contents CREDITS Project Director Page Mr Lim Kian Peng Project Director’s Note Deputy Directors Mr. Lim Kian Peng Mr Sihan Sadikin Ms Juila Lim Contributors LTA Project Teams for Keppel Station and Tunnels (C882) Cantonment Station (C883) Prince Edward Road Station and Tunnels (C885) Cut-and-Cover Tunnels at Marina Bay Area (C886) Kim Chuan Depot Extension (C821A) LTA Community Partnership Managers Ms Hema Mr Eric Soh 3 Did you know? Constructing underground linkway connecting CC31 Cantonment Station and its Entrances (C883) using trenchless construction method 4 Did you know? Challenges faced by C886 in removing the buried obstructions left by reclamation and development of Marina Bay 5 Ms Nurly Sudin Mr Md Ridwan Main Contractors China State Construction Engineering Corporation Limited (Singapore Branch) and Nishimatsu Construction Co. Ltd Joint Venture China State Construction Engineering Corporation Limited (Singapore Branch) China Railway Tunnel Group Co., Ltd (Singapore Branch) Koh Brothers Building and Civil Engineering Contractor (Pte) Ltd Woh Hup (Private) Limited Graphical illustration of Circle Line 6 Keeping Track Keeping Track and In Touch 6 7 8 Project Director’s Note Dear Residents and Stakeholders   Welcome to the 3rd issue of the Circle Line 6 (CCL6) Project Newsletter! Year 2020 marks a challenging year for the world amidst the COVID-19 pandemic. I hope that all of you have been staying well and safe during this Post COVID-19 Circuit Breaker. The construction for the five CCL6 civil contracts, namely Keppel Station, Cantonment Station, Prince Edward Road Station, Cut and Cover Tunnels at Marina Bay Area and Kim Chuan Depot Extension has resumed after fulfilling the requirements of the COVID-Safe Restart criteria for the construction sector. It is especially crucial to work closely with the authorities and the contractors in achieving a COVID-Safe Workforce, COVID-Safe Worksite and COVID-Safe Accommodation and Transportation while proceeding with the construction works cautiously and to mitigate the risks of any potential COVID-19 spread as we resume our works on site. With the COVID-Safe control measures in place amidst abiding with the advisories from Ministry of Health (MOH), Ministry of Manpower (MOM) and Building Construction Authority (BCA), I would like to assure you that my team is making the best effort in minimising any inconvenience to the stakeholders while ensuring a safe and healthy environment for the stakeholders and our workforce. I seek your understanding and support as we strive to complete this 4km long project during this unprecedented period. When completed, it will close the loop for the Circle Line MRT network. Once again, I am extremely grateful for the support given by you over the past years. Let’s continue to stay strong and connected as we get through this pandemic. Thank you and take care of yourself, and each other. LIM KIAN PENG Director (Rail Expansion) Civil Team 1 3 Did you know? CONSTRUCTING ENTRANCES USING PIPE JACKING METHOD (CC31 CANTONMENT STATION) Constructing Underground Linkway Connecting CC31 Cantonment Station and its Entrances Using Trenchless Construction Method The proposed Cantonment Station has four entrances sited at strategic locations to serve the stakeholders in the vicinity of Keppel Road, Spottiswoode Park Road and Everton Road. Three of the entrances are connected to the station by underground linkway from the concourse level of the entrances. These underground linkway will be constructed using trenchless construction method. A series of steel pipes will be first installed horizontally by Pipe Jacking Method with MicroTunnelling Boring Machine (MTBM) to form a safe temporary underground support between the station and entrance. Once completed, mining will be carried out to remove the earth within the temporary underground support and brace with temporary steel framing. The underground linkway will then be built progressively. Throughout the entire construction process, the surrounding and adjacent structures will be instrumented and closely monitored. The key advantage of adopting this construction methodology is to minimise disruptions and inconvenience to the public and stakeholders, as well as to avoid the need to divert the affected utilities and roads. Notwithstanding that the construction works could be carried out safely, it also reduces the impact to the surrounding environment during construction, such as minimizing the construction noise, as compared to the traditional cut and cover method. Currently the installation of the steel pipes for the temporary underground support works at various underground linkway is progressing well. Underground Linkway Layout of CC31 Cantonment Station Top member Diagonal member Vertical member 1.2m Dia. Steel pipes Bottom member Micro-tunnelling Boring Machine: Illustration of water nozzles while pipe jacking to reduce soil cohesiveness 4 Illustration of steel pipes installed horizontally to form a safe temporary underground support Did you know? CHALLENGES FACED BY C886 IN REMOVING THE BURIED OBSTRUCTIONS LEFT BY RECLAMATION AND DEVELOPMENT OF MARINA BAY Most sections of the cut-and-cover tunnels connecting Prince Edward Road station to Marina Bay station constructed under Contract 886 (C886) are built in reclaimed land. The area next to Shenton Way has gone through several reclamation phases since the founding of modern Singapore. Many foundations and underground structures were left behind during the reclamation and development of the Marina Bay area. Some of the obstructions include structures of PSA Marina Wharf and container storage areas, Finger Pier, Telok Ayer Basin and South Pier, Telok Telok Ayer Basin underpass, AYE/South Quay viaduct have to be removed for C886 to construct the cut-and-cover tunnels. Smaller items such as big steel chains, rubber tires and broken ship parts were also removed during diaphragm wall construction. Broken ship parts found during Diaphragm wall construction In purple: Obstructions to be removed to construct the cut-and-cover tunnels 5