CHAPTER 1

INTRODUCTION
1.1GENERAL

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.

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 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 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.

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.

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 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.

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:

1. 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.
2. There is a large impact on public utilities as well as blocked off access to stores,
roads, sidewalks and driveways.
3. Cost involved in drilling and injection.
4. Modifying the ground condition treatment may take days or even months to
complete thereby adding uncertainty to the schedule.

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 5. Even when the modifying treatment is established, there is no certainty regarding
the conditions that the cross passage builders will encounter.

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.

1.4CROSSOVERS 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.

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 Fig. 1 Cross Passages in Tunnel
(sciencedirect.com)

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.
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'.

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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.

Fig. 1.2 Site Visit Fig. 1.3 Site Visit

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 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.

Cross passage construction work using NATM ( New Austrian Tunnel Method) begins at
Box A of MarolNaka station. NATM is used to widen the station platform which is initially
tunneled by the TBM. This 230 m long and 15 m wide MarolNaka station will have 16 cross
passages that will be constructed connecting station box to the platform. Out of these 12 cross
passages will be used for public access and 4 for other services.

1.7 BUILDING THE 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.
Construction methodologies:
1. Construction of station box by cut & cover method
2. Construction of station box by New Austrian Tunneling Method (NATM)
3. Construction of tunnels by Tunnel Boring Machine (TBM)

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

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.

Fig. 1.4 Design Of Mumbai Metro Cross Passage

(www.tunneltalk.com)

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1.8 CROSS PASSAGE CONSTRUCTION

1 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

Fig. 1.5 Ground Improvements Works

(http://tunnelingonline.com/wp-content/uploads/2015/04/ESA-for-TBM2.jpg)

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 Fig. 1.6 Below Ground Works
(https://themetrorailguy.com/wp-content/uploads/2020/07/SaharCrossoverH.jpg)

2 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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1.4 AIMS AND OBJECTIVES

1. Identifying the key features of the project

2. Understanding team work between Consultancies and the Clients
3. To identify the key points and issues of the project.
4. The purpose of an explanatory case study is to better show the data and description of this
investigation.
5. Collective case study’s purpose is to show the detail of how a group of individuals work
in a manner that shows all the data concisely.
6. Exploratory case study is done to give more background information to better compare
results for future works in related field..

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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.

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 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.

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 were summarized. The paper also
included the description of plenty of ordinary risk and the relevant countermeasures in
construction of artificial ground freezing method, some of which was commonly applied into
actual engineering fields. It was concluded that before the final decision, it was 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 was 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.

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.
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 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). 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.

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.

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. Basic mathematical techniques were used to address the nonlinear
transient thermal conduction unruly considering the release of latent heat. 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..

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
15
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.
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 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.

Jinghua Zhang (2019), studied shaking table tests on the intersection of cross passage
and twin tunnels. He addressed 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. 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.

16
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.

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.
Dimensional analysis of the critical velocity in a cross-passage was also conducted. It was
proved that the height of the fireproof door is a very important parameter for preventing smoke
from spreading into 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.

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. To confirm the feasibility of the model, data from 53 points
were unceasingly composed from the case study for over 50 days.

By comparing the temperature between the monitored results and the simulated results, it was
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.

17
 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.

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. 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 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. 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.

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 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 was 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 results
can offer a reference to the design and construction of the cross passages buried in the soft soil
areas. 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. 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.

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. It is
concluded that the subsurface conditions encountered at great depths might be quite complicated.
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. Based on geological data, mining method was implemented
19
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. Seismic analysis of CP at Bangalore (17m beneath) was not
required to be designed.

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. 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. They generalized the applicability of different kinds of methods in
common use, as well as the relating advantages and disadvantages. It was summarized that
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.

20
 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. They concluded selection of cross
passage location is carried out during preliminary stage taking into consideration fire safety
requirement and other relevant statutory regulations. 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.

M.J. Murray and S. D. Eskesen (1997), analyzed 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..
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.

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. 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 was introduced for coupling
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segments and the numerical optimisation of construction elements were based on work
conducted under the EU-supported research project “Tunconstruct”. They 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.

Chinmay M. Shinde1 & Prof. Dr. Arun Kumar Dwivedi (2020), studied a
Comparative Analysis of Cross Passage Construction by Core Cutting & Drilling Methods. A
study of eight cross passages in between the two parallel tunnels for Mumbai Metro was under
taken. The five numbers of cross passages were excavated by using the drilling method and three
by core cutting method. A cost analysis was done to compare the two methods of excavation &
construction on the basis of information collected. It was observed that the choice of the drilling
method is financially risky for the smaller length of cross passage. It was concluded that the core
cutting method is economically more viable. Also in case of drilling method, the expense on
consumables was more than the machineries, whereas in case of core cutting the expense on
machineries was more than consumables. All remaining expenses were in same order in both the
methods.

2.3. Summary of Literature Review:

After reading all the research papers mentioned above, following is the summary of literature
which will be useful for my further work.

1. 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.

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2. 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.
3. 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.
4. 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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2. M.J. Murray and S. D. Eskesen, “Designand Construction of Cross Passages at the
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3. Hans Mortier, Léon L.T.C. Tuunter. (2004). “Cross Connections at Pannerdensch Canal
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6. Walter Klary et al, “Risk Reduction, Management, and Mitigation from

Experience-Based Learning During Construction of Cross Passages, Seattle,
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Vols. 779-780, Pages 538-543, (2013), SPRINGER.
15. Ying Zhen Li and Bo Lei, “Theoretical and Experimental Study Of Critical Velocity For
Smoke Control In A Tunnel Cross-Passage”, Fire Technology, 49, 435–449, (2013),
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19. Mahesh H.S. et al, “Analysis and Construction of Cross Passage in Mixed Ground
Condition of Bangalore Metro”, Geotechnology Towards Global Standards, Indian
Geotechnical Conference IGC (2016), IIT Madras, IGC.
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Project used for a Cross-Passage Tunnel in the Suzhou Metro”, KSCE Journal of Civil
Engineering (0000) 00(0):1-11, (2017), SPRINGER.
21. Jinghua Zhang et al, “Shaking Table Tests On The Intersection Of Cross Passage And
Twin Tunnels”, Soil Dynamics and Earthquake Engineering Volume 124, Pages 136-
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The Experience In Spanish High-Speed Railway Tunnels”, Geomechanics and Tunnelling
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