KEBUTUHAN MATERIAL – PERALATAN KONSTRUKSI SPESIFIK DALAM
PROYEK MASS RAPID TRANSIT JAKARTA
Ir. Rachmadi, MSc.
Technical & Project Director
PT. MASS RAPID TRANSIT JAKARTA
MAY 2012
Feature of Jakarta MRT Project
North-South Corridor
Track Length 23.3 Km
East-West Corridor
Track Length: 87 Km
Phase I
Lebak Bulus –
Bundaran HI
Phase II
Bundaran HI – Kampung
Bandan
Pre – Feasibility Study
Track Length 15.7 Km (9.8 Km elevated,
5.9 Km underground)
8.1 Km
(all underground)
Station Number 13 (7 elevated,
6 underground)
+7 underground station
from Bundaran HI – Kota,
+1 at grade at Kampung
Bandan
Time 30 minutes 22.5 minutes (Lebak Bulus
– Kampung Bandan: 52.5
minutes)
Length between Station 0.6 – 2.0 km 0.8 – 2.0 km
Headway 5 minutes (2016) 5 minutes (2018)
Target of Passenger/Day 412.000 (2020/third year
operation)
With Traffic Demand
Management (TDM) and
Transit Oriented
Development (TOD)
630.000 (2037)
With Traffic Demand
Management (TDM) and
Transit Oriented
Development (TOD)
Target of Operation End of 2016 2018 2024 - 2027
Jakarta MRT Networks and Future Development
Op
erat
ion
al &
M
ain
ten
ance
Testing & Commissioning
ConstructionTenderBasic DesignInstitutional Set-UpBudget ArrangementFS
Jakarta MRT Phase IElevated Station Underground Station
• Senayan• Istora• Bendungan Hilir• Setiabudi• Dukuh Atas• Bundaran HI
8 PAKET UTAMA: CIVIL WORKS 6 PAKET (FIDIC YELLOW BOOK)
SYSTEM & M/E 1 PAKET (FIDIC SILVER BOOK)ROLLING STOCK 1 PAKET (FIDIC SILVER BOOK)
*) FIDIC (International Federation of Consulting Engineers)
PRA-FS
15 – 20 years
NOW
FEATURE MRT JAKARTA
Image of Elevated Station
Image of Underground Station
FAKTOR KEAMANAN (SAFETY) DALAM DESAIN
1) Land Subsidence
2) Gempa; Proyek MRT Jakarta akan memperhitungkan beban
gempa sesuai dengan peta gempa Indonesia terbaru
3) Pencegahan Terhadap Banjir
a) Mound – Up Entrance
b) Flood Protection Panel
c) Flood Protection Door
4) Antisipasi Terhadap Kebakaran
a) Menggunakan material yang tidak mudah terbakar
(Non-combustible Material)
b) Fasilitas Emergency di stasiun bawah tanah dan
terowongan (alarm kebakaran otomatis, CCTV, sistem
komunikasi di dalam terowongan, lampu emergency,
fasilitas pembuangan asap, fire extinguishier, hydrant,
sprinkler, koneksi pipa air di dalam terowongan, akses
petugas pemadam kebakaran)
5) Listrik Padam
JEMBATAN DI ATAS TOLL JORR
GEOLOGICAL CONDITION
Geological Condition
The upper at south of Jakarta where at almost the entire route of the
railway line is comprising Tuff Alluvium Deposits and a small part at
recent River Alluvium Deposits.
The subsoil at the site generally consists of two main formations as
below:
a) Stratum 1:
Highly plastic volcanic silty clay, ranging from soft to very stiff
consistency the thickness of this layer range from 5 to 20 m, and has a
soft to very stiff consistency with Nspt = 2-19
b) Stratum 2:
This stratum of alluvial deposits can be divided into two sub layers,
namely the hard to very hard silt layer and occasionally is inserted by a
very dense sand layer. This stratum has a consistency ranging from
loose to very dense consistency from Nspt = 20 to more than 60
Bunderan HI
Station
Senayan Station Istra Station
Bendungan Hilir
Station Setiabudi StationDukuh Atas Station
Geological Condition – Underground Section
Alluvium (Cohesive Soil) Alluvium (Sandy Soil) Dilluvium (Cohesive Soil) Dilluvium (Sandy Soil)
TUNNEL DESIGN
Tunnel Diameter
The Factors of Decision for Tunnel Diameter
• Construction Gauge
• Track Structure
• Outside Clearance of Construction Gauge
• Space for Catenary Facility
• Curve Section (Cant and Extension of Construction Gage
width)
• Construction Allowance
Outside Clearance of Construction Gauge
Upper Side
- Outside Clearance of Construction Gauge
100mm
- Space for Catenary Facility
300mm
Upper Limit : 300+100=400mm
Lower Side
-Minimum distance from sleeper edge to
lining
200mm
Lower Limit : 200mm
Lower Limit
Upper Limit
5750mm
Tunnel Type
Narrow RoadWide Road
Hits the Foundation
Narrow Road
In STDT case In STDT is difficult case DTST is chosen
Jakarta MRT : Single Track Double Tube (STDT)The reason is below:
If the above road width is wide they used STDT. However, the tunnel hits the building foundation if the
above road is narrow. That time, the protection of buildings is very expensive. So they chose DTST in that
case.
Underground Tunnel Section
Tunneling Method
NATM or TBM?
NATM method is more widely used when the geological conditions are
rocky and the surrounding rock or soil formations of a tunnel are integrated
into an overall ring-like support structure. Thus the supporting formations
will themselves be part of this supporting structure
Considering geological condition to be faced at this first stage of
construction of the MRT was not rocks, but more soil, the use of TBM is
considered more suitable than the NATM.
No Criteria Slurry –Supported Shield
EPB - Shield
1 Max settlement control + -
2 Boulders + -
3 Mixed face + -
4 Voids, possibly with water + -
5 Wear + -
6 Tool change / maintenance + -
7 Very fine grain - +
8 Very coarse grain + -
9 High groundwater + -
10 Natural gas + -
11 Contaminated soil +- +-
12 Depositing of soil - +
13 Investment cost - +
TBM Type, EPB or Slurry?
ItemEarth pressure balanced
(EPB) shield
Slurry pressure balanced
(SPB) shield
Applicability to
soil
・Silty sand ○ ○
・Sandy silt ○ ○
・Sand ○ ○
Applicability to small
overburden○ △
Applicability to high-ground
water pressure○ ◎
Applicability to boulder ○ △
Applicability to chip ○ ○
Removal of obstacle ○ ○
Launching shaft base and
soundproofing equipment○ △
Profit
ability
・Silty sand ○ ○
・Sandy silt ○ ○
・Sand ○ ○
・Cost ○(Low) △(High)
Evaluation ◎ ○
Overall evaluation
JAKARTA MRT EPB (Earth Pressure Balance), reason is:
①As for the earth pressure balanced shield, the technology is good, and costs are lower than the slurry shield.
③When the type of soil that the tunnel passes is an entire clayey soil, the earth pressure balanced shield is obviously
suitable and cost is low.
TBM TYPE, CONSIDERATION FOR JAKARTA MRT
Image of EBP Type TBM
SEGMENT LINING DESIGN
Segment Design
6 nos. Division
3 x A Segment
2 x B Segment
1 x K Segment *1
Note :
• Outer Diameter : 6650 mm
• Inner Diameter : 6050 mm
• Lining Thickness : 300 mm
6
Ring2
Ring1Th
ick
nes
s
Segment
Ring Joint
Segment Joint
6 nos. Division
3 x A Segment
2 x B Segment
1 x K Segment *1
Segment Joint
Ring Joint
IMAGE FIGURE OF SEGMENT
Note : K Segment have taper and it is installed in the last of the ring.
SegmentType
RC Concrete
Segment Width
1200 mm
Segment Thickness
300 mm
SegmentNumber of Division
6 nos.
Joint Type Curve Bolt Type
GROUTING FOR TUNNELS
GROUND TREATMENT
Contact Grout
Contact grouting is defined as the injection of grout behind cast-in-place concrete
lining (shaft and/or tunnel), or grouting behind the initial support system, to achieve
continuous contact between the lining and the surrounding rock or soil.
Perform contact grouting as to
ensure that all voids between the
lining and soil are filled with
grout
No pressure washing or testing is
required prior to injecting grout
Cast-in-place concrete final lining
shall have been in place at least
7 days before grouting
commences
UNDERGROUND STATION DESIGN
Structure Details
Jakarta MRT has 6 underground structures:1. Senayan Station2. Istora Station3. Bendungan Hilir Station4. Setiabudi Station5. Dukuh Atas Station6. Bunderan HI Station
General Criteria
No General Criteria Choices
1 Selection of underground station type for basic design and design scope
1. Bendungan Hilir (2 stories structures)2. Dukuh Atas (3 stories structures)
2 Codes and standard 1. Indonesian Railway Technical Standard for Design (Concrete Bridge Structures, Foundation Structure, C&C Tunnel)
2. Design Standard for Railway Structures with Commentary (Concrete Structure October 2001, Foundation Structure June 2002, C&C Tunnel March 2003)
3 Design condition and status
Design maximum speed 80 km/h
Track structure Elastic sleeper track
Number of tracks Two tracks
Clearance Min. 400 mm from the center track to near face wall
Typical Cross Section5700
1100
6500
200
G.L
OVERBURDEN
R.L
VARIOUS
3360
6500
2276
0
R.L -18.1(m)
G.L 4.66(m)
5700
5700
1100
200
200
D-wall thickness = 1.0m
Image of Underground Station
Typical concourse design
Construction Sequence
Step Construction Sequence Comment
1 Diversion of Existing Utilities Removal and relocation of utilities
2 Construction of Retaining Walls Construction of retaining wall to protect the soil
3Installation of King Post
Install king posts to provide support and hanging road over deck
4 Installation of Road over Deck To allow passage of vehicles and pedestrians
5Excavation & Support & Top Slab While excavating, temporary strut will be installed and top
slab will constructed
6 Installation of structure Installation of permanent structure
7Backfill & Removal of Decks
Carried out backfill and remove temporary road-over decking
8 Restore to Original Restore original layout plan and good landscape
1
2
3
4
5
6
7
8
Traffic Management (During Construction)Traffic management during construction
Station box location
Construction site
Private area
Pedestrian path
Slow speed lane
Green Lane
Fast speed lane
Transjakarta (busway) lane
Street median
PARTISIPASI KONTRAKTOR LOKAL DALAM PROYEK MRT JAKARTA
Pendanaan proyek sebesar kurang
lebih 83% berasal dari pinjaman JICA
(JBIC)
Persyaratan pada pinjaman STEP Loan
(Special Terms of Economic
Partnership) bunga rendah
0.2%/tahun dengan grace period 10
tahun dan payback 40 tahun sehingga:
General Main Contractor harus
berasal dari Jepang
Minimum 30% dari eligible costs
adalah Japanese Product
Untuk pekerjaan konstruksi sipil,
penggunaan Japanese content
secara umum kurang dari 30%
Kontraktor Dalam Negeri untuk
Pekerjaan Sipil berpartisipasi dalam
bentuk JV
Kontraktor Dalam Negeri untuk
Pekerjaan System berpartisipasi
dalam bentuk JV
Kontraktor Dalam Negeri untuk
Pekerjaan Rolling Stock
berpartisipasi dalam bentuk
Declaration Letter untuk memakai
bagian tertentu produksi Dalam Negeri
PENDANAANPARTISIPASI LOKAL
Thank you !
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