KVMRT UG ebOOKLET 2019

KVMRT TUNNELLING
AND UNDERGROUND CONSTRUCTION

ABOUT MMC GAMUDA
MMC Gamuda Joint Venture (JV) is a 50:50 joint venture
between two of Malaysia’s most illustrious
engineering and construction groups –
MMC Corporation Berhad and Gamuda Berhad.
With a combined expertise of two of Malaysia’s largest
infrastructure groups with diverse experience ranging
from urban rail, highways, airports, and bridges to
power generation, water treatment, multi-purpose
ports and sustainable township development, the JV
partnership of MMC Gamuda brings together the best
of Malaysian engineering like no other.
Backed by a sterling track record in developing largescale
projects on time, coupled with its expanding
capability in engineering innovation and breakthrough
solutions, MMC Gamuda is a frontrunner in the
implementation of Malaysia’s new chapter in public
transportation infrastructure – the Klang Valley Mass
Rapid Transit (Sungai Buloh-Kajang Line) as well as
(Sungai Buloh-Serdang-Putrajaya Line) and the
Electrified Double Track Project (Ipoh-Padang Besar).
Armed with comprehensive in-house expertise in
project management skills, tunnelling, geotechnics,
engineering and construction know-how, we are
in the main league of construction players that is
changing the infrastructure built in times to come.
MMC Gamuda developed the world’s first dualpurpose
tunnel designed to alleviate stormwater
flooding and traffic congestion in the heart of Kuala
Lumpur, known as the Stormwater Management and
Road Tunnel (SMART).
With a stormwater diversion channel and doubledeck
motorway merged into a single tunnel, SMART
is a legacy of Malaysian infrastructure development
capability that stormed the world with its unique
concept targeted at solving two of urban cities’ most
critical dilemmas.
Cochrane Station: The VD TBM being assembled in the shaft
1

MMC GAMUDA KVMRT (T) SDN BHD
MMC Gamuda KVMRT (T) Sdn Bhd (MGKT) was set
up on 30 March 2012 to undertake the design and
construction work for the underground package of
Klang Valley Mass Rapid Transit (KVMRT) project. The
KVMRT project is part of the Government’s Economic
Transformation Programme and owned by the
Government of Malaysia through MRT Corporation
Sdn Bhd (MRT Corp).
MGKT was awarded the RM8.2billion tunnelling
package for KVMRT SBK Line which involves the
design and construction of 9.5km underground
tunnel with seven underground stations. MGKT
won the contract through a competitive bid. The
underground tunnelling alignment runs from the
Semantan North Portal near the Federal Hill past
the urban transport hub of KL Sentral and the busy
streets of Bukit Bintang and Chinatown to the Maluri
South Portal near Taman Miharja.
With proven track record in carrying out tunnelling
and other underground works in the challenging
geology of the Klang Valley, MGKT has also won the
single-largest Mass Rapid Transit (MRT) package to
date worth RM15.47bil for the underground works in
the recently launched MRT Sungai Buloh-Serdang-
Putrajaya (SSP) Line.
The underground works package involves the design,
construction and completion of tunnels, underground
stations and associated structures such as portals and
escape shafts for the SSP Line underground alignment
from the Jalan Ipoh north escape shaft to the Desa
Waterpark south portal.
The line will serve a corridor with a population of
around 3 million people stretching from Sungai Buloh
to Putrajaya and will include Sri Damansara, Kepong,
Batu, Jalan Sultan Azlan Shah, Jalan Tun Razak, KLCC,
Tun Razak Exchange, Kuchai Lama, Seri Kembangan
and Cyberjaya.
The SSP alignment is 52.2km of which 13.5km is
underground. A total of 36 stations, 11 of them
underground, will be built. At commencement of full
service in the second quarter of 2022, the SSP Line is
expected to have a ridership of 529,000 passengers
per day. This is expected to further improve the cronic
traffic congestion currently faced by Kuala Lumpur.
Our Human Capital is our Wealth
2

Proud to be Malaysians, Honoured to be with the Nation’s Landmark Project
ABOUT KVMRT PROJECT
ABOUT KVMRT PROJECT
Klang Valley Mass Rapid Transit (KVMRT) Project is
a rail-based public transport network, envisaged to
radically improve and transform Kuala Lumpur’s public
transportation coverage and to propel the Greater Kuala
Lumpur into one of the top most liveable cities in the
world.
The MRT project which was approved by the Malaysian
Government in December 2010 and launched on 8 July
2011, will help ease traffic congestion and increase the
public transport modal share from 18 % in 2009 to 40 %
in 2020.
It will be the backbone of the new sustainable transport
system, integrating with LRT, Monorail, KTMB Komuter,
intra-city and inter-city bus routes. The MRT project
was made an Entry Point Project of the Economic
Transformation Programme (ETP) under the Greater
Kuala Lumpur/Klang Valley National Key Economic Area
(NKEA).
The ETP is being implemented by the Performance
Management and Delivery Unit (Pemandu) of the Prime
Minister’s Department.
The first MRT line stretches from Sungai Buloh to Kajang
(SBK) and will serve a catchment of 1.2 million residents
travelling between populated residential, commercial
centres and key employment areas in the Klang Valley.
The Sungai Buloh-Kajang line covers a distance of 51km
and hosts 31 stations.
3
The RM8.2billion tunnelling package for KVMRT SBK
Line involves the design and construction of 9.5km
underground tunnel with seven underground stations.
MGKT won the contract through a competitive bid.
The underground tunnelling alignment runs from the
Semantan North Portal near the Federal Hill past the
urban transport hub of KL Sentral and the busy streets of
Bukit Bintang and Chinatown to the Maluri South Portal
near Taman Miharja.
The entire 51km MRT SBK Line is expected to be fully
operational by mid-2017.
The second MRT Line, the Sungai Buloh-Serdang-
Putrajaya (SSP) Line will serve a corridor with a
population of around 3 million people stretching
from Sungai Buloh to Putrajaya and will include Sri
Damansara, Kepong, Batu, Jalan Sultan Azlan Shah, Jalan
Tun Razak, KLCC, Tun Razak Exchange, Kuchai Lama, Seri
Kembangan and Cyberjaya.
The 52.2km alignment, including13.5 km is underground
will have a total of 36 stations, 11 of which will be built
underground.
At commencement of full service in the second quarter
of 2022, the SSP Line is expected to have a ridership of
529,000 passengers per day.
A third line called the Circle Line is still at the planning
stage.

KVMRT
SBK Line
8 July 2011:
MRT project was officially
launched.
30 May 2013:
The launch of the first
Variable Density Tunnel
Boring Machine (VD TBM).
SBK Line
SBK Line
15 December 2016:
Phase One of the MRT
SBK Line was officially
launched.
17 July 2017:
Phase Two of the MRT
SBK Line was officially
launched.
SBK Line
SSP Line
15 September 2016:
The second MRT Line i.e.
SSP Line was launched .
KVMRT FACTS AT A GLANCE
Details SBK Line SSP Line
Total Distance 51 km 52.2 km
Underground Alignment 9.5 km 13.5 km
Stations
31 stations including 7
36 stations including 9
underground
underground + 2 shell and core
Ridership
Completion
Estimated daily ridership of
over 400,000
Phase 1: 16 December 2016
Phase 2: 17 July 2017
Estimated daily ridership
of about 530,000
Second quarter of 2022
4

THE BUILDING METHODS OF
THE UNDERGROUND STATIONS
1
Bottom-up Construction
2 Top-down Construction
Conventionally, buildings with underground basements are built by
bottom-up method where sub-structures and super structure floors
are constructed sequentially from the lowest level of basement to
the top of the super-structure.
To illustrate the conventional bottom-up construction further, a
trench is excavated from the surface where the tunnel is constructed
and then the trench is backfilled and the surface is methodologically
restored afterwards.
The trench could be formed using open cut methods (sides sloped
back and unsupported), or with vertical faces using an excavation
support system. In bottom-up construction, the tunnel is completed
before it is covered up and the surface reinstated.
This method however is not feasible for the large scale projects with
limited construction time through extreme terrain constraints.
The bottom-up construction method also comes with several
benefits. Waterproofing can be applied to the outside surface of the
structure.
Additionally, the interior of the excavation makes it easily accessible
for construction equipment and the delivery, storage and placement
of materials.
Supplementary drainage systems can also be installed outside the
structure to channel water or divert it away from the structure.
Top-down construction method builds the permanent structure
components of the basement along with excavation from the top to
bottom. By employing this method basement floors are constructed
as the excavation progresses.
The top-down method is mainly used for the two types of urban
structures, tall buildings with deep basements or underground
structures for example car parks, underpasses and underground
stations.
The top-down method is ideal for cavernous excavation projects
where soil movements must be minimized. This approach is ideal for
Klang Valley’s extreme geology.
This construction method reduces overall construction time, and
has been adopted by major projects worldwide to minimize lengthy
construction periods.
Typically construction begins with the installation of the retaining
wall, then proceeding with load-bearing elements that will carry the
future super structure, in this case of the Sungai Buloh-Kajang (SBK)
Line underground stations.
Basement columns are constructed before any excavation or load
bearing elements take place.
Tun Razak Exchange Station: Bottom-up construction method
5

TUNNELLING SPECIFICATIONS
Tunnelling Specifications: SBK Line
Tunnelling Specifications: SSP Line
13.5km 12km Dec 2017 - June 2020 6.7m
6

UNDERSTANDING THE GEOLOGY
BENEATH KUALA LUMPUR
The alignment of the SBK Line traverses through two different geological formations which are Karstic Limestone
and Kenny Hill, both of which account for approximately 50% each.
For SSP Line, three different geological profiles are involved which are Kenny Hill, Karstic Limestone and Granite.
Kenny Hill
Karstic Limestone
Granite
Major tunnelling projects around
the world have been successfully
completed through actively
anticipating, monitoring and
predicting ground movement
behaviours, innovative highprecision
engineering, along with
efficient and safe construction
methods.
This geology dominates from the
Northern Portal at Semantan to
Pavilion Shopping Complex. The
Kenny Hill Formation is essentially
sedimentary rock formation.
It consists of a sequence of
interbedded clastic sedimentary
rocks such as sandstones, siltstone
and shale.
Such geology is challenging
during tunnelling works as there
is a mixture of extreme hard
rock (skarn), loose silty sand and
gravels due to alluvial deposits.
The loose silty sands and gravels
can be particularly difficult to deal
with as they can contain high
volumes of groundwater and act
as a waterway once broken into.
The fissure water can cause
decompaction and ground
pressure water inrush can be
released that could lead to
ground subsidence disrupting the
ground surface causing harm to
the general public.
This geology dominates the area
just outside the Pavilion Shopping
Complex at Bukit Bintang to the
Southern Portal Maluri at Cheras.
The Kuala Lumpur Limestone
formation is one of the most
challenging formations due to its
complexity.
The water erosion left below the
surface, cliffs, pinnacles, cavities and
interconnected pathways known as
solution features.
The solution features can hold
water and cavities are overlain
by loose alluvium and any
change in pressure can result in
collapse. With such unpredictable
geological conditions, it is vital to
control ground loss and pressure
fluctuations in the midst of
tunnelling works to avoid sinkholes,
reduce settlement and limit the
impact on existing structures.
Due to its riddled underground
passages, some cavities may be
filled with water. Karst sinkholes
and ground subsidence occur when
disturbances to these underground
water tables cause earth and other
debris to shift, disrupting the
equilibrium of the system.
Another possible consequence
is eruptions of mud to the road
surface when the tunnelling slurry
finds its way to the surface during
the boring process.
The Granite rock is geologically
younger than the Kuala Lumpur
Limestone and the Kenny Hill
formation. It intrudes both the
Limestone and the Kenny Hill
formation. The rock is exposed in
various localities in city, such as in the
Bukit Lanjan area (NKVE), the Mont
Kiara & Sri Hartamas area, the Sri
Damansara area, Damansara Perdana
and Taman Tun Dr. Ismail.
Granite is often weathered to various
weathering grades. Wherever granite
is encountered along the tunnel
alignment or at the underground
stations, the bedrock is inevitably
covered with a residual soil mantle of
varying thickness (tens of metres).
Tunnelling through good quality,
massive granite rock using TBM would
be a straight forward, non-problematic
effort except for the tear and wear of
the cutting tools resulting in more
frequent interventions to be carried
out. However, due to the different
grades of weathering of the granite,
mixed face of rock and residual soils
can be encountered and this can cause
some difficulties.
Tunnel face conditions can thus vary
from full face rock, mixed face rocksoil,
or full face soil. Stability of tunnel
face/roof can also be affected by the
orientations of the various major joints/
joint sets in the granite with respect to
the direction of tunnelling and adverse
water conditions of rock/soil interface.
7

GEOLOGICAL VIEW
SBK Line
SSP Line
8

WORLD’S FIRST VARIABLE DENSITY SLURRY
TUNNEL BORING MACHINE (VD TBM)
The VD TBM is the most technologically
advanced TBM in the world. It works
on the principle where the density of
the fresh bentonite pumped into the
excavation chamber can be varied
/ increased according to the ground
condition, hence reducing the incidence
of sinkhole, subsidence and settlement.
This technological marvel has been
hailed as a breakthrough by industry
thought-leaders
9

VARIABLE DENSITY SLURRY TUNNEL
BORING MACHINE (VD TBM)
With almost half of the tunnel alignment sitting in
the Grade V Karstic Limestone, MMC Gamuda had
proposed for this section a twin mode tunnel boring
The Variable Density Slurry TBM uses higher density slurry
with increased viscosity to prevent the loss of ground surface.
By preventing the loss of slurry into cavities, and from
-
venting sinkholes that can disrupt the surface ground of
the Cityscape.
machine (TBM) that would operate in both ‘slurry’ and
‘EPB’ modes, additionally equipped with facility to use
a higher density slurry.
This innovative technology was co-developed by MMC
Gamuda and Herrenknecht AG. A total of six VD TBMS were
used to bore the KVMRT tunnels.
On this KVMRT project, six twin-mode TBMs with
variable density provision were used to undertake
7.5km of tunnelling through the limestone for the SBK
Line, which was completed end June 2014. The same
TBMs are refurbished to be used for the SSP Line.
The state-of-the-art Tunnel Boring Machine excavates
rock and soil with special tools while building a
permanent precast concrete lining of the tunnels at
the same time.
The two types of TBMs deployed are:
• Variable Density Slurry (VD TBM)
• Earth Pressure Balance (EPB TBM)
The first of its kind in the world, this specialised
Tunnel Boring Machine was designed in particular
to manage extreme Karstic Limestone geology. Our
breakthrough engineering and high-technology
approach has continuously positioned us as the
leading force in Malaysia’s infrastructure planning
and development, enabling us to set numerous
benchmarks in the construction industry.
Taking innovative engineering to the next level,
we collaborated with the world’s largest tunnel
boring machine manufacturer, Herrenknecht AG,
to develop the world’s first Variable Density Tunnel
Boring Machine (VD TBM).
The VD TBM is a slurry machine designed for several
modes of tunnelling, both in slurry and EPB, with a
facility to vary the density of the slurry. The ‘variable
density’ enhancement that led to this technological
innovation is the first of its kind in the world. It is a
direct result of MMC Gamuda’s previous experience
from the involvement in tunnelling through the
same Karstic Limestone ground conditions in
The Variable
the vicinity
Density
of Kuala
Slurry
Lumpur
TBM uses
MRT
higher
project,
density
albeit
slurry
with
with
increased
a larger
viscosity
diameter
to prevent
single
the
dual
loss
purpose
of ground
tunnel
surface.
designed By preventing to alleviate the loss floods of slurry and into carry cavities, traffic and (SMART from
Project).
-
venting sinkholes that can disrupt the surface ground of
the Cityscape. The VD TBM was declared the winner of the
International Tunnelling and Underground Space
This innovative Awards 2014 technology in London was under co-developed the Technical by MMC
Gamuda Innovation and Herrenknecht of the Year AG. Category A total and of six has VD since TBMS been were
used adopted to bore the in many KVMRT tunnelling tunnels. projects worldwide in
different geology.
10

EARTH PRESSURE BALANCE TUNNEL
BORING MACHINE (EPB TBM)
The Earth Pressure Balance TBM is employed to manage the Kenny Hill formation, to meet its inherent
cohesiveness and plasticity.
This TBM uses excavated soil to provide continuous support to the tunnel face by balancing the earth pressure
against the forward pressure of the machine.
Typical Earth Retaining System & Station Construction in Kenny Hill
Traffic is diverted for the construction of the station box, while a diaphragm wall construction is installed as a
temporary & permanent structure. Both strutting and ground anchors are used in the excavation of Kenny Hill.
Slabs and internal station structures are constructed and the ground above the roof is backfilled. Traffic is
reinstated above the station box once construction is completed.
11

SAFE TUNNELLING METHOD
TBMs are safer as a tunnelling
method:
Tunnel Boring Machines have
revolutionised tunnelling methods,
making it possible to create
underground spaces in highly built-up
cities with overwhelming population
density
12

MRT SUNGAI BULOH-KAJANG LINE
(SBK LINE) ALIGNMENT
Malaysia is heralding a new era never before seen
in its over five decades of independence with
the strategic implementation of the Economic
Transformation Programme (ETP), envisioned to
carry our country to developed status by the year
2020. The ETP’s grandeur vision is outlined under
the 12 National Key Economic Areas (NKEAs).
Klang Valley Mass Rapid Transit (KVMRT) is the
single most important enabling factor for the
crystalisation of the Greater Kuala Lumpur/Klang
Valley NKEA, transforming Malaysia into a worldclass
economic and tourism hub.
As one of the Entry Point Projects highlighted
under the Greater Kuala Lumpur/Klang Valley
NKEA, building an integrated urban mass rapid
transit system will provide greater connectivity for
the public. This will also invigorate the local public
transportation system by forming the backbone of
Klang Valley’s Integrated Rail Network, consisting of
the Light Rail Transit (Kelana Jaya and Ampang LRT
Lines), KTM Komuter, Monorail, KLIA Ekspres and KLIA
Transit.
The MRT is a step ahead in placing Kuala Lumpur
among the top cosmopolitan and most liveable cities
in the world, enabling easy connectivity for up to
1.2 million residents traversing between populated
residential districts, business centres, commercial
centres, and key employment areas in the urban and
suburb corridors of the Klang Valley.
13

KVMRT SBK Line:
- Quick Facts
51km in length
9.5km is underground
31 stops
24 elevated stations
7 underground stations
14

MRT SUNGAI BULOH-SERDANG-PUTRAJAYA LINE
(SSP LINE) ALIGNMENT
15

S22 Bandar Malaysia South
Provisional Station
16

FORTIFYING TUNNEL STRENGTH WITH
SEGMENTAL LININGS
Segmental linings are traditionally the primary support layer in tunnel construction. Approximately 11,500
rings of tunnel segment lining, with a thickness of 275mm are built for the KVMRT project to provide resistance
against external pressure. They offer axial support for the thrust rams of TBM and maintain its progress.
All completed tunnel lining are designed to withstand a variety of factors. Essentially they are:
17

INTRODUCING INNOVATION - Steel Fibre Reinforced Concrete (SFRC)
On this project, we introduced for the first time the use of Steel Fibre Reinforced Concrete (SFRC) for the tunnel
lining segments. Of the 20 odd kilometres of tunnels on SBK Line, over 90% were lined by segments reinforced
only with steel fibres. In the remaining 10%, rebar cages were used to increase the bending moment capacity to
suit localised loading conditions.
Advantages of SFRC Segments
- The use of SFRC was advocated mainly for its benefits in improving durability due to its ability to reduce crack
width and spalling as well as stop water path that causes corrosion of rebar.
- The prevention of crack propagation also helps reduce the need for leak repairs in the tunnels and provides
better freedom for installation of M&E fixtures on the linings without having to avoid rebars while drilling.
- Productivity is increased as labour is no longer required for rebar cage fabrication and placement. Manpower for
supervision and checks is also reduced.
The Challenges
18

19

THE UNDERGROUND
CONSTRUCTION PROCESS
Underground Works Sequence
10 main TBMs were deployed to complete the 9.5km alignment
with 4 launch shafts located in Semantan, Pudu, Cochrane and Maluri, spanning over 5 tunnel drives.
Tunnelling Sequence
pre escavated
20

PLANNING & DESIGN OF
UNDERGROUND STATIONS
The early stages of KVMRT construction involved
rigorous planning and design of the track alignment,
stations, shafts and other underground structures to
ensure the KVMRT system functions optimally with the
following safety precautions.
STANDARDS AND CODES OF PRACTICES
All design work for the KVMRT project
conforms to the Standards and Codes
of Practiced issued by British Standard
Institution (BSI).
All underground stations and
structures with public access are
design for safe evacuation in case of
fire and other emergency. These safety
requirements are in accordance to the
National Fire Protection Association
(NFPA 13) for fixed guide way transit
and passenger rail systems.
19 21

ARCHITECTURAL DESIGN - AESTHETICS & FINISHES
THE 7 UNDERGROUND STATIONS SBK LINE
Theme: Transition – The Fusion of Our History and Modern
Malaysia
Theme: Confluence – Where Tradition meets Our
Contemporary lifestyle
Theme: Independence – A Tribute to the Spirit of Malaysia
and Her Independence
Theme: Dynamic – Vibrant Colours to Express the Dynamic
Energy of Bukit Bintang
Theme: Islamic Corporate – Reflecting a Developing
Corporate Location and Dynamic Business Hub
Theme: Urban Living – Reflecting Style, Fun and
Cheerfulness
Theme: New Generation – Revitalizing Older Communities
via Connectivity
22

THE SUCCESSFUL TBM
BREAKTHROUGHS OF SBK LINE
Semantan to Muzium Negara
(13/06/2013) (24/12/2014)
Cochrane to Tun Razak Exchange
(19/07/2013) (09/01/2014)
Semantan to Muzium Negara
(14/07/2013) (16/01/2014)
Bukit Bintang to Pudu Launch Shaft
(16/08/2014) (18/10/2014)
Cochrane to Maluri
(09/11/2013) (24/04/2014)
Cochrane to Maluri
(28/09/2013) (08/04/2014)
Pudu Launch Shaft to Merdeka
(05/05/2014) (06/10/2014)
Bukit Bintang to Pudu Launch Shaft
(24/07/2014) (16/10/2014)
Muzium Negara to Pasar Seni
(28/03/2014) (29/10/2014)
Pudu Launch Shaft to Merdeka
(04/11/2014) (04/01/2015)
Merdeka to Pasar Seni
(28/10/2014) (03/01/2015)
23

TUNNELLING TRAINING ACADEMY (TTA)
UPSKILLING ON YOUNG WORKFORCE
Tunnelling Training Academy (TTA), launched by the
fourth Prime Minister of Malaysia and the Perdana
Leadership Foundation Honourary President Yang
Amat Berbahagia Tun Dr. Mahathir Mohamad
in December 2011, is MMC Gamuda’s initiative
in developing a sustainable source of young
Malaysians who are proficient in tunnelling which is
a highly specialised area of work.
Consistent with the Government’s aspirations to
transform Malaysia into a high-income nation
by the year 2020 through the creation of niche
value-added employment opportunities in
high technology industries, TTA is producing
a steady stream of specialists, technicians and
skilled manpower to support the roll-out of the
underground works for the KVMRT project in the
Klang Valley, as well as similar tunnelling projects in
other parts of the world.
At an initial cost of RM10 million for facilities set-up
and development of skilled, technical and specialist
training modules, TTA, since its inception has
trained a total of 1000 skilled tunnelling workers
for the industry, of which many are already making
a decent living and making their way towards a
rewarding career in tunnelling from working at
various KVMRT, SBK Line underground project sites.
KVMRT Lines that are part of the Klang Valley Urban Rail
Development Plan.
TTA is in collaboration with the Construction Industry
Development Board (CIDB) in the assessment and award
of the relevant skills certificates for participants. Also In
cooperation with the government, students from Institut
Kemahiran Belia Negara (IKBN) and Kolej Komuniti are
recruited into TTA for industry-specific skills enhancement
programmes.
The range of facilities available at TTA include indoor
classrooms, on-site tunnel boring machine cutterwheel,
shotcrete mould, testing unit for annular gap filling
(grouting), testing unit for foam production, laboratory
apparatus, as well as equipment and devices for
tunnelling data acquisition and analysis, and erector
simulator for tunnel segment ring building.
TTA is also expected to cater for the training
needs of additional workers required for future
Trainees undergoing training at the TTA
24

TBM REFURBISHMENT PLANT
Aerial view of TBM refurbishment plant at Waiko Engineering in Pusing, Perak
The TBM refurbishment plant located at Waiko
Engineering in Pusing, Perak was set up in 2015
as one of the initiatives of the MRT Project Offset
Programme, providing the platform to develop
high technology in Malaysia through cooperation
with foreign contractors and suppliers.
The initiative, in partnership with Herrenknecht
AG, would see the refurbishment, upgrading and
modification of almost the entire fleet of TBMs
deployed in the building of the Sungai Buloh-
Kajang Line (SBK Line).
Tunnelling Training Academy, supervised by experts from
Herrenknecht AG.
Under the initiative, Herrenknecht AG will collaborate
with local steel and heavy engineering specialist, Waiko
Engineering Works Sdn Bhd, to jointly carry out the TBM
refurbishment works. Waiko is one of the beneficiaries for
TBM refurbishment and components manufacturing in
Malaysia, as part of the KVMRT offset agreement under
MRT Corp and the Malaysian Industry-Government Group
for High Technology.
With the setting up of the refurbishment plant, it
would enable the transfer of TBM expertise and
refurbishment technology to Malaysia and its
regional peers. It offers a new learning opportunity
and exposure to our local talents to such training
and experience in the highly-specialised operation
of TBM refurbishment which helps Malaysian
talents to be highly marketable worldwide.
The refurbishment works is conducted by a
team of experienced local engineers, supervisors
and trained tunnel crew from MMC Gamuda’s
VD TBM going through testing and inspection by the TTA crew
25

BUILDING INFORMATION MODELLING (BIM)
MMC Gamuda is one of the forerunners in the
use of Building Information Modelling (BIM) in
Malaysia, a technology to measure and validate
site progress relating to construction works.
It is currently being implemented for the
underground portion of the Klang Valley MRT
project and the SSP Line underground package
is the first infrastructure project in Malaysia to
be delivered using the BIM process.
BIM, in accordance with the UK BIM level 2
mandates, is the means by which everyone can
understand a building through the use of a
digital model built using data contributed in a
collaborative fashion – before, during and after
construction. The use of BIM is now mandated
throughout the company.
3D model for future Chan Sow Lin Station
MMC Gamuda has also invested significant
cost in setting up a BIM academy, the first in
Malaysia, to train its staff so they could design
and operate the automated process. The
academy was set up to facilitate the human
capital development process, which will train
over 1,000 staff in BIM – in 3D, 4D and 5D
workflows over the next two years and the
training is based on the requirements of the UK
PAS 1192-2.
The training will help the change in the
construction industry as far as reducing
inefficiencies and wastage are concerned
as well as help to add value in terms of
local human capital development as more
employees, including subcontractors, are
trained to use BIM.
BIM training at
Shamelin
3D model for Mechanical, Electrical & Plumbing (MEP)
at Muzium Negara Station
26

TECHNOLOGY & INNOVATION
ADOPTED AT KVMRT UNDERGROUND SITES (SBK LINE)
Adaptation of Surface Mining
Technology for deep rock excavation
in urban metro underground station
Used at Tun Razak Exchange MRT Station Site
- Replaces conventional drill and blast method
with mechanised production using surface mining
technology. Overcomes typical shortcomings
associated with drill and blast like excessive
vibration, noise and fly rock.
- Circumvents restrictions imposed by authorities
on blasting hence improves productivity in
construction.
- First in Malaysia to successfully complete an
underground metro station excavation using
surface miners.
Low Headroom Piling Machine
Used at Maluri MRT Station Site
- Customised bore piling machine working in
headroom-constrained condition.
- Developed jointly for bore piling works
underneath high tension cables at Maluri
Underground Station.
- Height of boring rig reduced from conventional
15.8m to 7.5m to work safely under the height
clearance made available at 9.0m.
- Prevented the need to relocate the high tension
cables which can be costly and time consuming.
- The new development was used subsequently in
projects in Australia.
- World’s shortest bore piling rig.
Silent Piler for hard ground
Used at Bukit Bintang MRT Station Site
- First of its kind used in Malaysia.
- Compact and light that it can eliminate or
minimise negative social impact from vibration,
noise and discharged of soils.
- High piling quality with no risk of machines
overturning.
- Allows piling work to be carried out at
constrained spaces and slopes.
- Helps to shorten the construction duration.
- World’s shortest bored piling rig.
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Impact Protection Vehicle (IPV)
Used extensively at all Sites
- First of its kind introduced in Malaysia.
- To enhance safety when working in live traffic areas
where closures are required.
- Mobile Traffic Management System that comes in
the form of a lorry-mounted crash attenuator and
crash cushion.
- It protects workers when carrying out essential
traffic management and road works.
- Also provides protection for traffic personnel
working in front of the lorry. Mandatory in
countries like Britain, US and many parts of Europe, saves
the hassle of having to use flagmen and putting up with
human error.
- Since its introduction, other highway operators in Malaysia
have shown interest in using the IPV for safer working
environment.
- Provides greater control during temporary traffic
management operations and enhances safety for road
users and MMC Gamuda’s personnel.
- IPV serves to absorb side or rear impact from oncoming
vehicles and reduces momentum which in turn prevents
serious injury.
Special Ground Anchor Drilling &
Hacking Machine (Low Head Room
Hacker)
Used at Pasar Seni MRT Station Site
- Brought in from Singapore, first to be used in
Malaysia.
- Can fit into locations as low as 1.7m.
- Can handle variable soil and groundwater
conditions.
- Able to hack hard material (concrete) and excavate
in confined spaces.
- Rarely used due to its high technology involved
and unique size.
- Fully electrically-powered machine for excavation
and hacking.
- Uses wireless system and is operated using remote
control.
- It can be used at confined spaces and corners. Its small
size allows easy manoeuvrability and accessibility.
- By using the machine, it can make a difference of at
least 8 months to the timeline, compared to the existing
methods used and it is cost-efficient
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FIRST IN MALAYSIA
– INITIATIVES by SAFETY, HEALTH & ENVIRONMENT DEPARTMENT
Flashover Training
MMC Gamuda KVMRT (T) Sdn Bhd (MGKT) is
committed to ensuring Safety and Quality is given
top priority. We have established a safe & healthy
working culture throughout the organization,
aiming at preventing injuries and ill-health to
our employees, subcontractors, public and third
parties as well as preventing any damage or loss
to property, plant & equipment.
One of the biggest risks in tunnelling works is
when there is fire in a tunnel. With the confined
space and lack of permanent ventilation, the
speed, direction and layering of the smoke can
cause one’s life.
Flashover Training in session
To ensure the safety of our tunnellers, special
training called flashover training was introduced
to the staff. The flashover training is a first of its
kind in Malaysia, introduced by MGKT in Malaysia.
A flashover is a condition where an explosive
burst occurs when a fire is so hot that gases and
smoke ignite. The training includes exposing
the trainees on how to recognise the signs of a
flashover and the risk involved.
Flashover Demonstration
Trained & Qualified First responders Serving the Project
The first of such an initiative by a Malaysian contractor, we initiated our very own Paramedic and Firefighting
teams to respond to any incidents, round-the-clock.
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AWARDS & ACHIEVEMENTS
2019 International Safety Awards,
For exemplary management of health,
safety and environmental risks
Winner for Community Engagement
Category
Five Star in British Safety Council
Health and Safety Audit
A significant 1st in Malaysia
Highly Commended for
Community Engagement Award Category
BEST PROJECT AWARD
(INFRASTRUCTURE)
Malaysian Construction Industry
Excellence Awards (MCIEA) 2017
INNOVATION AWARD
Variable Density in Tunnelling Technique,
Malaysian Construction Industry
Excellence Awards (MCIEA) 2017
Derek Eng Jia Yih named ITA
Young Tunneller Of The Year
2015 International Safety Awards,
For exemplary management of health,
safety and environmental risks
Honorary Certification for Safety and Health year
2015 during construction MRT TRX Station,
by Department of Occupational Safety and
Health
Technical Innovation
Variable Density TBM - MRT Line 1
30

For more
information
about the project,
please visit our
MRT Info Centre
For more information,
visit our MRT INFO CENTRE
or call our MRT HOTLINE
at 1800-82-6868
Tel: +603-2385 8000
MMCGamudaMRT
MMCGamudaMRT
MMCGamudaMRT
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