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Ground Movement Assessment - Network Rail (Temporary and Permanent Works)
68 - 86 Farrington Road
June 2019
Waterman Infrastructure & Environment Limited
Pickfords Wharf, Clink Street, London, SE1 9DG www.watermangroup.com
Client Name: Whitbread
Document Reference: CIV16514-100-R-6-1-3-GMA.NR
Project Number: CIV16514
Quality Assurance – Approval Status
This document has been prepared and checked in accordance with Waterman Group’s IMS (BS EN ISO 9001: 2015, BS EN ISO 14001: 2015 and BS OHSAS 18001:2007)
Issue Date Prepared by Checked by Approved by
01 07/06/2019 L. Christou A Karbassi A Karbassi
Comments
Issue for comments
Comments
Disclaimer
This report has been prepared by Waterman Infrastructure & Environment Limited, with all reasonable skill, care and diligence within the terms of the Contract with the client, incorporation of our General Terms and Condition of Business and taking account of the resources devoted to us by agreement with the client.
We disclaim any responsibility to the client and others in respect of any matters outside the scope of the above.
This report is confidential to the client and we accept no responsibility of whatsoever nature to third parties to whom this report, or any part thereof, is made known. Any such party relies on the report at its own risk.
Contents
Draft Ground Movement Assessment - Network Rail (Temporary and Permanent Works)
Document Reference: CIV16514
CIV16514-100-R-6-1-3-GMA.NR \\H-lncs\wtdl\Projects\CIV16514 Farringdon Road\8_Reports\1.GMA NR\CIV16514-100-R-6-1-3-GMA.NR final.docx
Contents
1. Introduction ................................................................................................................................. 1
1.1 Objectives ........................................................................................................................ 1
1.2 Site Location and Description .......................................................................................... 1
1.3 The Current Site ............................................................................................................... 2
1.4 The Proposed Development ............................................................................................ 2
2. Asset Protection ......................................................................................................................... 4
3. Temporary works ........................................................................................................................ 6
4. Ground Model ............................................................................................................................. 7
5. Ground Movement Assessment (GMA) Methodology ............................................................ 8
5.1 Plaxis 2D Construction Stage Analysis ............................................................................ 8
6. Results ....................................................................................................................................... 11
7. Conclusions and Recommendations ..................................................................................... 24
8. References ................................................................................................................................ 25
Figures
Figure 1: Site (in red) and surroundings (© google maps) .............................................................. 1
Figure 2: Existing site location......................................................................................................... 2
Figure 3: Network Rail tunnel below site ......................................................................................... 4
Figure 4: Indicative position of Network Rail tunnel in relation to borehole 1 ................................. 5
Figure 5: Indicative plan showing demolition sequence .................................................................. 6
Figure 6: Plan showing Plaxis 2D cross sections............................................................................ 9
Figure 7: Model 1 Plaxis 2D – cross section ................................................................................. 10
Figure 8: Model 2 Plaxis 2D – cross section ................................................................................. 10
Figure 9: Horizontal displacements (crane phase) – Plaxis Model 1 ............................................ 12
Figure 10: Vertical displacements (crane phase) – Plaxis Model 1 ................................................ 12
Figure 11: Deformed shape in terms of total displacement arrows on NR tunnel lining (crane phase) – Plaxis Model 1 ................................................................................................. 13
Figure 12: Horizontal displacements (demolition phase) – Plaxis Model 1 .................................... 13
Figure 13: Vertical displacements (demolition phase) – Plaxis Model 1 ......................................... 14
Figure 14: Deformed shape in terms of total displacement arrows on NR tunnel lining (demolition phase) – Plaxis Model 1 ................................................................................................. 14
Figure 15: Horizontal displacements (end of excavation phase) – Plaxis Model 1 ......................... 15
Figure 16: Vertical displacements (end of excavation phase) – Plaxis Model 1 ............................. 15
Figure 17: Deformed shape in terms of total displacement arrows on NR tunnel lining (end of excavation phase) – Plaxis Model 1 .............................................................................. 16
Figure 18: Horizontal displacements (proposed loading long-term phase) – Plaxis Model 1 ......... 16
Contents
Draft Ground Movement Assessment - Network Rail (Temporary and Permanent Works)
Document Reference: CIV16514
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Figure 19: Vertical displacements (proposed loading long-term phase) – Plaxis Model 1 ............. 17
Figure 20: Deformed shape in terms of total displacement arrows on NR tunnel lining (proposed loading long-term phase) – Plaxis Model 1 .................................................................... 17
Figure 21: Horizontal displacements (crane phase) – Plaxis Model 2 ............................................ 18
Figure 22: Vertical displacements (crane phase) – Plaxis Model 2 ................................................ 18
Figure 23: Deformed shape in terms of total displacement arrows on NR tunnel lining (crane phase) – Plaxis Model 2 ................................................................................................. 19
Figure 24: Horizontal displacements (demolition phase) – Plaxis Model 2 .................................... 19
Figure 25: Vertical displacements (demolition phase) – Plaxis Model 2 ......................................... 20
Figure 26: Deformed shape in terms of total displacement arrows on NR tunnel lining (demolition phase) – Plaxis Model 2 ................................................................................................. 20
Figure 27: Horizontal displacements (end of excavation phase) – Plaxis Model 2 ......................... 21
Figure 28: Vertical displacements (end of excavation phase) – Plaxis Model 2 ............................. 21
Figure 29: Deformed shape in terms of total displacement arrows on NR tunnel lining (end of excavation phase) – Plaxis Model 2 .............................................................................. 22
Figure 30: Horizontal displacements (proposed loading long-term phase) – Plaxis Model 2 ......... 22
Figure 31: Vertical displacements (proposed loading long-term phase) – Plaxis Model 2 ............. 23
Figure 32: Deformed shape in terms of total displacement arrows on NR tunnel lining (proposed loading long-term phase) – Plaxis Model 2 .................................................................... 23
Tables
Table 1: Summary ground model and parameters ........................................................................ 7
Table 2: Maximum displacements of NR tunnel and tunnel cant – Model 1 ................................ 11
Table 3: Maximum displacements of NR tunnel and tunnel cant – Model 2 ................................ 11
Appendices
A. Historic Drawings
B. Proposed Development
C. NR Assets drawings
D. Demolition Sequence Drawings
E. Proposed Pile Loads
Contents
Draft Ground Movement Assessment - Network Rail (Temporary and Permanent Works)
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1. Introduction
1.1 Objectives
Waterman has been appointed by Whitbread to undertake a Ground Movement Assessment (GMA) to
evaluate the potential impact of the proposed construction works on Network Rail (NR) assets, running
below proposed development site. The study captures both temporary and permanent works stages. This
report aims to provide a greater degree of certainty to the asset owners and the developer to understand
ground movement predictions and magnitude of potential impact at the location of NR tunnels.
1.2 Site Location and Description
The proposed 68 – 86 Farrington Road development (hereafter ‘the Site’) at London EC1R 0BD is bounded
by Farrington Road at west, Vineyard Walk to the north, Bowling Green Lane to the south and a row of
buildings to the east (Figure 1). Network Rail Clerkenwell tunnel is running below the Site, while London
Underground Circle, Hammersmith & City and Metropolitan Lines are running in parallel in close proximity
of the western boundary of the site. The national grid reference is 531257, 182291.
Figure 1: Site (in red) and surroundings (© google maps)
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1.3 The Current Site
The site is currently occupied by a 5-storey NCP car park and is situated immediately on top of the Network
Rail Clerkenwell tunnel. The site has a broadly rectangular shape, approximately 95 x 25m and covers
approximately 1940sqm. There is a semi-basement level below part of the building at the southern end of
the property. Due to the sloping external ground levels, the lowest parking level, Level 1, is set partly into
the ground and is approximately 2.7m below ground level at the northern end of the site. The site location
is indicatively shown in Figure 2.
Within the site, there are remains of a disused ventilation shaft for the Network Rail tunnel. The original
shaft rises through the existing car park and was sealed at the level of the crown of the tunnel in 2017 as
part of the enabling works for this development. The superstructure of the ventilation shaft is to be
demolished as part of this development leaving a residual section connected to the tunnel, which is to be
isolated from the new building.
The current building is supported on piles located either side of the Network Rail tunnel with ground beams
used to transfer the building loads over the full width.
The overall stability of the building is provided by the concrete stairs / lift core located at the south side of
the building and at the north-east corner of the building. The property is clad with 230mm thick fair face
solid brick walls tied to the structural frame. The basement is constructed using in situ reinforced concrete.
Historic drawings are provided in Appendix A.
Figure 2: Existing site location
1.4 The Proposed Development
The proposed re-development at 68-86 Farringdon Road will comprise a hotel (6 storeys) with retail and
office space. The existing car park will be demolished as part of the proposed works.
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It is proposed that the new building adopts a similar foundation system with the existing piles being reused,
if possible, and supplemented with new piles, if necessary. A basement is proposed in the central part of
the site to provide plant space and for equipment and storage for the hotel.
The scheme involves the following major structural works:
• Demolition of the car park and its ground beams and including the residual element of the
redundant tunnel ventilation shaft to a cut off level above the cap;
• Ground beam construction on original piles and providing additional piles where required;
• A basement area constructed under the central part of the development;
• Construction of a composite structural frame for the hotel up to the first-floor transfer deck with
cladding;
• Lightweight framing structure with joisted flooring (designed by a specialist) up to roof for hotel
with modular cladding on external panels;
• Composite steel frame construction for the office with specified cladding.
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2. Asset Protection
The site sits above the Network Rail Thameslink tunnel. This tunnel runs directly below the middle of the
structure, travelling from the North to South (Figure 3).
The effect of the proposed works on the tunnel and the magnitude of this is assessed in the current ground
movement assessment. Although the existing structure is piled, during the demolition process, there will
be a reduction in load on the tunnel and some degree of heave is anticipated. The construction of the new
building will cause settlements and potential increase in stress in the tunnel lining structure. The new
structure is to be supported on the existing piles with a small number of newer piles to assist in the loading.
It is intended to demonstrate that the proposed loading (acting on existing and new piles) will not cause
excessive movement in the tunnel and will therefore be acceptable.
The tunnel has been monitored in accordance with the agreed monitoring proposal with Network Rail, prior
to any demolition or construction work being undertaken.
Based on historical information (ref. London Underground Ltd. (LUL) – Structural Inspection and
Assessment Brick Tunnel – Structure No. TL89 – Jan 1998), the existing tunnels generally comprise an
800mm thick ellipsoidal brick lining with concrete footings at the base, as indicatively presented in Figure
4. The tunnels have a clear internal width (horizontal) of approximately 8.7m while the vertical diameters
are 6.3m and 6.8m respectively. The LUL tunnels crown level is approximately at 10.5mOD while the
Network Rail ones is at 7.3mOD (ref. LUL report mentioned above). It is understood from site investigation
conducted in March 2019 from Waterman that the tunnels have been constructed by means of bored
technique due to presence of clay above the tunnels. This tunnel construction method has been assumed
in the analysis carried out.
Intrusive investigation in 2016 found that the tunnel lining thickness to be 950mm to 1050mm.
Relevant drawings are provided in Appendix C.
Figure 3: Network Rail tunnel below site
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Figure 4: Indicative position of Network Rail tunnel in relation to borehole 1
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3. Temporary works
Temporary works will be in place during the demolition of the car park and its ground beams. The proposed
temporary construction sequence has been provided by Redhammer Demolition Limited through Waterman
Structures; relevant drawings are presented in Appendix D.
Demolition works will take place in three phases:
• Phase one – main part will be demolished starting from grid x16a to grid x5a (Figure 5);
• Phase two – southern part of the building will be demolished from grid x16a to grid x19; and
• Phase three – northern part of the building will be demolished from grid x5a to grid x1.
Figure 5: Indicative plan showing demolition sequence
The proposed construction sequence of the substructure is presented below:
• Demolition of existing structures;
• Installation of sheet pile retaining walls and props (temporary works);
• Excavation of proposed basement;
• Installation of basement slab and rising elevation (Hotel);
• Installation of ground floor office slab and rising elevation (Office);
• Remove temporary works.
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4. Ground Model
The ground model and parameters have been based on related to historical ground investigations
undertaken in proximity of the proposed development site i.e. from the British Geological Survey (BGS)
archives and a site-specific ground investigation which was undertaken by Socotec between November
2018 – March 2019. The ground investigation included two exploratory boreholes, in situ testing,
groundwater monitoring and laboratory testing.
It should be noted that this third-party information has not been checked nor independently verified by
Waterman.
The borehole logs indicate the presence of approximately 5m of Made Ground overlaying about 14m of
London Clay followed by the Lambeth Group, Thanet Sand and Chalk strata.
Assumptions in relation to strata elevations and stiffness parameters adopted in the analyses carried out
are summarised in Table 1. Undrained behaviour has been assumed for the London Clay and Lambeth
Group (cohesive) strata during short term loading/unloading stages.
Mohr Coulomb failure criterion has been used to assess the ground and tunnel movements resulting from
a number of proposed construction stages. The undrained behaviour of London Clay and Lambeth Group
(cohesive) has been modelled with effective stress parameters. The long-term conditions have been
modelled by introducing a consolidation stage to dissipate excess pore water pressure in the ground.
Groundwater level was considered to be at 16.5mOD (3.7mbgl).
Table 1: Summary ground model and parameters
Soil stratum Elevation at top of stratum (mAOD)
Angle of Shearing
Resistance (degrees)
Effective Cohesion
(kPa)
Undrained Shear
Strength
(kPa)
Drained Young’s Modulus
(MPa)
Undrained Young’s Modulus
(MPa)
Made Ground 20.2 20 0 25+5z[1] 8.0+1.5z[1] 10.0+ 1.9z [1]
London Clay Formation
15.0 22 5 50+10z[1] 16.0+3.3z[1] 20.0+ 4.1z [1]
Lambeth Group (cohesive)
0.5 22 5 200 64 80
Lambeth Group (granular)
-11.0 34 - - 100 -
Thanet Sand -14.0 37 - - 280 -
Chalk -23.5 34 10 - 360 -
Notes: [1] z refers to depth below top of Made Ground and London Clay stratum. (2) The Made Ground, London Clay Formation and Lambeth Group stiffness profiles indicated in Table 1 are based on the relationship Eu=400Cu. The use of this correlation is considered appropriate in view of the nature of the soil-structure interaction analysis and the strain levels expected to develop in proximity of the piles of the proposed development.
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5. Ground Movement Assessment (GMA) Methodology
A Ground Movement Assessment has been undertaken to evaluate the potential impact of the temporary
and permanent construction works on existing Network Rail tunnel running below the site.
Plane strain analysis have been carried out using the commercial software Plaxis 2D 2018, considering
representative cross sections, in order to evaluate the vertical and horizontal ground movements at the
existing Network Rail tunnel depth.
5.1 Plaxis 2D Construction Stage Analysis
A number of 2D finite element (FE) soil-structure interaction plane strain analyses have been carried out in
order to evaluate the ground movements induced by individual construction stages. The 2D FE models
have been undertaken using Plaxis 2D 2018. Soil layers have been modelled using linear elastic perfectly
plastic (Mohr-Coulomb failure criterion) constitutive model.
The London Clay and Lambeth Group strata have been modelled as undrained materials during the
proposed building construction works. The undrained behaviour is modelled in terms of effective stresses;
therefore, an equivalent undrained Young’s Modulus is automatically adopted in the analysis during
undrained loading stages, following elasticity theory (Eu=1.25E’ for an effective stress Poisson’s Ratio of
0.2 and an undrained total stress Poisson’s Ratio of 0.5). In a similar manner, due to the very high-water
bulk modulus, an equivalent (total stress) Poisson’s Ratio of 0.5 is automatically adopted for the London
Clay during undrained loading. Long term conditions are achieved by performing a final consolidation
analysis in which all excess pore water pressures generated during the previous construction stages are
dissipated and ground water equilibrium is achieved.
The lining masonry has been modelled as a linear elastic-perfectly plastic (Tresca failure criterion) material,
assuming a Young’s Modulus of 4.32GPa and a shear strength of 2,400 kPa (the latter corresponding to
half of the compressive characteristic stress in the masonry; ref. LUL – Structural Inspection and
Assessment Brick Tunnel – Structure No. TL89 – Jan 1998). Zero tensile strength has been assumed for
the masonry (in reality the models allow for a very small tensile strength figure of approximately 0.5% of
compressive strength in order to prevent numerical solution problems – the assumption has a negligible
impact on the results).
Piles and retaining sheet pile walls have been modelled using embedded pile and plate elements in Plaxis
respectively. These elements are wished-into-place in the analyses without explicitly modelling the
installation process.
In terms of existing and proposed loading, point loads have been applied at basement level on top of
existing and proposed piles.
Existing pile loads has been used from historic drawings provided in Appendix A. Proposed pile loading is
provided by Waterman Structures in drawing FARRD-WSL-SA-XX-DR-S-100100 provided in Appendix E.
The following construction sequence has been adopted in Plaxis 2D modelling:
Stage 1 – Initial stage.
Stage 2 – NR and LUL tunnels construction: bored tunnels are modelled assuming 1.5% volume loss in
order to simulate the historical tunnelling works.
Stage 3 – Consolidation - all excess pore water pressures are dissipated
Stage 4 – Existing building construction - foundation piles (750mm in diameter) are constructed. Relevant
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existing pile loads has been applied as provided by historic drawings (Appendix A). Excavation
to underside of existing ground beams is done. Undrained behaviour of cohesive soils has been
ignored
Stage 5 – Displacements reset to zero
Stage 6 – A UDL equal to 60.9kPa is applied at existing level to represent the crane load.
Stage 7 – Demolition of the existing structure - the existing building loading is de-activated. The plate
representing the foundation system is also de-activated.
Stage 8 – Excavation of proposed basement (when applicable).
Stage 9 – Installation of basement or ground floor slab.
Stale 10 – Removal of temporary works. Pile spacing is reduced to keep into account the installation of new
piles (when applicable)
Stage 11 – Proposed building construction - relevant proposed pile loads have been applied as provided
by Waterman Structures (Appendix D).
Stage 12 – Long term - a consolidation stage is performed in order to dissipate all excess pore water
pressures generated during the previous loading/unloading stages and achieve long term
conditions.
It is recommended that this Ground Movement Assessment (GMA) is re-visited if the actual construction
method, stages or sequencing change significantly.
The following analyses have been carried out:
Model 1: Modelling the temporary and permanent construction works including a single basement
excavation at typical cross section of the proposed hotel (Figure 7).
Model 2: Modelling the temporary and permanent construction works at typical cross section of the
proposed office (Figure 8).
Cross-sections described above for Plaxis 2D models are presented in plan in Figure 6.
Figure 6: Plan showing Plaxis 2D cross sections
Model 1 Model 2
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Figure 7: Model 1 Plaxis 2D – cross section
Figure 8: Model 2 Plaxis 2D – cross section
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6. Results
The predicted displacements and potential impact on NR asset from temporary and permanent construction
works are presented in this section.
Maximum horizontal displacements, vertical displacements and maximum track cant for the NR tunnel for
temporary crane load, demolition, excavation and proposed loading (long-term) stages are shown in Table
2 and Table 3 for Plaxis Model 1 and Plaxis model 2, respectively.
Table 2: Maximum displacements of NR tunnel and tunnel cant – Model 1
Construction stage
Plaxis Model 1
uhoriz max (mm)[1] uvert max (mm) [2] max NR tunnel cant
(mm)
Crane load -1.0 -3.1 0.0
Demolition -2.0 +5.0 1.0
Excavation -4.0 +12.3 2.0
Proposed Loading
(Long term) -2.4 +7.0 0.0
Notes:
[1] +ve values refer to movements towards the right in the cross-sections analysed
[2] +ve values refer to heave displacements.
[3] max NR tunnel cant in mm over assumed 1.45m track width
Table 3: Maximum displacements of NR tunnel and tunnel cant – Model 2
Construction stage
Plaxis Model 2
uhoriz max (mm) [1] uvert max (mm) [2] max NR tunnel cant
(mm)
Crane load -1.2 -3.4 0.0
Demolition +2.3 +12.3 1.0
Excavation +2.4 +12.3 1.0
Proposed Loading
(Long term) +1.0 -1.0 0.0
Notes:
[1] +ve values refer to movements towards the right in the cross-sections analysed
[2] +ve values refer to heave displacements.
[3] max NR tunnel cant in mm over assumed 1.45m track width
Results are also presented in terms of horizontal displacements contours, vertical displacements contours
and deformed shape in form of total displacement arrows on NR tunnel lining for the following construction
stages:
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• Crane load phase
• Demolition phase
• End of excavation phase
• Proposed loading long-term phase
Results from Plaxis Model 1 are presented in Figure 9 to Figure 20, while results from Plaxis Model 2 are
presented in Figure 21 to Figure 31.
Figure 9: Horizontal displacements (crane phase) – Plaxis Model 1
Figure 10: Vertical displacements (crane phase) – Plaxis Model 1
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Figure 11: Deformed shape in terms of total displacement arrows on NR tunnel lining (crane phase) – Plaxis Model 1
Figure 12: Horizontal displacements (demolition phase) – Plaxis Model 1
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Figure 13: Vertical displacements (demolition phase) – Plaxis Model 1
Figure 14: Deformed shape in terms of total displacement arrows on NR tunnel lining (demolition phase) – Plaxis Model 1
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Figure 15: Horizontal displacements (end of excavation phase) – Plaxis Model 1
Figure 16: Vertical displacements (end of excavation phase) – Plaxis Model 1
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Figure 17: Deformed shape in terms of total displacement arrows on NR tunnel lining (end of excavation phase) – Plaxis Model 1
Figure 18: Horizontal displacements (proposed loading long-term phase) – Plaxis Model 1
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Figure 19: Vertical displacements (proposed loading long-term phase) – Plaxis Model 1
Figure 20: Deformed shape in terms of total displacement arrows on NR tunnel lining (proposed loading long-term phase) – Plaxis Model 1
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Figure 21: Horizontal displacements (crane phase) – Plaxis Model 2
Figure 22: Vertical displacements (crane phase) – Plaxis Model 2
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Figure 23: Deformed shape in terms of total displacement arrows on NR tunnel lining (crane phase) – Plaxis Model 2
Figure 24: Horizontal displacements (demolition phase) – Plaxis Model 2
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Figure 25: Vertical displacements (demolition phase) – Plaxis Model 2
Figure 26: Deformed shape in terms of total displacement arrows on NR tunnel lining (demolition phase) – Plaxis Model 2
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Figure 27: Horizontal displacements (end of excavation phase) – Plaxis Model 2
Figure 28: Vertical displacements (end of excavation phase) – Plaxis Model 2
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Figure 29: Deformed shape in terms of total displacement arrows on NR tunnel lining (end of excavation phase) – Plaxis Model 2
Figure 30: Horizontal displacements (proposed loading long-term phase) – Plaxis Model 2
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Figure 31: Vertical displacements (proposed loading long-term phase) – Plaxis Model 2
Figure 32: Deformed shape in terms of total displacement arrows on NR tunnel lining (proposed loading long-term phase) – Plaxis Model 2
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7. Conclusions and Recommendations
Waterman has been appointed by Whitbread to undertake a Ground Movement Assessment (GMA) to
evaluate the potential impact of the proposed construction works on Network Rail (NR) assets, running
below proposed development site. The study captures both temporary and permanent works stages. This
report aims to provide a greater degree of certainty to the asset owners and the developer to understand
ground movement predictions and magnitude of potential impact at the location of NR tunnels.
The proposed 68 – 86 Farrington Road development is located at Clerkenwell, London EC1R 0BD. The
national grid reference is 531257, 182291. The site is currently occupied by a 5-storey NCP car park and
is situated immediately on top of the Network Rail Clerkenwell tunnel. The site has a broadly rectangular
shape, approximately 95 x 25m and covers approximately 1940sqm. There is a semi-basement level below
part of the building at the southern end of the property. The proposed re-development at 68-86 Farringdon
Road will comprise a multi-storey hotel (6 storeys) with retail and office space. The existing car park will
be demolished as part of the proposed works. It is proposed that the new building adopts a similar
foundation system with the existing piles being reused, if possible, and supplemented with new piles, if
necessary. A basement is proposed in the middle of the development to provide plant space and for
equipment and storage for the hotel.
Temporary works will be in place during the demolition of the car park and its ground beam. Demolition
works will take place in three phases; phase one – main part will be demolished starting from grid x16a to
grid x5a; phase two – southern part of the building will be demolished from grid x16a to grid x19; and phase
three – northern part of the building will be demolished from grid x5a to grid x1.
The ground model and parameters have been based on historical ground investigations undertaken in
proximity of the proposed development site i.e. from the British Geological Survey (BGS) archives and a
site-specific ground investigation which was undertaken by Socotec between November 2018 – March
2019. It should be noted that this third-party information has not been checked nor independently verified
by Waterman.
A Ground Movement Assessment has been undertaken to evaluate the potential impact of the temporary
and permanent construction works on existing Network Rail tunnel running below the site.
Two plane strain analyses have been carried out using the commercial software Plaxis 2D 2018,
considering representative cross sections, in order to evaluate the vertical and horizontal ground
movements at the existing Network Rail tunnel depth.
A summary of the tunnel maximum displacement and deformation patterns evaluated in the various stages
is presented in section 6. Maximum displacements for the NR tunnel are in the order of 12mm. Therefore,
it is concluded that the risk of damage to the tunnel is relatively low.
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8. References
1) British Geological Survey, British Regional Geology Publication for London and the Thames Valley
(2013) (www.bgs.ac.uk)
2) C.R.I. Clayton, 1995. CIRIA C143 ‘The Standard Penetration Test (SPT): Methods and Use’.
3) London Underground Limited, Structural Inspection and Assessment – Brick Tunnel, Structure No
TL89, January 1998.
4) M J Tomlinson, 201. ‘Foundation Design and Construction’, 7th edition.
5) PLAXIS 2D Reference Manual 2019, by Plaxis BV.
6) Stage 4 Report – Structural Engineering, Waterman Structures Limited, 68-86 Farrington Road,
London EC1R 0BA. November 2018
Draft Ground Movement Assessment - Network Rail (Temporary and Permanent Works)
68 - 86 Farrington Road
June 2019
Waterman Infrastructure & Environment Limited
Pickfords Wharf, Clink Street, London, SE1 9DG www.watermangroup.com
Client Name: Whitbread
Document Reference: CIV16514-100-R-6-1-3-GMA.NR
Project Number: CIV16514
Quality Assurance – Approval Status
This document has been prepared and checked in accordance with Waterman Group’s IMS (BS EN ISO 9001: 2015, BS EN ISO 14001: 2015 and BS OHSAS 18001:2007)
Issue Date Prepared by Checked by Approved by
01 07/06/2019 L. Christou A Karbassi A Karbassi
Comments
Issue for comments
Comments
Disclaimer
This report has been prepared by Waterman Infrastructure & Environment Limited, with all reasonable skill, care and diligence within the terms of the Contract with the client, incorporation of our General Terms and Condition of Business and taking account of the resources devoted to us by agreement with the client.
We disclaim any responsibility to the client and others in respect of any matters outside the scope of the above.
This report is confidential to the client and we accept no responsibility of whatsoever nature to third parties to whom this report, or any part thereof, is made known. Any such party relies on the report at its own risk.
Contents
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Contents
1. Introduction ................................................................................................................................. 1
1.1 Objectives ........................................................................................................................ 1
1.2 Site Location and Description .......................................................................................... 1
1.3 The Current Site ............................................................................................................... 2
1.4 The Proposed Development ............................................................................................ 2
2. Asset Protection ......................................................................................................................... 4
3. Temporary works ........................................................................................................................ 6
4. Ground Model ............................................................................................................................. 7
5. Ground Movement Assessment (GMA) Methodology ............................................................ 8
5.1 Plaxis 2D Construction Stage Analysis ............................................................................ 8
6. Results ....................................................................................................................................... 11
7. Conclusions and Recommendations ..................................................................................... 24
8. References ................................................................................................................................ 25
Figures
Figure 1: Site (in red) and surroundings (© google maps) .............................................................. 1
Figure 2: Existing site location......................................................................................................... 2
Figure 3: Network Rail tunnel below site ......................................................................................... 4
Figure 4: Indicative position of Network Rail tunnel in relation to borehole 1 ................................. 5
Figure 5: Indicative plan showing demolition sequence .................................................................. 6
Figure 6: Plan showing Plaxis 2D cross sections............................................................................ 9
Figure 7: Model 1 Plaxis 2D – cross section ................................................................................. 10
Figure 8: Model 2 Plaxis 2D – cross section ................................................................................. 10
Figure 9: Horizontal displacements (crane phase) – Plaxis Model 1 ............................................ 12
Figure 10: Vertical displacements (crane phase) – Plaxis Model 1 ................................................ 12
Figure 11: Deformed shape in terms of total displacement arrows on NR tunnel lining (crane phase) – Plaxis Model 1 ................................................................................................. 13
Figure 12: Horizontal displacements (demolition phase) – Plaxis Model 1 .................................... 13
Figure 13: Vertical displacements (demolition phase) – Plaxis Model 1 ......................................... 14
Figure 14: Deformed shape in terms of total displacement arrows on NR tunnel lining (demolition phase) – Plaxis Model 1 ................................................................................................. 14
Figure 15: Horizontal displacements (end of excavation phase) – Plaxis Model 1 ......................... 15
Figure 16: Vertical displacements (end of excavation phase) – Plaxis Model 1 ............................. 15
Figure 17: Deformed shape in terms of total displacement arrows on NR tunnel lining (end of excavation phase) – Plaxis Model 1 .............................................................................. 16
Figure 18: Horizontal displacements (proposed loading long-term phase) – Plaxis Model 1 ......... 16
Contents
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Figure 19: Vertical displacements (proposed loading long-term phase) – Plaxis Model 1 ............. 17
Figure 20: Deformed shape in terms of total displacement arrows on NR tunnel lining (proposed loading long-term phase) – Plaxis Model 1 .................................................................... 17
Figure 21: Horizontal displacements (crane phase) – Plaxis Model 2 ............................................ 18
Figure 22: Vertical displacements (crane phase) – Plaxis Model 2 ................................................ 18
Figure 23: Deformed shape in terms of total displacement arrows on NR tunnel lining (crane phase) – Plaxis Model 2 ................................................................................................. 19
Figure 24: Horizontal displacements (demolition phase) – Plaxis Model 2 .................................... 19
Figure 25: Vertical displacements (demolition phase) – Plaxis Model 2 ......................................... 20
Figure 26: Deformed shape in terms of total displacement arrows on NR tunnel lining (demolition phase) – Plaxis Model 2 ................................................................................................. 20
Figure 27: Horizontal displacements (end of excavation phase) – Plaxis Model 2 ......................... 21
Figure 28: Vertical displacements (end of excavation phase) – Plaxis Model 2 ............................. 21
Figure 29: Deformed shape in terms of total displacement arrows on NR tunnel lining (end of excavation phase) – Plaxis Model 2 .............................................................................. 22
Figure 30: Horizontal displacements (proposed loading long-term phase) – Plaxis Model 2 ......... 22
Figure 31: Vertical displacements (proposed loading long-term phase) – Plaxis Model 2 ............. 23
Figure 32: Deformed shape in terms of total displacement arrows on NR tunnel lining (proposed loading long-term phase) – Plaxis Model 2 .................................................................... 23
Tables
Table 1: Summary ground model and parameters ........................................................................ 7
Table 2: Maximum displacements and tunnel cant of NR tunnel – Model 1 ................................ 11
Table 3: Maximum displacements and tunnel cant of NR tunnel – Model 2 ................................ 11
Appendices
A. Historic Drawings
B. Proposed Development
C. NR Assets drawings
D. Demolition Sequence Drawings
E. Proposed Pile Loads
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1. Introduction
1.1 Objectives
Waterman has been appointed by Whitbread to undertake a Ground Movement Assessment (GMA) to
evaluate the potential impact of the proposed construction works on Network Rail (NR) assets, running
below proposed development site. The study captures both temporary and permanent works stages. This
report aims to provide a greater degree of certainty to the asset owners and the developer to understand
ground movement predictions and magnitude of potential impact at the location of NR tunnels.
1.2 Site Location and Description
The proposed 68 – 86 Farrington Road development (hereafter ‘the Site’) at London EC1R 0BD is bounded
by Farrington Road at west, Vineyard Walk to the north, Bowling Green Lane to the south and a row of
buildings to the east (Figure 1). Network Rail Clerkenwell tunnel is running below the Site, while London
Underground Circle, Hammersmith & City and Metropolitan Lines are running in parallel in close proximity
of the western boundary of the site. The national grid reference is 531257, 182291.
Figure 1: Site (in red) and surroundings (© google maps)
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1.3 The Current Site
The site is currently occupied by a 5-storey NCP car park and is situated immediately on top of the Network
Rail Clerkenwell tunnel. The site has a broadly rectangular shape, approximately 95 x 25m and covers
approximately 1940sqm. There is a semi-basement level below part of the building at the southern end of
the property. Due to the sloping external ground levels, the lowest parking level, Level 1, is set partly into
the ground and is approximately 2.7m below ground level at the northern end of the site. The site location
is indicatively shown in Figure 2.
Within the site, there are remains of a disused ventilation shaft for the Network Rail tunnel. It rises through
the existing car park and was sealed at the level of the crown of the tunnel in 2017 as part of the enabling
works for this development. The superstructure of the ventilation shaft is to be demolished as part of this
development leaving a residual section connected to the tunnel, which is to be isolated from the new
building.
The current building is supported on piles located either side of the Network Rail tunnel with ground beams
used to transfer the building loads over the full width.
The overall stability of the building is provided by the concrete stairs / lift core located at the south side of
the building and at the north-east corner of the building. The property is clad with 230mm thick fair face
solid brick walls tied to the structural frame. The basement is constructed using in situ reinforced concrete.
Historic drawings are provided in Appendix A.
Figure 2: Existing site location
1.4 The Proposed Development
The proposed re-development at 68-86 Farringdon Road will comprise a multi-storey hotel (6 storeys) with
retail and office space. The existing car park will be demolished as part of the proposed works.
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It is proposed that the new building adopts a similar foundation system with the existing piles being reused,
if possible, and supplemented with new piles, if necessary. A basement is proposed in the middle of the
site to provide plant space and for equipment and storage for the hotel.
The scheme involves the following major structural works:
• Demolition of the car park and its ground beams and including the residual element of the
redundant tunnel ventilation shaft to a cut off level above the cap;
• Ground beam construction on original piles and providing additional piles where required;
• A basement area constructed under the middle of the development;
• Construction of a composite structural frame for the hotel up to the first-floor transfer deck with
cladding;
• Lightweight framing structure with joisted flooring (designed by a specialist) up to roof for hotel
with modular cladding on external panels;
• Composite steel frame construction for the office with specified cladding.
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2. Asset Protection
The site sits above the Network Rail Thameslink tunnel. This tunnel runs directly below the middle of the
structure, travelling from the North to South (Figure 3).
The proposed works will have an effect on the tunnel and the magnitude of this is analysed in the current
ground movement assessment. Although the existing structure is piled, during the demolition process,
there will be a reduction in load on the tunnel and some degree of heave is anticipated. The construction
of the new building will cause settlements and potential increase in stress in the tunnel lining structure. The
new structure is to be supported on the existing piles with a small number of newer piles to assist in the
loading.
The tunnel has a 5m exclusion zone around its perimeter, which is greater than the standard Network Rail
3m exclusion zone. It is intended to demonstrate that the proposed loading (acting on existing and new
piles) will not cause excessive movement in the tunnel and will therefore be acceptable.
Tunnel monitoring will need to be put in place and run for at least one month, as agreed with Network Rail,
prior to any demolition or construction work being undertaken.
Based on historical information (ref. London Underground Ltd. (LUL) – Structural Inspection and
Assessment Brick Tunnel – Structure No. TL89 – Jan 1998), the existing tunnels generally comprise an
800mm thick ellipsoidal brick lining with concrete footings at the base, as indicatively presented in Figure
4. The tunnels have a clear internal width (horizontal) of approximately 8.7m while the vertical diameters
are 6.3m and 6.8m respectively. The LUL tunnels crown level is approximately at 10.5mOD while the
Network Rail ones is at 7.3mOD (ref. LUL report mentioned above). It is understood from site investigation
conducted in March 2019 from Waterman that the tunnels have been constructed by means of bored
technique due to presence of clay above the tunnels. This tunnel construction method has been assumed
in the analysis carried out.
Relevant drawings are provided in Appendix C.
Figure 3: Network Rail tunnel below site
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Figure 4: Indicative position of Network Rail tunnel in relation to borehole 1
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3. Temporary works
Temporary works will be in place during the demolition of the car park and its ground beams. The proposed
temporary construction sequence has been provided by Redhammer Demolition Limited through Waterman
Structures; relevant drawings are presented in Appendix D.
Demolition works will take place in three phases:
• Phase one – main part will be demolished starting from grid x16a to grid x5a (Figure 5);
• Phase two – southern part of the building will be demolished from grid x16a to grid x19; and
• Phase three – northern part of the building will be demolished from grid x5a to grid x1.
Figure 5: Indicative plan showing demolition sequence
The proposed construction sequence of the substructure is presented below:
•
• Demolition of existing structures;
• Installation of sheet pile retaining walls and props (temporary works);
• Excavation of proposed basement;
• Installation of basement slab and rising elevation (Hotel);
• Installation of ground floor office slab and rising elevation (Office);
• Remove temporary works.
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4. Ground Model
The ground model and parameters have been based on related to historical ground investigations
undertaken in proximity of the proposed development site i.e. from the British Geological Survey (BGS)
archives and a site-specific ground investigation which was undertaken by Socotec between November
2018 – March 2019. The ground investigation included two exploratory boreholes, in situ testing,
groundwater monitoring and laboratory testing.
It should be noted that this third-party information has not been checked nor independently verified by
Waterman.
The borehole logs indicate the presence of approximately 5m of Made Ground overlaying about 14m of
London Clay followed by the Lambeth Group, Thanet Sand and Chalk strata.
Assumptions in relation to strata elevations and stiffness parameters adopted in the analyses carried out
are summarised in Table 1. Undrained behaviour has been assumed for the London Clay and Lambeth
Group (cohesive) strata during short term loading/unloading stages.
Mohr Coulomb failure criterion has been used to assess the initial displacements from various construction
stages. The undrained behaviour of London Clay and Lambeth Group (cohesive) has been modelled with
effective stress parameters. The long-term conditions have been modelled by introducing a consolidation
stage to dissipate excess pore water pressure in the ground.
Groundwater level was considered to be at 16.5mOD (3.7mbgl).
Table 1: Summary ground model and parameters
Soil stratum Elevation at top of stratum (mAOD)
Angle of Shearing
Resistance (degrees)
Effective Cohesion
(kPa)
Undrained Shear
Strength
(kPa)
Drained Young’s Modulus
(MPa)
Undrained Young’s Modulus
(MPa)
Made Ground 20.2 20 0 25+5z[1] 8.0+1.5z[1] 10.0+ 1.9z [1]
London Clay Formation
15.0 22 5 50+10z[1] 16.0+3.3z[1] 20.0+ 4.1z [1]
Lambeth Group (cohesive)
0.5 22 5 200 64 80
Lambeth Group (granular)
-11.0 34 - - 100 -
Thanet Sand -14.0 37 - - 280 -
Chalk -23.5 34 10 - 360 -
Notes: [1] z refers to depth below top of Made Ground and London Clay stratum. (2) The Made Ground, London Clay Formation and Lambeth Group stiffness profiles indicated in Table 1 are based on the relationship Eu=400Cu. The use of this correlation is considered appropriate in view of the nature of the soil-structure interaction analysis and the strain levels expected to develop in proximity of the piles of the proposed development.
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5. Ground Movement Assessment (GMA) Methodology
A Ground Movement Assessment has been undertaken to evaluate the potential impact of the temporary
and permanent construction works on existing Network Rail tunnel running below the site.
Plane strain analysis have been carried out using the commercial software Plaxis 2D 2018, considering
representative cross sections, in order to evaluate the vertical and horizontal ground movements at the
existing Network Rail tunnel depth.
5.1 Plaxis 2D Construction Stage Analysis
A number of 2D finite element (FE) soil-structure interaction plane strain analyses have been carried out in
order to evaluate the ground movements induced by individual construction stages. The 2D FE models
have been undertaken using Plaxis 2D 2018. Soil layers have been modelled using linear elastic perfectly
plastic (Mohr-Coulomb failure criterion) constitutive model.
The London Clay and Lambeth Group strata have been modelled as undrained materials during the
proposed building construction works. The undrained behaviour is modelled in terms of effective stresses;
therefore, an equivalent undrained Young’s Modulus is automatically adopted in the analysis during
undrained loading stages, following elasticity theory (Eu=1.25E’ for an effective stress Poisson’s Ratio of
0.2 and an undrained total stress Poisson’s Ratio of 0.5). In a similar manner, due to the very high-water
bulk modulus, an equivalent (total stress) Poisson’s Ratio of 0.5 is automatically adopted for the London
Clay during undrained loading. Long term conditions are achieved by performing a final consolidation
analysis in which all excess pore water pressures generated during the previous construction stages are
dissipated and ground water equilibrium is achieved.
The lining masonry has been modelled as a linear elastic-perfectly plastic (Tresca failure criterion) material,
assuming a Young’s Modulus of 4.32GPa and a shear strength of 2,400 kPa (the latter corresponding to
half of the compressive characteristic stress in the masonry; ref. LUL – Structural Inspection and
Assessment Brick Tunnel – Structure No. TL89 – Jan 1998). Zero tensile strength has been assumed for
the masonry (in reality the models allow for a very small tensile strength figure of approximately 0.5% of
compressive strength in order to prevent numerical solution problems – the assumption has a negligible
impact on the results).
Piles and retaining sheet pile walls have been modelled using embedded pile and plate elements in Plaxis
respectively. These elements are wished-into-place in the analyses without explicitly modelling the
installation process.
In terms of existing and proposed loading, point loads have been applied at basement level on top of
existing and proposed piles.
Existing pile loads has been used from historic drawings provided in Appendix A. Proposed pile loading is
provided by Waterman Structures in drawing FARRD-WSL-SA-XX-DR-S-100100 provided in Appendix E.
The following construction sequence has been adopted in Plaxis 2D modelling:
Stage 1 – Initial stage.
Stage 2 – NR and LUL tunnels construction: bored tunnels are modelled assuming 1.5% volume loss in
order to simulate the historical tunnelling works.
Stage 3 – Consolidation - all excess pore water pressures are dissipated
Stage 4 – Existing building construction - foundation piles (750mm in diameter) are constructed. Relevant
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existing pile loads has been applied as provided by historic drawings (Appendix Error!
Reference source not found.). Excavation to underside of existing ground beams is done.
Undrained behaviour of cohesive soils has been ignored
Stage 5 – Displacements reset to zero
Stage 6 – A UDL equal to 60.9kPa is applied at existing level to represent the crane load.
Stage 7 – Demolition of the existing structure - the existing building loading is de-activated. The plate
representing the foundation system is also de-activated.
Stage 8 – Excavation of proposed basement (when applicable).
Stage 9 – Installation of basement or ground floor slab.
Stale 10 – Removal of temporary works. Pile spacing is reduced to keep into account the installation of new
piles (when applicable)
Stage 11 – Proposed building construction - relevant proposed pile loads have been applied as provided
by Waterman Structures (Appendix Error! Reference source not found.).
Stage 12 – Long term - a consolidation stage is performed in order to dissipate all excess pore water
pressures generated during the previous loading/unloading stages and achieve long term
conditions.
It is recommended that this Ground Movement Assessment (GMA) is re-visited if the actual construction
method, stages or sequencing change significantly.
The following analyses have been carried out:
Model 1: Modelling the temporary and permanent construction works including a single basement
excavation at typical cross section of the proposed hotel (Figure 7).
Model 2: Modelling the temporary and permanent construction works at typical cross section of the
proposed office (Figure 8).
Cross-sections described above for Plaxis 2D models are presented in plan in Figure 6.
Figure 6: Plan showing Plaxis 2D cross sections
Model 1 Model 2
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Figure 7: Model 1 Plaxis 2D – cross section
Figure 8: Model 2 Plaxis 2D – cross section
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6. Results
The predicted displacements and potential impact on NR asset from temporary and permanent construction
works are presented in this section.
Maximum horizontal displacements, vertical displacements and maximum cant of the NR tunnel for
temporary crane load, demolition, excavation and proposed loading (long-term) stages are shown in Table
2 and Table 3 for Plaxis Model 1 and Plaxis model 2 respectively.
Table 2: Maximum displacements and tunnel cant of NR tunnel – Model 1
Construction stage
Plaxis Model 1
uhoriz max (mm)[1] uvert max (mm) [2] max NR tunnel cant
(mm)
Crane load -1.0 -3.1 0.0
Demolition -2.0 +5.0 1.0
Excavation -4.0 +12.3 2.0
Proposed Loading
(Long term) -2.4 +7.0 0.0
Notes:
[1] +ve values refer to movements towards the right
[2] +ve values refer to heave displacements.
[3] max NR tunnel cant in mm over assumed 1.45m track width
Table 3: Maximum displacements and tunnel cant of NR tunnel – Model 2
Construction stage
Plaxis Model 2
uhoriz max (mm) [1] uvert max (mm) [2] max NR tunnel cant
(mm)
Crane load -1.2 -3.4 0.0
Demolition +2.3 +12.3 1.0
Excavation +2.4 +12.3 1.0
Proposed Loading
(Long term) +1.0 -1.0 0.0
Notes:
[1] +ve values refer to movements towards the right
[2] +ve values refer to heave displacements.
[3] max NR tunnel cant in mm over assumed 1.45m track width
Results are also presented in terms of horizontal displacements contours, vertical displacements contours
and deformed shape in form of total displacement arrows on NR tunnel lining for the following construction
stages:
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• Crane load phase
• Demolition phase
• End of excavation phase
• Proposed loading long-term phase
Results from Plaxis Model 1 are presented in Figure 9 to Figure 20, while results from Plaxis Model 2 are
presented in Figure 21 to Figure 31.
Figure 9: Horizontal displacements (crane phase) – Plaxis Model 1
Figure 10: Vertical displacements (crane phase) – Plaxis Model 1
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Figure 11: Deformed shape in terms of total displacement arrows on NR tunnel lining (crane phase) – Plaxis Model 1
Figure 12: Horizontal displacements (demolition phase) – Plaxis Model 1
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Figure 13: Vertical displacements (demolition phase) – Plaxis Model 1
Figure 14: Deformed shape in terms of total displacement arrows on NR tunnel lining (demolition phase) – Plaxis Model 1
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Figure 15: Horizontal displacements (end of excavation phase) – Plaxis Model 1
Figure 16: Vertical displacements (end of excavation phase) – Plaxis Model 1
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Figure 17: Deformed shape in terms of total displacement arrows on NR tunnel lining (end of excavation phase) – Plaxis Model 1
Figure 18: Horizontal displacements (proposed loading long-term phase) – Plaxis Model 1
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Figure 19: Vertical displacements (proposed loading long-term phase) – Plaxis Model 1
Figure 20: Deformed shape in terms of total displacement arrows on NR tunnel lining (proposed loading long-term phase) – Plaxis Model 1
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Figure 21: Horizontal displacements (crane phase) – Plaxis Model 2
Figure 22: Vertical displacements (crane phase) – Plaxis Model 2
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Figure 23: Deformed shape in terms of total displacement arrows on NR tunnel lining (crane phase) – Plaxis Model 2
Figure 24: Horizontal displacements (demolition phase) – Plaxis Model 2
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Figure 25: Vertical displacements (demolition phase) – Plaxis Model 2
Figure 26: Deformed shape in terms of total displacement arrows on NR tunnel lining (demolition phase) – Plaxis Model 2
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Figure 27: Horizontal displacements (end of excavation phase) – Plaxis Model 2
Figure 28: Vertical displacements (end of excavation phase) – Plaxis Model 2
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Figure 29: Deformed shape in terms of total displacement arrows on NR tunnel lining (end of excavation phase) – Plaxis Model 2
Figure 30: Horizontal displacements (proposed loading long-term phase) – Plaxis Model 2
23 Draft Ground Movement Assessment - Network Rail (Temporary and Permanent Works)
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Figure 31: Vertical displacements (proposed loading long-term phase) – Plaxis Model 2
Figure 32: Deformed shape in terms of total displacement arrows on NR tunnel lining (proposed loading long-term phase) – Plaxis Model 2
24 Draft Ground Movement Assessment - Network Rail (Temporary and Permanent Works)
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7. Conclusions and Recommendations
Waterman has been appointed by Whitbread to undertake a Ground Movement Assessment (GMA) to
evaluate the potential impact of the proposed construction works on Network Rail (NR) assets, running
below proposed development site. The study captures both temporary and permanent works stages. This
report aims to provide a greater degree of certainty to the asset owners and the developer to understand
ground movement predictions and magnitude of potential impact at the location of NR tunnels.
The proposed 68 – 86 Farrington Road development is located at Clerkenwell, London EC1R 0BD. The
national grid reference is 531257, 182291. The site is currently occupied by a 5-storey NCP car park and
is situated immediately on top of the Network Rail Clerkenwell tunnel. The site has a broadly rectangular
shape, approximately 95 x 25m and covers approximately 1940sqm. There is a semi-basement level below
part of the building at the southern end of the property. The proposed re-development at 68-86 Farringdon
Road will comprise a multi-storey hotel (6 storeys) with retail and office space. The existing car park will
be demolished as part of the proposed works. It is proposed that the new building adopts a similar
foundation system with the existing piles being reused, if possible, and supplemented with new piles, if
necessary. A basement is proposed in the middle of the development to provide plant space and for
equipment and storage for the hotel.
Temporary works will be in place during the demolition of the car park and its ground beam. Demolition
works will take place in three phases; phase one – main part will be demolished starting from grid x16a to
grid x5a; phase two – southern part of the building will be demolished from grid x16a to grid x19; and phase
three – northern part of the building will be demolished from grid x5a to grid x1.
The ground model and parameters have been based on related to historical ground investigations
undertaken in proximity of the proposed development site i.e. from the British Geological Survey (BGS)
archives and a site-specific ground investigation which was undertaken by Socotec between November
2018 – March 2019. It should be noted that this third-party information has not been checked nor
independently verified by Waterman.
A Ground Movement Assessment has been undertaken to evaluate the potential impact of the temporary
and permanent construction works on existing Network Rail tunnel running below the site .
Two plane strain analyses have been carried out using the commercial software Plaxis 2D 2018,
considering representative cross sections, in order to evaluate the vertical and horizontal ground
movements at the existing Network Rail tunnel depth.
A summary of the tunnel maximum displacement and deformation patterns evaluated in the various stages
is presented in section 6. Maximum displacements for the NR tunnel are at the order of 12.3mm. Therefore,
it is concluded that the risk of damage to the tunnel is low to moderate.
25 Draft Ground Movement Assessment - Network Rail (Temporary and Permanent Works)
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8. References
1) British Geological Survey, British Regional Geology Publication for London and the Thames Valley
(2013) (www.bgs.ac.uk)
2) C.R.I. Clayton, 1995. CIRIA C143 ‘The Standard Penetration Test (SPT): Methods and Use’.
3) London Underground Limited, Structural Inspection and Assessment – Brick Tunnel, Structure No
TL89, January 1998.
4) M J Tomlinson, 201. ‘Foundation Design and Construction’, 7th edition.
5) PLAXIS 2D Reference Manual 2019, by Plaxis BV.
6) Stage 4 Report – Structural Engineering, Waterman Structures Limited, 68-86 Farrington Road,
London EC1R 0BA. November 2018
Appendices
Draft Ground Movement Assessment - Network Rail (Temporary and Permanent Works)
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APPENDICES
A. Historic Drawings
Appendices
Draft Ground Movement Assessment - Network Rail (Temporary and Permanent Works)
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B. Proposed Development
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