banglahour

Countermeasure Implemented for Underground MRT Construction Work

মতামত | Md. Abul Kashem Bhuiyan, Project Director

(১ বছর আগে) ৯ এপ্রিল ২০২৫, বুধবার, ১২:৫৩ পূর্বাহ্ন

Description of Approach, Methodology and Work Plan for Performing the Assignment and Problems (Risks / Issues) to be Addressed including ground settlement, interface etc. / Risk Identification and Categorization of precautionary Approach / Countermeasure Implemented for Underground MRT Construction Work.

1. Introduction

The government of Bangladesh with the financial loan from Japan International Cooperation agency (JICA) has undertaken a project in order to alleviate traffic congestion and reduce air Pollution in Dhaka City by constructing mass rapid transit system, thereby contributing to the economic and social development of Greater Dhaka Region and of the MRT Line 1 was  prioritized as high priority project by Revised Strategic Transport Plan (RSTP 2015) for Dhaka. The length of the MRT line 1 will be 31.2 km with 19 stations and one depot in Purbachal area. The stations are located both on the elevated and underground and there is a depot area. The depot for this MRT line will be constructed in Purbachal and the stations are in Airport, Airport Terminal-3, Khilkhet, Joar Sahara, Boalia, Mostul, National Cricket Stadium, Purbachal Central, Purbachal East, Purbachal Terminal, Nadda, Natun Bazar, North Badda, Badda, Aftabnagor (Hatirjheel), Rampura, Malibagh, Rajarbagh and Kamlapur. Among these stations seven are on elevated surface and rest twelve are underground.

The average outer diameter of the tunnel is 7m and standard length of station is 300 m. The metro tunnels will range from 10m to 50m below the ground in different locations. The status of these stations and potential area for easement for the tunnel and underground stations and potential affected area for the elevated stations.

Dhaka City is the Capital of the People’ Republic of Bangladesh. The Dhaka Urban Area has a population of 21 million in 2021. Currently, urban transportation in Dhaka city relies mostly on road transport, Where Car, bus, auto-rickshaw, etc. co-exist. This creates serious traffic congestion and health hazard caused by Vehicle emission. With the rapid national economic growth, the urban population is expected to increase further. Therefore, improving the urban transportation system in Dhaka city issue to ease traffic congestion and prevent environmental deterioration.

 

A. Project Background

The Government of Bangladesh with the financial loan from Japan International Cooperation Agency (JICA) has undertaken a project in order to alleviate traffic congestion and reduce air pollution in the Dhaka City and adjacent area by constructing environment friendly mass rapid transit system, thereby contributing to the economic and social development of Greater Dhaka Region and the MRT Line 1was prioritized as the high priority project by Revised Strategic Transport Plan (RSTP 2015) for Dhaka.

The Resettlement Action Plan (RAP) for the project has been prepared in compliance with the Resettlement Framework (RF) prepared based on relevant national GoB Law with the policy of the JICA Guidelines for Environmental and Social Considerations and World Bank OP 4.12. A RAP Implementing Agency (RAP IA) or Social Consulting Firm i.e. RAP IA will be engaged by Dhaka Mass Transit Company Limited (DMTCL) for implementation of the RAP.

The length of the MRT line 1 will be 31.2 km with 19 stations and one depot area. The stations are located both on the surface and underground and there will be a one depot area. The depot for this MRT line will be constructed in Purbachal. The average depth of metro tunnels will be 30 meters. In some areas, the tunnels will pass underneath existing homes and businesses and will restrict the vertical expansion for future construction, extension or utilization. In these cases, DMTCL will purchase or compensate the owners for this imposed restriction. This can be termed as purchasing a subsurface easement from the property owner without affecting the existing infrastructures on the surface.

 

History of Efforts for Development of Mass Rapid Transit on Dhaka.

Under this situation the Government of Bangladesh (GOB) formulated the “Strategic Transport Plan for Dhaka” (STP) in 2005in cooperation with World Bank (WB). Following STP, Japan International Cooperation Agency (JICA) conducted the Dhaka Urban Transportation Network Development Study (DHUTS) phase 1 from March 2009 with DTCA as Its counterpart agency.

After the approval of STP, the development of BRT and MRT lines had not been started except MRT line -6 and BRT line-3, so the STP needed to be reviewed and updated. Therefore, JICA conducted the Project on the Revision and Updating the Strategic Transport Plan for Dhaka (RSTP) from Max 2014 with DTCA.

Under these circumstances, GOB and JICA identified MRT Line 1 as the next priority project and conducted “Preparatory Study on the Dhaka Mass Rapid Transit Development Project for line 1 and Line 5 from 2016 to 2018.

After the completion of the preparatory study of MRT Line-1, Engineering services of MRT Line-1 has been started from 2019 and bidding Process of CP-01 (Depot Embankment and Land development) is on-going in 2022.

City commuters in Dhaka have already started enjoying metro rail facility in their daily movement since the first mass rapid transit line 6 was inaugurated in the city's Uttara-Motijheel corridor in December 2022. The 20.1 kilometre MRT 6 alignment has been developed elevated and sufferings of the city people were uncountable though Dhaka Mass Transit Company limited tried to lessen with very limited scope in the congested and unplanned development. Now another MRT is under process of implementation and it will be the first understand metro for the commuters. MRT line 1 will have 19:872 Km underground & 11.369 Km elevated, total 31.241 Km and its work (Underground portion) will be carried through tunnel boring machines (TBM) without disturbing people and vehicle movements above. The country is set to get the TBM for the first time in the road physical infrastructure development work.

 

1. Problems (Risks / Issues) to be Addressed for Underground MRT Construction Work:

Based on our previous experiences and study results on the Project site, DMRTDP Line-1 has identified the following risks/ issues to be addressed / Risk Identification and Categorization of precautionary Approach/Countermeasure Implemented for Underground MRT Construction Work.

 

1.1 Objectives and Problems of the Services and Our Technical Approach.

1.1.1 Understanding of Objectives:

DMRTDP Line-1 & MRT Line-1 CS Consultant, the joint venture of the Consultant, has carefully studies the 17 objectives defined in the tour including the relationship between each objective. MRT Line-1 CS Consultant, understand that objectives are appropriate for achieving three upper-layer objectives as shown in the Figure or from the Figure describe below:

 

01. CONSTRUCTION SUPERVISION ASSUREING HIGH QUALITY, TIMELY COMPLETION, SAFETY:

OBJETIVE (1):  construction Supervision for CP02 to CP-08.

OBJECTVE (2): Construction Supervision for CP-09 to CP-12.

OBJECTVE (5): Interface management among Packages

OBJECTVE (6): Integration of System Operation

OBJECTVE (11): Organization of Panel of Expert.

OBJECTVE (12): Coordination with Stakeholders

OBJECTVE (16): Review and make modification (If necessary) to the detailed design.

OBJECTVE (17): Design of Works (If needed) that has not been designed previously.

 

02. INSTITUTIONAL DEVELOPMENT FOR SUCCESSFUL OPERATION AND MAINTENANCE:

OBJECTVE (4): Technology Transfer including Training of DMTCL staffs.

OBJECTVE (8): Institutional Development Assistance.

OBJECTVE (9): Non-Rail Business Strategy Plan, Design and Development for Station Area.

OBJECTVE (14): Management and Operational Support.

 

03. MINIZATION OF ENVIRONMENTAL IMPACT:

OBJECTVE (3): Facilitation of implementation EMP, EMoP, and RAP.

OBJECTVE (7): Public Relations Activities

OBJECTVE (10): Security Assessment and Risk Mitigation.

OBJECTVE (13): Traffic Management.

1.1.2 Problems (Risks/Issues) to be Addressed:

Based on our previous experiences and study results on the Project site, DMRTDP Line-1 & MRT Line-1 has identified the following risks/issues to be addressed for achieving the Objectives described above.

 

1.1.2.1 Accidents due to the lack of experience for Underground Construction Work.

So many accidents have occurred all over the world during the construction of underground section of MRT. Considering the site condition of MRT Line-1, expected risks discussed below shall be avoided.

1. Cause of Accident in Japan, Date: June 2020

During TBM driving of urban railway, the road above the tunnel settled and forces to be partial closure.

The direct reason of this settlement was that TBM took too much soil and void was generated beneath the Road. To avoid such settlement, it is quite important-

Ø  to carry out geotechnical survey carefully,

Ø  to monitor the volume of soil which TBM takes, and

Ø  to monitor the cutting Face pressure of TBM.

 

 

2. Cause of Accident in Singapore, Date: April 2004

During the construction of Cut and cover Section of MRT, supporting structure for the deep excavation work failed and killed four people and injured three.

The cause can be separated in to two items. One is the lack of strength of temporary supporting structure.

The other one is the lack of proper monitoring on movement of retaining wall during the construction.

As Nadda Station of MRT Line-1 requires deep excavation supported by the diaphragm wall, there is a risk of this kind of accident If no proper countermeasures are taken.

 

3.  Cause of Accident in Japan, Date: February 2012.

During TBM driving of the underneath Tunnel, the tunnel collapsed because of damage of the segments. The water came into the tunnel, which became inundated immediately. Five workers who were inside the tunnel and vertical Shaft, were killed.

One of the causes of this accident was estimated to be the thin thickness of segmental lining against outer diameter of the tunnel and overburden.

This accident stresses the importance of the design of the segmental lining.

Source: MRT line-1 Consultant (based on Japan Railway Construction, Transport and Technology Agency.

https://ckchai.blogspot.com/2014/04/ Remembering-Nicole-Highway-collapse-in- 2004.html, Kyoodo News, and Nikkei Xtech)

 

1.1.2.2 Serious Impact on the Social and Natural Environment (such as Heavy Jam, Noise, Vibration, etc.) caused by the construction in developed urban area.

During the construction of MRT Line-6, serious traffic Jam occurred. As the road along the MRT Line-1 alignment is narrow and has serious traffic, there is high risk for the occurrence of traffic Jam.

Especially at the underground station locations, at least 15.1 m width will be required as construction area. Also, during the construction of diaphragm wall for the underground station, it is difficult to avoid the noise and vibration due to the construction machines.

 

1.1.2.3. Sustainable Operation & Maintenance

As MRT Line-1 is the first underground MRT Project in Bangladesh, DMTCL needs to acquire Knowledge of the Operation and maintenance of underground section, which requires subjects to those used for MRT Line-6.

To maintain safety, the underground structure should be maintained with required durability. The accident where the rolling stock was damaged by concrete peeling-off in tunnel. DMTCL, as a railway operator, needs to acquire the knowledge and skill to carry out Inspection etc. to avoid such accident.

In addition, sound management in view of revenue is essential for sustainable operation of MRT. As the construction work of underground railway costs much more than that of elevated railway ( almost double) , it is important for DMTCL to develop a strategy to increase revenue by Non-railway business and station area development so as to mitigate risk of deficit after opening.

Concrete Peeling-off from Tunnel (left) and Damaged Car Roof (Right)

Source: Jiiji.com (left, middle), Metro Report International (right)

 

1.1.2.4 Delay of the Project due to the lack of coordination / Interface

(1) Interfacing Contractors

There are so many risks of the delay in the project implementation Progress due to the lack of Coordination between Interfacing Contractors.

Based on the MRT Line-6 experience, DMRTDP Line-1 identified that major interface exists between Civil Contractor (CP-03 - CP-08) and Railway System Contractor (CP-09 & CP-10).

Especially, finalization of Combined Service Drawings (CSD) is the key Issue on the interface.

According to the MRT Line-1 CS Consultant previous experience, the delay occurred due to the following work items because CSD were not finalized in time by both Contractors:

Ø  Wrong Cable Tray Position [Concourse -Corridor, ASS / TSS Room].

Ø  Additional /Wrong Cut out [ S& T Room, Track]

Ø  Relocation of AC Duct Diffuser (Equipment place below that) [S&T Room, Battery Room]

Ø  Conflict position between Raised Floor Pedestal and Base frame for S & T Equipment [S& T Room].

(2) Stakeholders

Dhaka is a congested city and space is very limited in city area. In order to construct Entry Exit both underground and elevated station, sometime land acquisition from Private owner is required.

Land acquisition process apply through DMTCL to Deputy Commissioner (DC) office. Normally, it will take 2 years to get land. Such delays lead to delay of construction of entry-exit.

 

1.1.3: Technical Approach to address the problems for the successful Project Implementation:

To attain the objective and overcome the challenges above, DMRTDP MRT Line-1 along with MRT Line-1 CS Consultant has shown the Technical Approach. The details of each Technical Approach are explained in chapter 1.1.3.1 - 1.1.3.4.

 

Technical Approach to Achieve Objectives:

A. Prevention of Accidents and Delay

Ø  Appropriate risk management based on previous experience.

Ø  Carry out the Engineering training and safety Inspection

Ø  Early Coordination among related stakeholders

Ø  Assurance interface between different Contract Packages.

B. Technology Transfer and Establishment of O&M and Business Development System.

Ø  Establishment of System inside DMTCL for Operation and Maintenance of Underground Urban Railway.

Ø  Non-Rail Business and Station Area Development Strategy to increase Ridership and Revenue.

C.  Minimization of Serious Impact on Environment

Ø  Implement Traffic Management.

Ø  Monitoring of Noise, Vibration, etc.

Ø  Setting of Appropriate Excavated Soil Transportation Plan.

Source: MRT Line-1 CS Consultant, Technical Approach against the Challenges

 

1.1.3.1: Technical Approach: Prevention of Accidents:

After the detailed study on the Construction Methodology and site condition of MRT Line-1 Project, MRT Line-1 CS Consultant has identified the accident risks which are relatively high. The precautionary approach against the roof causes is found to be categorized into two types. (“Safety Inspection / Patrol” and Engineering Review / Training”). Analysis results are shown below:

 

* Safety Inspection / Patrol.

Elevated/Underground >Electrocution>Not aware of danger at work site > Not enough danger prediction activity > Personal Protective Equipment (PPE) / Regular site petrol.

 

Killed / Injured During Construction > Falling from height > No use of prevention measure > Not enough danger prediction activity > Personal Protective Equipment (PPE) / Regular site petrol.

 

** Engineering Review / Training.

Underground:

1. Collapse of diaphragm wall:

A.>Lack of stability of cutting face > No Confirmation of Soil condition > No enough Trial test > Selection stabilizer through trial test.

B. > Can not aware symptoms> Lack of monitoring > Setting up of monitoring system.

 

2. Settlement of Road / building > Displacement of diaphragm wall /Over excavation of tunnel > inappropriate monitoring & Lack of monitoring / selecting system > Technical Supervision by expert.

 

3. Water leakage on segmental lining

A. > Leakage from the joint > Inappropriate erection of segment > Lack of experience > Inspection of Integrity test.

B. > Crack of segmental lining > Inappropriate manufacturing > Lack of appropriate QC system > Inspection of entire fabrication process.

 

Source: MRT Line-1 CD Consultant: - Risk identification and Categorization of precautionary Approach.

Based on analysis results described above, MRT Line -1 CS Consultant will propose the appropriate countermeasures in terms of “Safety Inspection / Patrol.” and “Engineering Review / Training” against the high-risk Accidents mentioned above.

Details of the methodology are described in Section 1.2.1.3 and Section 1.2.1.5

 

1.1.3.5 Technical Approach 01-2:  Prevention of Delay

(1) Assure interface among Different Contract Packages

DMRTDP Line -1 and MRT Line-1 CS Consultant thoroughly understands that Interfacing among different Contract Packages is important not Only for progress management but also for avoiding contractual conflict and for quality assurance.

For example, at the depot area, totally 5 Contractors will work together. Therefore, appropriate Interfacing of the detailed design and work schedule will be the key for smooth implementation of the work.

Based on previous experience, DMRTDP Line-1 & MRT line-1 CS Consultant has identified important issues regarding interface and proposed the methodology for the coordination.

Details are described in Section 1.2.1.1, Section 1.2.1.2, Section 121.4. (2), Section 1.2.5 and 1.2.6.

 

 

(2) Early Coordination with Stakeholders out of the MRT Line-1 Project:

DMRTDP Line-1 and MRT Line-1 CS Consultant understands that stakeholders can be categorized in to two groups. One is the stakeholders within the MRT Line-1 Project ( that have the Contract with DMTCL such as the Contractors and the Consultant) and other one is the stakeholders out of MRT Line-1 Project ( such as DNCC, DSCC, DWASA, other development Projects, etc.).

In general, it is more difficult to control the action of the latter stakeholders to stick the Project schedule. Therefore, early commencement of the coordination with those stakeholders who are not in the Contract with DMTCL is the key for the timely completion of the work .

Therefore ,DMRTDP Line-1 &  MRT Line-1 CS  Consultant will start the early Coordination with those stakeholders that are (1) Bangladesh Railway (2) Kamalapur Development (3) MRT Line-2, (4) MRT Line -4 (5) MRT Line -6 Extension (6) Line-1 South extension (7) MRT Line-5 Southern Route (8) MRT Line-5 Northern Route (9) DESWSP Project (10) RHD Road (11) Dhaka Elevated Expressway  (12) Airport Terminal 3 (13) BRT Line -3 (14) Ashulia Elevated Expressway (15) Line-1 North extension (16) National Cricket Ground (17) RAJUK Development (18) Dhaka Bypass Project (19) Kanchan Bridge (20) DNCC (northern part) (21) DSCC (southern part)

Details of the methodology for the Coordination with Stakeholders are described in Section 1.2.9, Section 1.2.12 and Section 1.2.1.3.

 

1.1.3.3. Technical Approach 02: Technology Transfer and Establishment of O&M and Business Development System.

(1) Establishment of System inside DMTCL for Operation and Maintenance of Underground Urban Railway.

Firstly, DMRTDP with MRT Line-1 CS Consultant will carry out technology transfer, MRT Line-1, Consultant will assist DMTCL in establishing the management System such as O&M manual and training program for Its Staff (especially underground structure) so that DMTCL can maintain the Knowledge and utilize it.

 

Accumulation of Knowledge:

Scope of Technology Transfer:

ü  Local Training in BR etc.

ü  Overseas Training

Establishment of System and Enrichment to Staff:

Scope of Institutional Development Assistance:

ü  Training Program

ü  Estimate O&M Cost

ü  Management System of UG facilities

 

(2) Non -Rail Business and Station Area Development Strategy to increase Ridership and Revenue:

Station area Development is essential as per of MRT development projects since this can increase ridership as well as possibility of non- rail business of DMTCL. DMRTDP Line-1 and MRT Line-1 CS Consultant will review and update station area development plan and provide necessary technology transfer so that DMTCL can apply the concept of station area development in the underground MRT.

Besides station area development, there are many types of Non-Rail business such as advertisement. MRT Line-1 CS Consultant will study about the revenue through Non-rail-business in order to analyze financial viability of DMTCL.

 

Example If Non-Rail Business:

1.     Shop & Restaurants inside Underground Station

2.     Advertisement inside Station (Metro Ad Agency

3.     Rental of Duct / Cable for Internet Company.

 

1.1.3.4 Technical Approach-03: Minimization of Serious Impact of Environment:

To minimize the social and environment Impact, DMRTDP Line-1 & MRT Line-1 Consultant will implement the Plan-Do—Check -Action (PDCA) Cycle written within the Project Management process (the Figure below).

Step-(1) Plan:  In addition to the review of the Contractor’ plan. DMRTDP Line-1 & MRT Line-1 CS Consultant will support the necessary coordination with the stakeholders.

Step-(2) Do:  In addition to the supervision of the work, DMRTDP Line-1 & MRT Line-1 CS Consultant will carry out the quantitative / qualitative monitoring of the social and environmental Impact. Also, to keep a good relationship with public, prior explanation to the residents us essential.

Step-(3) Check: MRT Line-1 CS Consultant will confirm whether the countermeasures are effectively working or not. Also, record the site condition.

Step-(4) Action: Identify the countermeasures against the problem and instruct the Contractor for Improvement.

Especially in this project, 1) Traffic Jam during the construction, 2) Noise and vibration, 3) Transportation of excavated Soil, and 4) Resettlement and Land Acquisition will be the major risk as the social and the environmental impacts. Details of the methodology proposed by MRT Line-1 CS Consultant against above Issues are described in Section 1.2.1.3 and Section 1..2.3.

PDCA Cycle:

1.     Review of Contractor’s plan.

2.     Monitoring Supervision of the work.

3.     Evaluation of the results.

4.     Instruction for the Improvement.

 

 

2.2. Methodology

2.2.1 Construction Supervision for CP-01 to CP-08 (Civil Architectural Works):

Methodologies for the construction supervision for each contract packages are described below.

 

2.2.1.1 Construction Supervision for CP-01 (Soil Improvement and Land Development at Depot).

< Key for the Timely Completion of the Work>

The most difficult challenge will  happen around 12 months after the commencement of CP-01  because land filling work at Zone-2, Zone-3, Zone-4, Zone-5, and Zone-6 will be carried out at the same time ( based on MRT Line-1 CS Consultant estimation) and volume of embankment is nearly 2.5 times larger than that of  MRT line-6 (total volume of embankment for MRT Line-1 is 1.53 million m3, versus , 0.62 million m3 in MRT Line-6).

To assure timely handover, MRT Line-1 will inspect required 1) Sand Stock area, 2) Method of land filling (dredging etc.), 3) daily output, 4) stock of soil and 5) number of machines to secure the progress beforehand.

 

< Key for the Minimization of Social Impact>

Based on previous experience from the supervision including MRT Line-6 Project DMRTDP Line-1 & MRT Line-1 CS Consultant understands that management of water during the rainy season will be the key for the minimization for the social Impact (flooding due to construction of depot became problem in MRT Line-6).

According to the inundation Survey results, highest flood level at the Northern side of the depot is 7.48m is highest around depot area.

At the West Side of the highest inundation location mentioned above, there is a road passing North - South direction and many buildings are located along the Road. To avoid inundation to those buildings, DMRTDP Line-1 along with MRT Line-1 CS Consultant supervise the Contractor’s temporary drainage plan to discharge rainwater to the Kalnatali river before the commencement of the rainy season.

 

 

 

 

2.2.1.2 Construction Supervision for CP-02 (Civil Works and Building Works at Depot)

< Key for the Timely Completion of the work>

(1) Prioritization of the Works considering CP-10 (Railway System) Activity.

There are 38 buildings exist in the depot area. Therefore, depot civil and building Works should be prioritized based on Coordination with CP-09 and CP-10´s activities. If no proper Coordination is taking major project milestones such as OCS energization, train delivery and system integration tests will be delayed.

For example, If Rolling Stock arises at depot before the construction of signaling, telecommunication and power supply related systems, rolling stock shall be waiting at the site without doing anything.

Therefore, DMTDP Line-1 prioritized each building following the principle below. Also, the results are shown below. By following these prioritization, DMRTDP Line-1 will monitor the work procedure to assure key dates.

ü  1st Priority: Facility required for the train > operation (Signaling, Telecommunication, Power, etc.)

ü  2nd Priority: Facility required to accept the delivered rolling stocks.

ü  3rd Priority: Other Administration Facilities.

 

Construction Priority of Depot Buildings:

Priority: 1st: Signaling, Telecommunication, Power.

2nd: Rollingstock Stabling, Acceptance Facility.

3rd: Other Administration Facilities.

 

< Key for Design and Construction Quality Management of the Work>

(1)  Utility design coordination with CP-09, CP-10:

DMRTDP Line-1 understands utility design coordination is the major challenge within the Depot, as CP-09 and CP-10 are performed on design- build basis. Design integration within the Contractors in the limited space available is critical for delay in such coordination may critically Impact the project by delaying major project milestones. MRT Line-1 CS Consultant will manage such interface following the systematic approach described in Section 2.2.5 of this proposal.

 

(2) Proper Demarcation of Scope of Works for Depot Equipment Foundation for CP -12.

To achieve the timely handover of the buildings from CP-03 to C-12, assurance of the construction tolerance is essential. As the tolerance must be sometimes within 5mm. DMRTDP Line-1 & MRT Line-1 CS Consultant will properly demarcate the scope of works of civil foundation before issuing approval for smooth handover to CP-12.Interface between 3 packages will be required for many of Depot equipment foundation; CP-02, CP-09, and CP-12. Management of construction tolerance is critical, for each structure have their own tolerance. It is important to properly instruct CP-12 to construct the civil foundation around their equipment, for the equipment itself also have small (few mm) machineries error, while in need to adjust to the ready constructed track alignment.

 

2.2.1.3. Construction Supervision for CP-03 to CP-06 (Underground Section)

< Key for the Quality Management of Underground Construction Work>

 

(1) Risk of the work due to the soil condition of Dhaka

The features of the soil condition of Dhaka are as follows.

1) Most of the area is coved by fine sand and loose sand. > Easy to collapse during the deep excavation.

2) Static water lever is very low> Stabilizer may not work properly during the excavation to form “Mud Cake”.

In general, one of the most important issues for the underground excavation (such as diaphragm wall for station box, TBM driving for the construction of tunnel section, etc.) is how to keep the stability of cutting face by creating mud cake.

However, as the soil condition is not good enough to form mud cake due to lake of static water and existence of loose sand, there will be a risk to collapse cutting face during deep excavation work, which may lead to a serious accident.

 

(2) Methodology for the supervision of construction of “Underground Diaphragm Wall Method “avoiding collapse.

In the tender documents of CP-03 to CP-05, it is instructed to utilize Japanese special technology called “Underground Diaphragm Wall Method (UDWM)” so diaphragm wall can be considered without relocation of the existing underground utilities.

Construction Procedure for UDWM:

Ø  Step-1 Excavation,

Ø  Step-2 Installation of reaction material;

Ø  Step-3 Inserting the UDW machine;

Ø  Step-4 Excavation by UDW machine; (Excavation width is huge), this methodology requires the wide width of excavation in step-4 to construct the Undermined Diaphragm, which has a risk of collapse of cutting face.

To avoid any accident, DMRTDP Line-1 & MRT Line-1 CS Consultant will carry out supervision following the two measures below-

Ø  Instruct the Contractor to carry out the Trial test and confirm the effectivity of stabilizer prior to the commencement of main construction.

Ø  Supervise the Contractor’s training Program to be carried out by the experience trainer dispatched from Association of Underground Diaphragm Wall Method and review the consistency with the method statement to be submitted.

 

(3) Methodology for the fabrication of shield tunnel segment avoiding accidents due to water leakage:

To avoid an accident due to water leakage from segmental lining, the following two factors shall be assured.

Ø  Quality of segmental lining is assured especially at the joint portions during the erection.

Ø  No crack is observed on the surface. of shield tunnel segment.

 

Regarding 1) above, to keep the quality of the joint between segments, it is instructed to utilize Japanese special technology called “One Pass Joint” for the erection of tunnel segments in the tender documents of CP-03 to CP-06.

This kind of accessory for segment is not possible to adjust Its location once it is embedded into the segment. Therefore, DMRTDP Line-1 and MRT Line-1 CS Consultant will carry out the Inspection following the methodology below.

Ø  Carrying out the Inspection of installation condition of “One Pass Joint” to the segment together with the especially skilled inspector dispatched from the supplier.

Ø  Carrying out the Inspection of integrity test and confirm the precision of circularity

 

Regarding 2) above, DMRTDP Line-1 & MRT Line-1 CS Consultant considers that the risk of crack is relatively high because there are no Local manufacturers who have experience to fabricate any precast concrete segment in Bangladesh. In fact, in case of the Ho Chi Minh MRT Line-1 project, the Contractor faced many problems due to the occurrence of dry-shrinkage cracks on segment during storage after curing with water.

To mitigate this, the following countermeasures shown in below were implemented. As a result, dry-shrinkage cracks disappeared completely. Therefore, DMRTDP Line-1 & MRT Line-1 CS Consultant will carry out the Inspection of fabrication process at the Factory and utilize these previous experiences in MRT Line-1 Project as well.

 

1. Countermeasures implemented: -

A Curing compound was applied to prevent dry-shrinkage cracks due to Rapid drying After completing the surface finishing of segment.

2. Steak curing was started within a minimum of 2 to 3 hours after finishing the top surface of segments.

In the steam curing process (5.5 hours, 42-52 degree), the temperature in the curing room were kept as uniform as temperature in the curing room were kept as uniform as possible and raised gently with the maximum rate of temperature change limited to 20 degree centigrade/hour.

When cooling down (3.5 hours), the temperature in the curing Room was lowered gently and the segment were only de-molded when the room temperature and the outside temperature were neatly the same.

4. In groups of 5 segments were wrapped with sheets and stored in a Room installed with sprinkler systems to maintain moisture content.

 

< Key for the Minimization of Social Impact>

(4) Methodology to avoid ground settlement due to TBM driving:

During the construction of shield tunnel, special attention shall be taken to the risk of the settlement incurred by excavation work as this will have a serious Impact on the surrounding buildings as well as traffic along the alignment.

Especially, it May cause serious damage to the life of residential people directly at the tunnel section between Rajarbagh station and Malibagh Station as shown in the Figure (Section with Tunnel Passing under the Private Buildings) below as the TBM will Pass just under Private land.

DMRTDP Line-1 and MRT Line-1 CS Consultant identified the high-risk ground settlement mechanism in Dhaka during TBM driving.

 

Reason and Mechanism

1. Take in too much loose soft in front of tunnel face:

It will be difficult to keep plastic fluidization of soil in the cutter chamber of TBM under the low groundwater level and loose Sandy soil layer.

As a result, loosening of the ground near the cutting face is highly likely to occur. In such cases, the excessive soils coming into the cutter chamber from a small-scale collapse just behind the cutting-Face, triggers a chain of other smaller collapse finally leading to a bigger ground collapse.

Ø  Appropriate Control of cutting face pressure of TBM as well as soil plastic fluidization is required.

 

 

2.  Disturb After passing

During the passing of TBM, soil above TBM will be disturbed.

As a result, the void in the disturbed soil collapse and the settlement above TBM occurs.

Ø  Assurance of TBM Attitude Control, backfill grouting Control are important.

 

 

3. All bubble goes up> Soil become loose.

In this project, air bubble will be used as the admixture to keep the Plastic fluidization. Therefore, there is a risk for the increase of buoyancy force due to the air bubble. As a result, the soil may become loose, and settlement occurs.

Ø  Confirmation of the uniformity of mixture of Air bubble is important. Also, sampling of soil return from cutting face shall be carried out.

 

 

4. Take in too much loose soil due to water effluence.

Basically, there is no static groundwater along the alignment. However, when TBM encounter the trap groundwater, there is a risk of occurrence of water effluence.

In this case, large volume of soil is taken through the tail-screw conveyor of TBM at a time. As a result, loose soil comes into TBM and settlement occurs.

Ø  Dispose by pumping system directly from the screw conveyors.

 

 

To avoid ground settlement accidents mentioned above, DMRTDP Line-1 & MRT Line-1 CS Consultant will carry out the monitoring of following items:

Ø  Monitoring of TBM Driving: Cutter Torque, Thrust of Shield Jack, Excavation Speed, Direction Control of Machine.

Ø  Monitoring of Excavated Soil: Volume of Excavated Soil, Excavated soil parameter analysis.

Ø  Monitoring of stability: Displacement of ground surface, Pressure Distribution inside Chamber, Backing Injection Volume and Pressure.

 

(5) Implementation of Monitoring System to avoid the collapse of diaphragm wall

Diaphragm wall was collapsed during construction of MRT in Singapore in April 2004.

At the time of accident, it was difficult to be aware of the symptoms of collapse due to lack of proper monitoring System.

Therefore, DMRTDP Line-1 and MRT Line-1 CS Consultant will review monitoring system using inclinometer and attain gauge to assess the degree of settlement, soundness of the buildings / structures.

Also, MRT line-1 CS Consultant will define 1st limit ((alerting limit) and 2nd limit (Emergent Limit) of ground settlement depending on the allowable settlement value of existing building located close to the construction site.

By defining the action for each limit, it is possible to take necessary action before the situation becomes serious

Finally, DMTCL and MRT line-1 CS Consultant will review the methodology of the Contractor from the viewpoint of the emergency action unusual symptom is observed so that an accident can be avoided.

 

Monitoring System of Diaphragm Wall

 

< Key for the Timely Completion of the Work>

(6) Completion of the Construction of Bottom Slab of Station Box before TBM Arrival.

One of the most important key factors for timely Completion is how to let the TBM keep working without stopping as the construction of shield tunnel without stopping as the construction of shield tunnel will be the critical path of the work.

To let the TBM keep working through the station section, construction of station bottom slab is request. Otherwise, TBM shall stop just before the station and wait until the construction of bottom slab.

 

Image of: Monitoring System of Diaphragm Wall

Considering above restriction, DMTDP Line-1 & MRT Line-1 CS Consultant identified that the construction of Nadda Station and Airport Station will be the critical path due to the following reasons:

Ø  Nadda Station: Excavation volume of Nadda Station is approximately two times higher than other stations. In addition, launching shaft of TBM is located just before the Nadda station and there is not enough lead time.

Ø  Airport Station:  Airport station and launching shaft of TBM are located very close each other compared to other stations. Therefore, it is difficult to complete the excavation work before the arrival of TBM at the station.

To solve the above problems, DMRTDP Line-1 & MRT Line-1 CS Consultant proposed followings as the Countermeasure:

Ø  Implement proper traffic management so that the Traffic Jam during the excavated soil transportation will be reduced and the cycle time will be improved.

Ø  Coordinate with DMP (Dhaka Metropolitan Police) to get special permission for dump truck operation out of the time between 10.00 PM - 6.00 PM.

Ø  Information collection about the alternative soil disposal site (depends on the traffic Jam condition of route).

 

(7) Avoidance of the risk of delay forgetting NOC from Bangladesh Fire Service & Civil Defense (FSCD).

Before the commencement of the construction of Underground station, it is required to get No Objection Certificate hereafter NOC on the drawings from FSCD. However, as it is the first underground MRT construction project in Bangladesh, there is a high risk for taking more time compared to the normal practice.

To get the timely approval, it is required to explain philosophy regarding fire evaluation at the underground station. Therefore, DMRTDP Line-1 & MRT Line-1 CS Consultant considers that it is very difficult for the engineers who did not carry out the design to explain properly to Fire Service Authority and get approval on the drawings.

However, as NKDOS E/S service carried out the detailed design of the underground station, MRTLine-1 CS Consultant thoroughly understands the design philosophy of the Fire evacuation. In addition, during the design process, MRT Line-1 has been Keeping in touch with the Person in Charge of Fire Service Authority.

Therefore, DMTDP Line-1 & MRT Line-1 CS Consultant can minimize the approval time and avoid the risk of delay.

Ø  Step-1: >Online Application (1 week)> Dhaka Fire Brigade Form a Committee

Ø  Step-2 > Drawing Approval (2 months) > Site Installation

Ø  Step-3 >NOC for Installation > 1st Approval of Fire Safety Plan > Final NOC (3 Months).

Ø  Step-4 > Inspection (2 Weeks)

 

(8) Full Utilization of the MRT Line-1 JV Member’s Network

There are many Stakeholders in the underground section and there are many Interfacing issues such as (a) Construction Schedule, (b) Design of Access Connection, (c) Connection of System (d) TOD Planning, (E) Traffic Management Procedure, etc.

It should be noted that many of those Stakeholders Consultancy Services are carried out by MRT Line-1 CS Consultant’s JV members.

 

No. Stakeholders MRT Line-1 CS Consultant-

1.     Airport Terminal 3, NK & OCG

2.     Kamalapur Development, NK & OCG

3.     Clearing House Project, KEI is working

4.     TOD Study, NK is working as Consultant

 

In addition, DMTDP Line-1 & MRT Line-1 CS Consultant has been communicating with related Authorities such as RAJUK, DNCC, DSCC, DEASA etc. during Detailed Design Stage and have close relationship with the Persons in charge of coordination.

Therefore, to solve the Interfacing issues between Stakeholders, DMRTDP Line-1 & MRT Line-1 CS Consultant has wide network as mentioned above and have confidence to solve the Interfacing the issues successfully through close communication and Information shearing.

 

 

 

2.2.1.4 Construction Supervision for CP-07, CP-08 (Elevated Section)

< Key for the Timely Completion of the Work >

(1) Prioritization of girder erection at Station Section.

Timely Completion of station construction largely depends on the Progress of the girder erection. As the station structure is partially connected with girder-supporting pier, it is required to complete the girder erection prior to the construction of concourse floor slab. It means, If the erection of girder at the station section delays, construction of station main structure cannot be started such as concourse slab/beam, platform slab/beam because girder (segment) needs to be lifted from the ground. In fact, during the construction of MRT Line-6 Stations, this Issue had serious Impact on the progress of the work and became the critical path.

 

Image of: Parts of Elevated Station which is important for Timely Construction

Therefore, DMRTDP line-1 will review the schedule prepared by the Contractor from the Points below.

Ø  Number of Resources such as pilling machines, formwork and launching girder to be required.

Ø  Location of the starting point of girder erection by launching girder.

Ø  Timing of the completion of girder erection at station section and the schedule on the construction of station.

 

(2) Interface with System Packages:

To complete the work timely, proper design (especially preparation of CSD as is explained in the risk) and schedule coordination with System Packages (CP-09, 10, 11) are important.

Therefore, DMRTDP Line-1 identified the locations which require the interface as explained in the Table below. As MRT Line-1 CS Consultant will coordinate with Interfacing Contractors by summarizing inputs/ outputs requires to prepare CSD without rework.

Interfacing issues with System with System Packages.

Interfacing issues

Viaduct

<CP-09>

Ø  Location of OCS, Anchor of OCS pole

Ø  Installation work procedure, schedule

Ø  Cable trough size, Installation of cables

Ø  Anchor Installation for Track structure

 

<CP-10>

Ø  Location of Way side signal

Ø  Location of way side telecommunication system

Ø  Cable trough size, Installation of cables

Ø  Signage for operation

Ø  etc.

Platform

<CP-09>

Ø  OCS location, Installation

Ø  Procedure, work Schedule

Ø  Cant at the platform section

Ø  etc.

 

<CP-10>

Ø  Platform screen door design, Installation

Ø  Passenger Information

Ø  Clock System

Ø  CCTV Installation

Ø  Emergency

Ø  etc.

Concourse

<CP-09>

Ø  Cable routing Coordination

Ø  Opening for the machine transportation

Ø  Work schedule

 

<CP-10>

Ø  Cable routing Coordination

Ø  Opening for the machine transportation

Ø  Station Control Room

 

<CP-11>

Ø  AFC System design, anchor

Ø  Installation procedure schedule

Ø  Cable routine Coordination

Ø  Ticket Vending Machine

Ø  etc.

 

 

Signaling and Telecommunication, ASS, TSS, Room

< CP-09 >

Ø  Accuracy of the civil structure acceptable for the system requirements

Ø  Hand over timing, Installation schedule 

Ø  Cable trough Installation

Ø  Opening for the machine transportation

 

< CP-10>

Ø  Accuracy of the civil structure acceptable for the system requirements

Ø  Hand over timing, Installation schedule 

Ø  Cable trough Installation

Ø  etc.

 

< Key for the Quality Control of the Work>

(3) Carry out the monitoring during the construction of Long Span Bridge:

In CP-08, there is a long-span Bridge. The Bridge type is trussed langer bridge and the span length is 170 m. The feature of trussed langer bridge is the existence of the arch structure which supports the girder.

 

Longitudinal Profile of the Bridge Passing the Balu River

In order to make the arch structure section, construction method called “Cable Suspension Method” will be applied.

 

Image of “Cabe Suspension Method” and Arrangement of Temporary Cable Tower

One of the most important point of this construction method is the control arch position during the construction adjusting tension strength of cable supported by temporary cable tower.

During the process of arch control by cable suspension, huge force will be applied to the foundation of the temporary cable tower and cable anchor. If those foundations are loose and fail to support the suspension cables properly, the arch structure will fall down and serious accidents will happen.

Therefore, for successful construction, DMRTDP line-1 will carefully supervise as follows-

Ø  Review the geotechnical boring work results of the foundation of temporary cable towers and anchors.

Ø  Recommend necessary soil condition Improvement method, if required.

Ø  Carry out the monitoring of the suspended arch structure at each step and compare the design location and actual location.

 

(4) Carry out the Design Supervision by the Architect who Carried out the Design:

In MRT Line-1 Project, there are two Iconic stations. The design of iconic Station is unique and sophisticated.

In case of any design variation due to the requirements from the other Stakeholders (such as direct pedestrian deck connection with Cricket Stadium), it is required to carry out the design with good harmonization with original design concept. Otherwise, design quality will become low and the impression of the station will worsen dramatically.

In this regard, DMRTDP Line-1 CS Consultant can easily coordinate with the architect who designed these two Iconic stations and update the design assuring the consistency of design concept.

 

2.2.1.5 General Safety Methodology in All Packages:

< Key for the Safe Completion of the work>

Bangladesh Occupational Safety, Health, and Environment foundations (OSHE) Survey Report, 2017, (Causes of the Accidents in the Construction Sector in Bangladesh) shows the percentage of the causes of the accidents in the construction Sector of Bangladesh.

Ø  Electrocution account for 33% of the accidents.

Ø  Falling from height accounting for 29%.

Ø  Hit by construction material account for 14%.

Ø  Suffocation Gas Smoke Account for 9%.

Ø  Others 15%.

As the construction of MRT includes various types of construction work, many types of accidents may happen during the Construction.

 

(1) The example of expected accident and Its countermeasures:

Electrocution Account for 33% of the accidents in Bangladesh during construction. In fact, during the construction of MRT Line-6, a worker was killed due to electrocution.

Also, falling from height is major type of accident in Bangladesh accounting for 29% of total construction accidents. Accidents due to falling from height also happen during the construction of MRT Line-6 and several workers were injured.

The countermeasures for above two major causes of accidents are explained below.

1. Electrocution

Issue category

Bottom issue:

Countermeasures:

Unsafe acts / conditions:

 

Ø  Electrical wiring in a worksite is not maintained in proper working order.

Ø  Electrical Installations are not inspected by an Authorized Electrical Engineer.

Ø  Electrical installations are not properly installed.

Ø  Proper electrical Installation and cable management.

Ø  Display a proper warning message.

 

 

2. Falling from heights:

Issue category

Bottom issue:

Countermeasures:

Unsafe acts / conditions:

 

Ø  Neglect leader’s instruction.

Ø  Improper use of the safety harness.

Ø  Insufficient Inspectors (or inspector’s skill is not enough) to manage all staffs.

Ø  Not provided safe working platform, railing and fall protection.

Ø  Safety checklist to be implemented for Inspection

Ø  Require staffs to wear hardhats fitted with chin strap and the spider web harness in addition to normal PPR.

Ø  Regular site patrols by Inspector or surveillance with cameras.

Ø  Safety education and training for all the workers

 

(2) Safety Inspection / Patrol:

To ensure that the safety countermeasures mentioned above are carried out in each CP, DMRTDP Line-1 & MRT Line CS Consultant will implement Safety Inspection/Patrol described below.

 

1. DAILY SAFETY PATROL:

Ø  Everyday both day shift and night shift by Contractor’s safety expert and Consultant’s Safety inspector.

Ø  Patrol Members immediately inform to responsible manager for Its zone for their reaction or instruction to site engineer If no action is taken.

 

2. TOOL BOX MEETING (TBM):

Ø  Number of workers Per group consist of maximum 10 workers (To understand Safety Precaution exactly).

Ø  Time taken for TBM should be less than 10 minutes

Ø  Group leader shall explain simply and clearly by White Board what is important and what are points to be paid attention to:

3. SAFETY WORKSHOP:

Ø  Work at Height, Erection Work (Launching Girder, Ground Support), PTW (Permit to Work), Electrical Installation and Electrical Hand Held Tools, Lifting Activities etc.

Furthermore, DMRTDP Line-1 Proposes to introduce the following methodology and technology in order to promote Safety Inspection/ Patrol more efficiently and effectively.

 

1. Remote construction management

Ø  A video of the site inspection will be distributed and DMRTDP Line-1 and engineers at NK Headquarters in Japan will give instructions and guidance remotely.

2. Apply Good practice to other Contract Packages:

Ø  MRT Line-1 CS Consultant will unilaterally manage the safety measures taken in each CP, and if there is a good initiative which is not implemented in other CP, expand it into other CPs.

 

2.2.2 Construction Supervision for CP-09, CP-10 and CP-11 to CP-12 (Railway System and Rolling Stock).

2.2.2.1 Construction Supervision for CP-09, CP-10 and -11 (Railway System):

 

<Key for the timely completion of the Work>

1) Supervision of system integration between and among the railway system Packages and Rolling stock Package.

Compared to interface management, DMRTDP Line-1 understands system integration as a “deeper, detailed & intense” coordination. DMRTDP Line-1 interprets the term “system integration” within a railway project as “Design” integration and • Type Test” integration; challenge of each coordination is shown below:

 

* > Example of “Type Test” System integration:

Topic: Train cannot stop at proper location using ATO (Automatic Train Operation)

ATO functions by controlling a rolling stock using the signal system; however, some signal lag within the system may happen due to several conditions (weather, regenerative brale, habit of rolling stock, etc.) During “interface” coordination, such special features cannot be observed.

 

* > Example of ´Design” system integration:

Topic: Interrelation between Signal System, PSD and Rolling Stock.

Whenever PSD is open, rolling stock should not run considering the Safety of Passenger. To achieve this, proper signal distribution is required within PSD-Signal-Rolling stock; designed Signal system Logic &’concept shall be properly integrated with PSD and Rolling Stock system design. Signal system compose a critical role within rolling stock design.

DMRTDP Line-1 understands risk hedge for such can Only be done through close monitoring the Contractor’s activity and knowledge earned through experience. DMRTDP line-1 & MRT Line-1 CS Consultant will closely monitor railway system Contractor’s coordination with rolling stock Contractor through procedures organized in sections 4.2.5 and 4.2.6 of this proposal.  DMRTDP Line-1 and MRT Line-1 CS Consultant will also utilize database for system integration collected from past projects, organizing the time, cause, effect, resolution and countermeasures taken for each case. Understanding the importance of system integration. DMRTDP Line-1 will properly facilitate the relative Packages to achieve timely and quality output within the project.

 

2) Supervision of external and internal interface coordination of RAILWAY System Packages:

The supervision of interfaces between work essentially drive the all works are bridging each other and finally coverage to system integration for performing the MRTvLine-2 system operation.

Numerous interface coordination, both internal and external, is required for railway System. Interface coordination method DMRTP Line-1, will take in between the different contractors is to be organized in Section 2.2.5 of this Proposal.

 

<Key for Sale Completion of the Work >

One of the distinctive challenges for Railway system contractor’s sale completion of the work id OCS charging / discharging management. For it is difficult to visually identify whether some part of the OCS is charged, proper procedure to restrict each Contractor’s activity is required for the project’s overall Safety. DMRTDP line-1 will Manage such following the systematic approach described in Section 2.2.6 of this Proposal.

 

2.2.2.2 Construction Supervision in CP-12 (Rolling Stock & Equipment for Rolling Stock in Depot):

< Overview of CP-12 Workflow>

The representative lifecycle for CP-12 construction phase. As CP-12 contract on Design -Build scheme, DMRTDP Line-1 and Its Consultant will mainly carry out two tasks: “Design reviewing “‘and Witness of Testing & Commissioning “‘. Through this life cycle, DMRTDP Line-1 and Its Consultant will specially take Care of QCD (Quality, Cost, and Delivery) by following Proposed measures to secure the feasibility and sustainability of the project. 

 

<Key for the Quality Assurance of the Work>

To assure the full satisfaction to the Specification described in the Tender Document of CP-12, DMRTDP Line-1 and Its Consultant will Pay special attention to the following Key items.

 

1) Information based interfacing (Rolling Stock).

The items shown in (a) of Figure 2,2.28 will be expected to pick -up as specific interfacing points for designing of Rolling Stock. To assure perfect coordination with other parties, DMRTDP Line-1 and its Consultant will review the interfacing documents specified in Figure 2.3.28 for all submitted documents and / or drawings which have interfacing Points submitted by the Contractor. The rolling stock internal interfacing management will be performed by activity 4) because the total balance is the most important point for the rolling stock design and it can be evaluated through activity

2) Material based interfacing (Rolling Stock):

In the construction Project, the supply Dated of materials from / to other parties are positioned as potential bottlenecks for the construction Schedule. In specific, the items specified in 2.2.28 will be expected as handled items between different parties. In the beginning stage of the Project, until the completion of the Inception Report In specific, DMRTDP Line-1. & its Consultant will instruct the Contractor to prepare highly accurate schedule for transmitting/receiving of the materials listed above and the specific interface management Plans. This Planning will also be useful to assure the management of delivery.

 

 

3) Traceability between the Employer’s requirements and output of each phase (Rolling Stock):

To assure the traceability between the Employer’s requirements and the workmanship of final product, a Provision of using Validation and Verification (V&V) process is defined In the Tender Document of CP-12.  DMRTDP Line-1 will instruct the Contractor to submit V&V plan, document tree which shows the relationship between each Document, and compliance matrix for each document which are linked to previous documents.

 

4) Key item Management (Rolling Stock):

The key items for designing of Rolling Stock are 1) Car weight, 2) Axle load balance, 3) Train operational performance, and 4) Safety characteristics. Especially, car weight and acle load balance require careful and frequent management. Therefore, DMRTDP Line-1 and Its Consultant will instruct the Contractor to submit weight and gravity center management sheet periodically and frequently enough (e.g., every month) until the first train completed. Also, If the performance parameters of traction system and/or breaking system and/or train weights are changed in a major way, DMRTDP Line-2 and it’s Consultant will instruct the Contractor to submit the performance calculation sheets which shall perform  whether the changing of specification will not provide any Impact to the train operational performance or not. As result as DMRTDP Line-1 and Its Consultant will instruct the Contractor to submit the field records of adoption the safety loop which is proposed for this project, certificates of safety level If necessary, and principles how to secure the failsafe characteristics.

 

5) Key item management (Equipment for Rolling Stock in Depot).

Refer to section 2.2.1.2 of this proposal for managing time and quality of equipment for Rolling Stock in Depot.

< Key for the Cost Management of the Work (Rolling Stick)>

Of course, quality is the highest priority item of rolling stock construction stage. But managing of cost and delivery is also important for assuring the sustainability of MRT Line-1 project.

According to the practice of other MRT construction projects, especially the following two items should be managed carefully for Cost management.

Ø  Design variation control

Ø  Delivery time control

1) Design variation control

In general, both cost increasing and reducing are caused by the design variation processed. To control the claims from Contractor to increasing the cost, MRT Line-1 Consultant will coordinate firstly with the Employer whether other alternatives to avoid the design changing are existing and adoptable or not. If another alternative is not adoptable, MRT Line-1 Consultant will start coordination with the Contractor to reduce the risk of cost of increasing. To find the opportunities of cost reducing as much as possible, MRT Line-1 Consultant will accept proposals which include cost reduction methods from the Contractor unless it does not satisfy the contract conditions. To achieve both goals strictly controlling of design variation is important.

 

2) Delivery time control

According to the practices of other MRT construction projects, Rolling Stock is always manufactured so rapidly compared with civil, architecture, and other system Packages. Especially, the progression of depot construction provides the most critical impact for delivery Schedules of Rolling stick. In general, the Rolling Stock manufacturer would Like to produce 1st and 2nd train as early as possible because they will utilize them as producing prototype. If any stabling yard in the depot area is not constructed up to completion of 1st and 2nd rolling stock manufacturing, it will be hard to find the stabling place until delivery of them to the depot, and the Contractor will claim to the Employer to compensate the additional cost. To avoid the situation, MRT Line Consultant will start coordination with the Contractor from as early a stage as possible about the schedule of depot construction and 1st and 2nf train delivery timing.

 

 

< Key for the Delivery Management of the Work (Rolling Stock)>

Rolling stock is composed of so many components, and the required delivery duration of each component is widely different. Especially, wheelset, axle, and main circuit components require over 1.5 years duration from order to delivery.? Therefore, to smooth the producing schedule of Rolling stock, it is needed to focus especially on the long-! term delivery components. In the preliminary designing phase, MRT Line-1 Consultant will instruct the Contractor to submit the list of long delivery duration component, and We will manage the detailed designing process for them with high priority.

 

Cost Management

1. Reduce Additional Cost

Ø  Manage of Design Variation

Ø  Manage of Delivery Time

2. Increase Cost Reduction

Ø  Manage of Design Variation.

 

2.2.3.1 Facilitation of implementation of Environmental Management Plan (EMP), Environmental Monitoring Plan (EMoP)

< Key for the Protection of Environment >

Following the Environmental Contract Specifications (ECS), each Contractor will prepare Contractor Environmental Programme (CEP). MRT line-1 CS Consultant will review Contractor’s CEP under each Package and help contractor to prepare individual environmental protection plans like waste management plan. Air pollution control plan, Noise and vibration mitigation plan, etc. As MRT Line-1 CS Consultant prepared the Updated EIA as well as ECS, CS Consultant is in the best position to ensure the requirements of Employer as well as JICA in EMP implementation.

During the Supervision of implemented of CEP, from our experience of managing major Works of Dhaka, the Key focus Points are illustrated-

Ø  Soil / Sand covering (dust control)

Ø  Drain cleaning to solve drainage issues

Ø  Water spraying (air pollution control)

Ø  Water management and housekeeping

Ø  Stagnant water removal (dengue Prevention)

Ø  Mosquito Fogging.

 

 

 

< Key of the Quality Management of the work>

Flow of Systematic Environmental Management is shown below:

1. Prepare EMP Execution guidelines (to be included in the tender Document) > Review Contractor’s EMP and obtain approval from Employer> Continuous monitoring and monthly reporting of the Contractor’s EMP execution.

 

Key for the Proper Environment are as follows:

DMRTDP Line-1 is proposing 2 types of Environmental Monitoring by Contractor.

External Monitoring by Independent Monitoring Group (IMG) and internal monitoring by Contractor. MRT Line-1 CS Consultant will assist in determination of location, types and frequency of the monitoring based on hands-on experience in MRT projects in Dhaka.

 

Environmental Monitoring

Ø  Air quality monitoring

Ø  Noise quality monitoring

Ø  Surface water monitoring

 

< Key for the holistic documentation>

The Quarterly Environmental Monitoring Report is the major documentation of environmental management prepared by CS Consultant. In addition, CS Consultant will update EIS report. If there is a change in scope. and Impact, support Employer for ECC renewal and help Employer in replying queries from JICA Advisory Committee on Environmental and Social Considerations.

 

2.2.5 Interface Management among Packages;

MRT Line -1 CS Consultant identified the following as Key element for interface management within the project

Ø  Setting Up of the Interface Management Organization Structure

Ø  Cleary define the procedure of “Design” Interface Coordination.

Ø  Clearly define the procedure of “Site Work”

Ø  Interface Coordination,

Ø  Setting Up the face-to-face coordination meeting.

Ø  Properly demarcate the scope of Works within the Contractor’s both from practical and contractual point of view.

Ø  Properly record the statement of each Contractor to avoid for discussions once finalized.

 

 

2.2.6 Integration of System Operation

System integration for type test is mainly to be done between Track, Power Supply, Signal System, Telecom System, PSD and Rolling Stock Packages.

 

2.2.7 Public Relation Activities

Sharing appropriate Information is essential to promote positive reputation for the Project.

 

Contribution by Public Relation Activities

Ø  Establishment of Expectation for future MRT Users.

Ø  Incoming trust on the Project.

Ø  Mitigate understanding by the Public against the negative reputation expected by the site works.

DMRTDP Line-1 & MRT Line-1 CS Consultant will provide the necessary information with transparency (Project status, Progress, expected site works, traffic diversion schedule etc.) so that un-necessary doubt from the public can be avoided.

Also, MRT Line-1 CS Consultant will share the public’s opinions / questions and DMRTDP Line-1 sincere answers that will release the Public from anxiety or concerns related to the Project.

At the same time, MRT Line-1 CS Consultant will monitor and share the countermeasures taken for the minimization of natural and social Impact through the web site DMTCL with enough transparency so that people can understand the site activity and have willingness for cooperation.

 

Appropriate Transportation of Excavated Soil

The quantity of the excavated soil for tunnel and underground station construction is huge (approximately 3,204,768 m³). And all the excavated soil shall be transported only during the nighttime (PM10:00 – AM6:00) following the highway regulation.

As the capacity of one dump truck is 5.73m3, totally 559,296 times (3,204,768/5.73 = 559,296) transport by dump truck is required. It will be the cause of serious traffic jam as well as noise and vibration to the residential houses.

To minimize the social impact, DMRTDP Line-1 & MRT Line-1 CS Consultant understands that study on the route selection to the deposit site is important. Based on the study results, DMRTDP Line-1 & MRT Line-1 CS Consultant will review and evaluate the Contractor's proposal considering the actual situation of each route. Also, when reviewing the Contractor's plan, DMRTDP Line-1 & MRT Line-1 CS Consultant will confirm the following points-

Ø  Select the route with less pedestrians and select the road with footpath.

Ø  If required, change the dump truck route for outward and homeward journeys.

Ø  Select paved and wider roads as much as possible.

Ø  Avoid roads with sharp curves and sharp slopes.

Ø  Carry out inspection of road damaged by repetitive transport and prepare maintenance plan

 

Coordination with MRT Line-5N Project for the Construction of Natun Bazar Station

As shown in the Figure below, MRT Line-1 and MRT Line-5N Natun Bazar stations are connected to each other at the concourse level.

As the construction work period will be overlapping, it is required to coordinate the construction schedule of both Project so that proper integrated traffic management plan can be implemented. Non-coordinated plan will lead to serious traffic jam at that area.

Therefore, DMRTDP Line-1 & MRT Line-1 CS Consultant will coordinate with MRT Line-5N Consultant, whose leading company is Nippon Koel, and prepare integrated/harmonized traffic management plan as well as construction schedule so that the social impact will be minimized as much as possible.

 

Station Layout of Natun Bazar Station (Line-1 and Line-5N)

Major modes of transport in Greater Dhaka Area are motorcycles, private car, microbuses, trucks, minibuses, taxis, rickshaw and human hauler. By introducing MRT system the number of different modes of transports will be greatly reduced.

At present, travel time from Airport to Kamalapur and its adjoining areas is about 2 hours by the above-mentioned modes of transport. On the other hand, MRT Line 1 will take 24 minutes from Airport to Kamalapur and 36 minutes from Kamalapur to Purbachal respectively. Therefore, a huge amount of savings will be generated with respect to time, energy and environment. As a consequence of it our economy will boost up.

Deterioration of the air quality is one of the major environmental issues in Dhaka. Major pollutants are NOx, SO2, PM, PM10, PM2.5 CO, O3 and Lead. One of the major origins of air pollutions are vehicles. Construction of MRT will contribute to alleviate traffic congestion and improve air quality in the Dhaka City.

Train operation generates modal shift from vehicle traffic to mass transit system. Train operation is remarkably energy saving measures comparing vehicle traffic, the project will contribute to reduce the emission of greenhouse gas. The implementation of the project will decrease 63,421 ton of CO2 emission per year.

Feasibility study of the MRT Line 1 estimates ample transportation demands by 2028 with daily ridership of over 1.17 million passengers per day. Therefore, with an aim to improve urban transport and environment, the GoB consider it is essential to construct the MRT Line 1 (both routes).

The construction of MRT Lines following the Time Bound Action Plan 2030 of DMTCL in Dhaka City and its adjoining areas have a high potential for economic growth, poverty reduction and comfortable life for Dhaka city dwellers.

 

The main objectives of the Project (DMRTDP Line-1):

Ø  To reduce traffic congestion in Dhaka city;

Ø  To improve the environment in Dhaka City;

Ø  To provide modern and safe mass rapid transit systems for the city Dwellers;

Ø  To reduce travel time;

Ø  To contribute in increasing the GDP growth rate

 

Dhaka Mass Rapid Transit Development Project (Line-1) Route Length:

Airport Route​: 16.215 kilometers (Underground)

Purbachal Route​: 11.369 kilometers (Elevated)

Transition Length ​: 3.657 kilometers (Underground)

Total Length ​: 31.241 kilometers

 

Project Description

1. Objectives: The objectives of the project are to alleviate traffic congestion and reduce environmental pollution in Dhaka city by constructing mass rapid transit system, thereby contributing to the economic and social development of Greater Dhaka and its adjoining regions and improving the urban environment.

2. Outcomes: The outcome of the project will be MRT system which will improve transportation system of Dhaka city. The MRT system will have direct effect on:

Ø  Alleviation of traffic congestion,

Ø  Increase in mobility and accessibility of people,

Ø  Reduction of pollutions.

The project will have significant impact on travel time savings.

3. Outputs: MRT Line-1 consists of two routes, namely Airport Route and Purbachal Route. Airport Route connects Kamalapur in central Dhaka with the Dhaka International Airport. The Purbachal route branches off from the Airport Route at Notun Bazar Station to the Purbachal area. The alignment of the Airport Route is Airport- Airport Terminal 3- Khilkhet- Jamuna Future Park- Notun Bazar- Uttar Badda-Badda-Hatirjheel-Rampura-Malibagh-Rajarbagh-Kamalapur. The length of this route is 16.215 kilometers. This will be the first underground Metrorail or Subway of Bangladesh. This route will have 12 underground stations. The alignment for Purbachal Route is Notun Bazar-Nadda-Joashahara Boalia-Mastul-National Cricket Stadium -Purbachol Center- Purbachol East- Purbachal Terminal - Purbachal Depot. The total length of the Purbachal route is 11.369 Kilometers. The transition length between the elevated section and the underground section is 3.657 km. 7 out of 9 stations on this route will be elevated. The Notun Bazar and Nadda stations will be constructed underground as a part of Airport Route. There will be an interchange at Notun Bazar station. Passengers will be able to transfer from the Airport Route to Purbachal Route and vice-versa.

 

After construction of MRT Line-1 the following specific outputs will be achieved:

Ø  ​Energy saving transport system (specially fuel efficiency)

Ø  A train with eight air-conditioned coaches will operate every 2 minutes 30 seconds from Airport to Kamalapur and Bashundhara to Purbachal.

Ø  A total 13 such trains would carry 44,585 passengers every hour to both directions

Ø  The metro rail will have stations at 19 point of the city

 

4. Gender, women, children, person with disability/excluded groups’ needs:

Improved urban transport will contribute to economic growth and social life which will increase benefit to women and children as a part of the population. Seats will be earmarked for the children, women, old aged people and persons with disabilities in every metro coach.

5. Employments: During design and construction phase of MRT Line-1 employment of about 200 people will be generated under DMTCL. During operation phase employment of about 1500 people will be generated under DMTCL. More over during design and construction phase huge manpower will be employed by consultant and contractors as well.

6. Poverty situation: This project is not directly related to poverty alleviation. But will improve urban transport system and thus will contribute to economic growth, which will help in poverty alleviation.

7. Organizational arrangement/setup: This project will be implemented under the Project Implementation Unit (PIU) set-up as proposed in Annexure-II. After completion of the project the operation and maintenance would be done by O & M set-up of DMTCL.

8. Institutional Productivity: This project will introduce modern urban transport system in Dhaka City and its adjoined areas.

9. Populations: Almost 20.283 million people of Dhaka city will get the MRT facilities.

10. Specific linkage with Perspective Plan/Five Years Plan/SDGs /Ministry/ Sector Priority:

Perspective Plan: In the Perspective Plan MRT has been considered in the sector of urban transport infrastructure. The vision of the Perspective Plan is to expand and improve the MRT system to provide safer, better, more environment friendly and cost-effective transport facility to city dwellers. MRT will adopt modern technology and metro rail will ensure safety. One of the key strategies of the Perspective Plan is to Rehabilitate, upgrade/ improve and replace old-aged infrastructures to reduce journey time, improve the service quality and to build the image of urban transport.

7th Five Year Plan: In the 7th Five Year Plan, government places special emphasis on urban communication. In this plan MRT system is mentioned as one of the priorities transport system in Dhaka City.

SDG: Sustainable transport is essential to achieve Sustainable Development Goals (SDGs) and the 2030 Agenda for Sustainable Development.

Although sustainable transport is not represented by a standalone SDG, it is mainstreamed across several SDGs and targets, especially those related to food security, health, energy, infrastructure and cities and human settlements. Goal 9 of SDG’s is “Build resilient infrastructure, promote inclusive and sustainable industrialization and foster innovation”. One of the key targets of Goal 9 is to Develop quality, reliable, sustainable and resilient infrastructure, to support economic development and human well-being with a focus on affordable and equitable access for all. So, development of MRT as a mass transportation system would help to achieve Goal 9 of SDG’s.

11.  Contribution of the Project in achieving the Vision, Mission of the Ministry/ Division and Implementing Agency:

The Vision and mission of DMTCL as follows: -

Vision:

Ø  Moving People

Ø  Saving Time & Energy.

Mission:

Ø  To establish, operate and maintain MRT System in and around Dhaka City

Ø  To introduce new MRT phase by phase 

Ø  To implement effective corporate management for the timely completion and continued advancement of MRT

Ø  To contribute in reducing the traffic congestion

Ø  To help improving the environment by least carbon emission

Ø  To provide a safe, fast, reliable, accessible, comfortable and affordable public transport service all in a sustainable manner

The Vision and Mission of DMTCL is directly related with the mission and vision of the Ministry and the Government. This project will certainly boost-up the economy of the country.

12. Whether private sector/local government or NGO's participation is considered:

NGO’s will be engaged for preparation of Land Acquisition Plan (LAP) and implementation of Resettlement Action Plan (RAP).

13. Major Conditionality (i.e.s) for Foreign Aida: The project will be implemented under the Guidelines for Procurement under Japanese ODA Loans, April 2012 and the Guidelines for Procurement of Consultants under Japanese ODA Loans, April 2012.

14. Involvement of Compensation, Rehabilitation/ Resettlement. Indicate the magnitude and cost: The detailed Resettlement Action Plan (RAP) including Land Acquisition Plan (LAP) has been prepared for this project. The cost has been estimated at BDT 235500 lakh for resettlement and land acquisition.

15. Risk Analysis and Mitigation Measures. Identify risks during implementation & operation:

Traffic Management during construction; Relocation of Uncharted Utilities during construction and Disposal of Excavated Soil for Underground Section (1,60,000 tons per station and 41,664 tons per km) are the major challenges for this project. To overcome these challenges support from the stakeholders namely, DWASA, TITAS, BTCL, Dhaka North City Corporation, DPDC, RHD etc. are required. The Executing Agency will co-ordinate with the stakeholders to overcome the challenges mentioned above. Disposal of Excavated Soil for Underground Section will be utilized in other road projects namely, Dhaka Circular Road, Dhaka-Sylhet Highway and Dhaka Bypass etc.

16. Sustainability of the Project Benefit: This is a sustainable project as it will contribute in reducing the traffic congestion and in improving the environment of Dhaka City and its adjoining areas. World class consultant team for designing was engaged for designing the project. World class contractor firms will be engaged. World class supervision consultant engaged to ensure the sustainability of the project. This project will certainly boost-up the economy of the country.

Dhaka City is the capital of the People’s Republic of Bangladesh. The Dhaka Metropolitan Area (DMA) has a population of 9.3 million as 2011. Currently, urban transportation in DMA relies mostly on road transport, such as car, bus, auto-rickshaw, rickshaw, etc. All those creates serious traffic congestion in addition to health hazards caused by traffic pollution including air pollution. With the rapid national economic growth, the urban population is expected to increase and so will the number of privately-owned automobiles. Therefore, improvement of the urban (public) transportation system in the DMA has become critical to ease traffic congestion and stop further environmental deterioration.

 

Opening Year Ridership Per Day: -

For Line 1, the expected opening year ridership is 859,461 per day in 2026.

Carbon Emission Reduction: -

With the help of linear interpolation, Line 1 carbon emission reduction can be estimated to be 460,502 tons of CO2 per year.

Though this value is an approximation, however, this is most realistic estimation under the lack of traffic model data.

Passenger Demand Forecast of MRT Line 1

Overall Daily Ridership (Line 1 & Line 6)

Line

Daily Ridership

Line 1 (Y2056)

2,279,420

Line 6 (Y2056)

1,442,000

 

 

 

 

Md. Abul Kashem Bhuiyan

Project Director

Dhaka Mass Rapid Transit Development Project (Line-1)

E-mail: pdmrt1@dmtcl.gov.bd

Phone (Office): 02-41025960

 

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