jet
grouting was conducted for soils around the cross passage before the tunneling with the
shield machine. Water-leak tests were conducted to detect any possible crack in the JSG
soilcrete, and chemical grouting was conducted from the shield tunnel to fill any possible
crack. It is concluded that the subsurface conditions encountered at great depths might be
quite complicated. The geotechnical engineer should never overestimate the watertight
characteristics of the soilcrete formed around the cross passage by jet grouting and chemical
grouting. Under the threat of high water pressure, the contractor is suggested to bear the
multiple-defense-lines concept to keep the excavation work on the safe side. He said under
the threat of the tremendous groundwater pressure, to keep the construction on the safe side,
it is suggested to maintain a cautious attitude and take conservative measures and also when
facing potential underground hazards, to reduce the risk of construction, the designer is
suggested to adopt the “Multiple Lines of Defense” concept.

Mahesh H.S. et al. (2016), carried out analysis and construction of cross passage in mixed
ground condition of Bangalore Metro. Design and construction sequence of cross passage
(CP) of urban metro was discussed using a case history from a contract at BMRCL (North -
South corridor). From the borehole data it was observed that the cross passage area consists
of residual soil over laid by hard rock. It was also double checked with available face
mapping data during tunnel interventions. Based on geological data, mining method was
implemented for excavation of CP. PLAXIS was carried out for the deformation and stability
of temporary lining and STAAD was carried out for the analysis & design of Permanent
Lining. It was found that the ground is not homogeneous; the pre-supporting pipe roof
umbrella system at the heading face of the opening was required to be provided with cement
grout to develop the required shear strength for the arching action. It was concluded that the
ground deformation induced during the NATM construction was less compared to the
numerical model generated in PLAXIS. Seismic analysis of CP at Bangalore (17m beneath)
was not required to be designed, since the Free-field deformation and Racking deformation of
4.0mm & 0.02mm respectively was significantly less.

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William D. Kennedy et al. (2001), analyzed the path to a point of safety - the cross-passage -
and required evacuation time for passengers downstream of a tunnel fire site. He carried a
performance-based approach for calculating cross-passage spacing for downstream
emergency evacuations from the fire site, and discusses NFPA 130 compliant methodologies
for reducing the numbers of cross-passages required. The performance-based calculations
included the use of computer software for analyzing and comparing exiting strategies. The
simulations account for the geometry of a bored tunnel. Physical scenarios were simulated
using computer modeling to predict the evacuation times for passengers downstream of the
fire site to reach a point of safety. Seven cross-passage spacings, ten walkway widths, and
one passenger load were analyzed. The computer model accounts for the unique geometry of
a bored tunnel by considering shoulder space requirements. The simulation results provide
sample engineering information to develop a sample of cost-effective alternatives without
compromising safety. It concluded that It allows the trade-off among cross-passage spacing,
car-floor burn-through time, and walkway and cross-passage door width. For existing
systems with fixed cross-passage locations and widths, this approach could be used to select
car-floor burn-through times when cars are retrofitted or new rolling stock. For future
designs, this approach could be used to develop a cost analysis combining cross-passage
spacing and widths, car-floor burn-through time, and walkway width; possibly increasing the
cross-passage spacing beyond the NFPA 130 maximum of 800 feet (244 meters).

Xiangdong Hu, & Wang Guo. (2011), analyzed cross passage construction methods for soft
ground conditions in China, in which the most successful and popular one, mining method
with ground improved by artificial ground freezing and its risk prevention and safety
protection measures, were introduced in detail. They studied Cross passages to be built in
many kinds of methods, such as, cut-and-cover, mining methods, and combined method.
Mining methods with help of ground improvement include grouting method, deep-mixing,
high pressure jet grouting and ground freezing method. Then, they generalized the
applicability of different kinds of methods in common use, as well as the relating advantages
and disadvantages. At last, they summarizes plenty of ordinary risk and the relevant
countermeasures in construction of artificial ground freezing method, some of which have
been commonly applied into actual engineering fields. No matter what methods applied, the
security in projects is premier.

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S.S. Agus et al. (2016), studied the Aspects on Design of Tunnel Cross Passage that need to
be considered in the design of tunnel cross passages covering face stability and primary
support design including the use of finite element method. A technique to consider three
dimensional effects in two-dimensional finite element modeling was also described. They
also presentd some of the general and current practices in the design of cross passage
excavation with emphasis given on innovation that may be adopted in Singapore. They
concluded selection of cross passage location is carried out during preliminary stage taking
into consideration fire safety requirement and other relevant statutory regulations. They said
information that are important in the preliminary stage of the design includes geological and
hydro-geological report, geotechnical report and factual site investigation data and site
features showing information such as adjacent structures and utilities. Steel fibre reinforced
(SFR) shotcrete can be used as part of primary support for cross passage excavation, which
provides better workability and is less labour extensive compared to the normal steel
reinforced shotcrete. Also, Design aspects to be considered for cross passage excavation
includes face stability, ground improvement requirement, construction sequence, primary
support, consideration of threedimensional nature of cross passage excavation, temporary
support for bored tunnel opening and instrumentation and monitoring plan

M.J. Murray and S. D. Eskesen (1997), analysed Designand Construction of Cross

Passages at the Storebelt Eastern Railway Tunnel which described the geotechnical
conditions anticipated and encountered, and the develepment of the design from the tender
stage onwards. It was realised that the ground eonditieas might be difficult so provision was
made for geotechnical investigations and ground treatment through the main tunnel linings at
each passage Iocation. The construction method anddesign details were strongly influeneed
by the need to ensure safety during construction, and a range of measures were made
available and adopted as necessary, includil1.sgroundtrestment and freezing, local and overall
dewatering, use of a pilot tunnel in the tills, pieeémeal excavation and primary support of the
large collars at the juneticus with the main tunnels, safety doors and temporary props in the
main tunnels. Finally, they concluded that the success of the cross passage construction in
such difficult ground conditioris can be attributed to a combination of factors including the
many different ground treatment measures which ensured a largely 'dry' excavation, the rnany
safety measures employed resulting in no serious injuries, and the skill and dedication often
in very adverse conditions of the drilling crews, miners, Danes and expatriates.

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Alejandro Pérez Caldentey et al. (2002), carried out analysis on Cross passages between
TBM tunnels: The experience in Spanish high-speed railway tunnels. They described by
means of two practical examples, the different approaches employed to design and build
cross passages between segmental lined tunnels for high speed railway lines in Spain. The
increment of principal stresses at the cross passages leads to the need of an additional support
system for the tunnel lining. . The chosen solution for this support system depends mainly on
the ground conditions, the tunnel overburden and contractor´s local experience. The aim of
their study was to establish some key aspects to be considered when choosing the cross
passage design and the corresponding excavation process. They concluded that the increment
of forces in segmental tunnels due to lateral openings must be studied carefully, employing
3D calculations. In presence of squeezing rocks, cross passages may suffer the same effects
as main tunnels. For tunnels in weak rock and soil, cross passages may be excavated by using
micropile umbrellas and steel/ concrete collars. For tunnels in hard rock, it is possible to
employ horizontal raise boring. In this case the construction results more economical and
easier to build.

Peter-Michael Mayer et al. (2010), carried out their study on s innovative solutions that lead
to more flexibility in ground freezing measures, enable a high-quality watertight connection
between the cross passage and the running tunnels and permit the simple coupling of
segments under high overburden pressures. The current developments were introduced for
coupling segments and the numerical optimisation of construction elements were based on
work conducted under the EU-supported research project “Tunconstruct” and was continued
in the collaboration project AISIS, which was supported by the Federal Ministry of Education
and Research as part of safety investigations in the framework of the high-tech strategy of the
German Federal Government. They also concluded Optimised construction details and
construction technologies such as the efficient and low-risk waterproofing of cross passages
or the use of innovative hybrid segments for ground freezing at cross passages are the result
of a company-internal research programme in tunnelling.

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2.3 Summary To Literature Review

Cross-passages contribute meaningfully to the safety of tunnels by

providing an escape route for the tunnel users from the incident to the non-incident tube or
another safe zone, and by providing an access route for emergency forces from the safe area
to the incident tube. Cross-passages are reinforced concrete structures built in between either
two tunnels (as in case of twin tunnel systems) or a tunnel and the ground surface. They are
provided to serve two primary purposes namely, emergency escape and maintenance work.

Cross passages are required to be constructed for a certain length of underground

metro tunnels to provide for emergency and maintenance access. In general, a cross passage
is either built between two tunnels, or can be connected between the tunnel and surface level,
more commonly known as an escape shaft.Cross passage construction often requires
expensive and time consuming dewatering and ground improvement to stabilize the soil. .
These processes require significant effort and are often a significant source of risk and cause
of delay.

In presence of squeezing rocks, cross passages may suffer the same effects as main
tunnels. For tunnels in weak rock and soil, cross passages may be excavated by using
micropile umbrellas and steel/ concrete collars. For tunnels in hard rock, it is possible to
employ horizontal raise boring. In this case the construction results more economical and
easier to build.

Design aspects to be considered for cross passage excavation includes face stability,
ground improvement requirement, construction sequence, primary support, consideration of
threedimensional nature of cross passage excavation, temporary support for bored tunnel
opening and instrumentation and monitoring plan

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