Risk Safety Management in Construction of Metro Rail Projects

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Risk Safety Management in Construction of Metro Rail Projects

G.Poovizhi¹, S.Manoj², D.Ambika³, V.Santha Rubini⁴, V.Nandhini⁵, S.Dhinu Priya⁶

PG Scholars^{1, 4, 5, 6}, Assistant Professors^{2, 3}

1[email protected], ²[email protected], ³[email protected],

4[email protected], ⁵[email protected],

Abstract

Metro projects are extremely-uncertain for the reason that of the natural uncertainties in-ground and groundwater conditions, multiple construction methods and tools. A lot of attempts made to execute risk safety management systems into urban metro rail construction projects. The aim is to construct a new type of model for risk safety management in metro rail projects, to study the existing risk safety management system and to identify the risks that occur during construction and to create, implement, and determine the efficiency of the model for safety in the construction of metro rail projects.

The factors were identified from the literature study. The questionnaire survey has been framed with the nine risk factors and conducted among the employees working in metro tunnel construction projects, and analysis has been carried out through SPSS software.

Keywords: Construction risk, Metro, Projects, Safety management

1. Introduction

Laborers in the construction industry face more danger of casualty or damage than in different ventures. Many significant urban communities on the planet are hustling to create an urban rail transit system to mitigate the developing traffic pressure, particularly in developing nations, similar to China [1], [2]. Metro development is a convoluted procedure with numerous common highlights; for example, long development period, novel site condition, complex development innovation, and solid condition reliance [3]. Underground construction, particularly for metros in urban rapid transit systems, is prospering far and wide as common infrastructural ventures [4], [5]. The safety and dependability of tunnels and encompassing structures (e.g., buildings, roadways, and bridges) are of the most extreme significance for an effective tunnel project [6], [7]. Tunnel boring machine(TBM) has become an essential apparatus in construction of tunnel since it is exceptionally automated, permits quick movement of tunneling works, and has less ecological effects [8], [9], [10]. With the benefit of a significant level of automation, quick movement of tunneling works, and lesser ecological effect, shield tunneling technology has gotten the essential decision in tunnel construction [11], [12].

Shield tunnel construction is portrayed by enormous scale, long time, and complex, specialized issues. Because of various hazard factors and intrinsic vulnerabilities in complex conditions, safety infringement happens much of the time in tunnel construction, causing gigantic shrouded risks for public safety [13]. Mechanical excavation with TBM is completed on an enormous scale over the long-term and includes many complicated specialized issues. The unpredictable conditions in metro development innately face numerous vulnerabilities and henceforth a heap of hazard factors, which may lead to mishaps [14].

In China, the event of metro development mishaps has been increasing over the previous years too. One of the famous mishaps occurred on November 15, 2008, in Hangzhou, where a street collapse mishap murdered 21 individuals [15]. These mishaps

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have driven partners of the whole project lifespan (e.g., government agencies, owners, contractors, health and safety professionals, and workers) to give more consideration to the danger the board of metro development [16]. As to mechanical tunnel excavation, the overall population is worried about the conceivable ground misshapenness that may jeopardize surface structures and disturb street traffic. As indicated by insights, hazard management in mechanical tunnel excavation improved almost little from 2008 to 2016.

Mishap records have demonstrated that most of the mishaps in structural designing came about because of human shortcomings, and the reason shifted from task to extend [17].

As stated by Times of India (TOI) on November 20, 2017, about 48,000 employees pass away in the nation because of occupational accidents, of which the development region contributes 24.20% of the dead, says a worldwide explanation [18].

Table 1 shows the deaths, injuries, and accidents that occurred during the construction of four metro projects during the year 2013 [19].

Table 1. Deaths, Injuries, and Accidents during the Construction of Four Metro Projects

CITIES DEATHS INJURIES ACCIDENT YEAR

New Delhi 26 3 28 2013

Chennai 11 16 11 2013

Bangalore 10 13 23 2013

Kochi - 3 3 2013

Total 47 35 65 2013

Estimated fatal accidents are 56 numbers, whereas actual fatal accidents reported by the Indian Express are ten numbers in the accident statistics related to projects of Delhi Metro Rail Corporation (DMRC) in the NCT Delhi from 2008-2012 [20]. The yearly fatalities in the tunnel construction production stood extra than 50 up to the NATM (New Austrian Tunnelling Method) smeared in Japan in 1978. Later its claim, the number of fatalities decreased to about 10-20; the proportion of fatalities in a tunnel to all construction productiveness has been practically consistent ever since 1987, with the proportion presence of about 2%. So, we require retreating the fatalities, as well as wounds, because any mishap bringing about damage could result, could be connected to a deadly mishap [21].

Hazard characterized as a condition of potential harm that can maintain a strategic distance from or managed by appropriate and cautious measures embraced for safety control [22]. Kasahara [23] dissected human blunder, which happened in all industries that lead to mishaps, and those in construction caused genuine mishaps, for example, tumbling from a more elevated level or potentially being hit by a machine. Safety hazard distinguishing proof in metro development is acknowledging serious tasks, which is one of the basic parts of risk management. From different sources, the information on safety risk generally acquired in unstructured forms (e.g., specialist experience, risk case bases, construction drawings, construction association plans, and other venture documentation) [16]. Likewise, poor planning of safety frequently prompts disastrous mishaps, and Takagi brought up the significance of management of safety exercises to avoid human blunders; however much as could reasonably be expected [24].

Two factual strategies, exploratory factor analysis (EFA) and structural equation modeling (SEM) have been proposed and misused lately to uncover and test the cooperation in theoretical models. In particular, EFA permits distinguishing the structure among survey things without earlier information on both the variables also, the examples of the measured variables [25]. The SEM strategy can deal with complex connections among factors to all the while, gauging all coefficients in the model [26]. Another methodology intended for monitoring safety in construction proposed by Akutagawa [27], [28], [29], [30], [31], [32] of Kobe University, Japan, in 2006. Akutagawa describes this new approach with the utilization of ''light-emitting sensors''.

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

2. Identification of Risks

The factor load is the relationship coefficient between an individual variable and the basic factor. In the wake of running the principal component factor analysis, common factors can acquire by consolidating variables that generally have high factor loads. After principal component factor analysis of the substantial polls that recouped, an answer containing nine components discovered; this represented 82.091% of the total variance [33].

 Excavation of Tunnel

 Launching of TBM (Tunnel boring machine)

 Assembling of Segment

 Special conditions and procedures

 Arrival of TBM

 Grouting

 Pilot excavation

 Mucking

 Shaft construction

3. Questionnaire Design

A questionnaire framed relating to factors affecting safety in the construction of metro rail projects and distributed for the survey. The questionnaire consists of 42 questions relating factors influencing the general profile and morbidity profile of the respondent. Also, the respondent asked to rate the risk level of tunneling operation according to the respective rating scale, as shown in Table 2.

Table 2. Rating Scale

To protect the privacy of respondents, they guaranteed with confidentially and nondisclosure of their responses. The questionnaire may distribute to the manual survey (questions in persons). Respondents are to answer the question by giving tick marks or by submitting Google forms. The questionnaire for data collection consists of 3 sections:

1) SECTION A: Company and Respondent Profile

2) SECTION B: Evaluate How Severely Each Risk Factor May Affect Safety in the Underground Tunneling of Metro Rail Project

3) SECTION C: Safety Related Questions (Only for Senior Managers and Middle Managers)

4. Case Study

The site located at Sir Theagaraya Station, Chennai. The underground sections and tunneling work process is from Washermenpet to Korukkupet. The tunneling length is about 200m. The design consultant was SYSTRA. Afcons Infrastructure Limited finished the tunnel boring operation. This site is the Chennai Metro, Phase I Extension from Washermenpet to Wimco Nagar. The internal diameter of the tunnel is about 5.8 m. The tunneling operation carried out at an average rate of 10 m per day. There are two levels in

Extremely Important 1

Very Important 2

Moderately Important 3

Slightly Important 4

Not at all Important 5

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this Metro station. The base level is around 7 m height, and the concourse slab is of 5.2 m height above the base level.

4.1. A sequence of Activity for Tunnel Works

The sequence of activities for tunneling works explained in the following steps casting yard

 Segment casting

 Segment stock

 Preparation work of launching shaft

 Electrical supply to TBM

 Preparation for launching TBM

 TBM assembling

 Start excavation by TBM

 Muck disposal from locomotives

 Muck disposal by gantry

 Tunnel constructed

 Erection of segment 4.2. Components of TBM

The components of TBM includes

 Conveyor

 Segment erector

 Screw feeder

 planet gears

 hydraulic oil tank

 cutter disc

 teeth

 shoving hydraulic jack

 mixing chamber 4.3. Tally Board

It is a board that shows the number of workers inside the tunnel, and the various levels of workers and supervisors denoted in different colors. It used to check the people's entry and exit. The various color codes explained below

 Subcontractor – red

 Visitors – blue

 Contractors – green

 Client – yellow

The advancement in the tally board names with photographers of the workers, supervisors, and visitors displayed. Name and contact number and signatures entered.

4.4. CMRL Site

In the Chennai metro rail project, doctors will be there to check the health conditions and for any emergencies. The safety codes followed for tunneling is IS4756:

1978 safety codes for tunneling works. Pre-employment health screening done to check the health status of the employees and to determine whether they are fit for the work.

4.4.1. Entrance requirements

 Visitors go with the guidance of the client or contractor.

 Visitors provided with an entry pass, which includes time, entry, exit, and signature.

 Smoking is not allowed.

 A tunnel entry pass is required.

4.4.2. Gas monitoring

 Manual monitor which monitors only O2 in the site and surrounding areas

 Monitor connected with TBM is used to monitor all gases

 Level of oxygen range for entry is 19.5% - 23.5% by volume

 Gas monitoring updated for every 2 hours

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 BS 6164-2011 – sec 15.4 which used for gas monitoring 4.4.3. Ventilation system design

The minimum fresh air supply required is 0.3m³/min/person and an additional supply of at least 3 m³/min/working kilowatts. The temperature should not allow exceeding 29ºC. The codebook for ventilation and the working temperature referred to TBOCWR, 2006. Every 15m exhaust constructed during drilling.

4.4.4. Illumination

The walk away and tracks require 30 lux at the walking level and general working areas, 100 lux in working areas. Emergency luminaires installed in the tunnel at the intervals, not more than 50 m. At every 10m telephone or walkie talkie is fixed inside. BS 6164: 2011- Sec.17.2 & 17.5 for Quality of illumination. Conditions checked regularly.

4.4.5. General requirements

 Fire and First Aid Points

 Escape Routes

 Emergency Exit

 Tunnel Access Points

 Electrical Sub Stations

 Control and Communication Point

 Location of Emergency Illuminaries 4.4.6. Fire emergency

 Every 50 m distance fire hydrant system provided.

 Every 30 m distance fire extinguisher provided.

 Training for fire extinguishing provided.

4.4.7. Self-rescuer

 The supply of oxygen is for at least 20 min while walking for CMRL.

 Self-control breathing apparatus (SCBA) supplies oxygen for 6 hours during emergency work.

4.4.8. Man lock

 Only for compression and decompression purpose.

 It contains first aid boxes.

 As per code TBOCWR 2006, Medical lock provided at the site. In Chennai, no hospital has a man lock, so the man lock setup is made in the construction site.

4.4.9. Emergency alarm

An electric alarm provided over a particular spacing. In case of emergency, an electric alarm alerts the workers. If there is no power, a manual alarm fixed inside the

tunnel with which the alert can make to indicate the risk made by the workers.

4.4.10. Emergency Drills

The training is given to the workers to handle the emergency equipment in case of any accidents. Cold drinking water provided bear the heat inside the tunnel. Toilets and other facilities provided near the staircase.

4.4.11. Eye Wash Station

If any workers met with a chemical attack, first aid provided in eyewash station.

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Figure 1. Assembly Point

Figure 2. Notice Board

Figure 3. Project Details

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Figure 4. Entrance Board

Figure 5. Emergency Contact Numbers

Figure 6. Safety Boards

5. Conclusion

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

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

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Authors

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Ms. G. Poovizhi doing her M.E Construction Engineering and Management in the Department of Civil Engineering, Kongu Engineering College, Affiliated to Anna University, Erode, Tamilnadu, India.

Email: [email protected].

Mr. S. Manoj working as Assistant Professor in the Department of Civil Engineering, Kongu Engineering College, Affiliated to Anna University, Erode, Tamilnadu, India.

Email: [email protected]

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grayscale.

Author’s picture should in grayscale.

Dr. D. Ambika working as Assistant Professor in the Department of Civil Engineering, Kongu Engineering College Affiliated to Anna University, Erode, Tamilnadu, India.

Email: [email protected]

Ms. V. Santha Rubini doing her M.E Construction Engineering and Management in the Department of Civil Engineering, Kongu Engineering College, Affiliated to Anna University, Erode, Tamilnadu, India.

Ms. V. Nandhini doing her M.E Construction Engineering and Management in the Department of Civil Engineering, Kongu Engineering College, Affiliated to Anna University, Erode, Tamilnadu, India.

Ms. S. Dhinu Priya doing her M.E Construction Engineering and Management in the Department of Civil Engineering, Kongu Engineering College, Affiliated to Anna University, Erode, Tamilnadu, India.