Sie sind auf Seite 1von 17

Use of OM at The Betuweroute: section

Sliedrecht Gorinchem, The Netherlands


Background
Approximately 9 km embankment
section of the Betuweroute runs
parallel to an existing railway. As this
existing infrastructure is being used
intensively, disruption of traffic due to
degradation of track is unacceptable.

Design Development
Originally, to minimise disturbance of
the existing rail track, a sheet pile wall
was planned in between the two
embankments. The observational
method was brought in as an
alternative of the safe solution and
finally the sheetpiles were not used.
Observational Method (OM)
Using the OM to compensate for
uncertainties in geotechnical design
and construction is undisputed
worthwhile. Optimisation of the
traditional design has saved 4 mil.
for this case Additional cost for moni-
toring and supervision were 0.2 mil.

GeoDelft, The Netherlands 1


GeoDelft, The Netherlands
European Network
International Network
The Betuweroute is a double-track
freight railway and the first railway
in the Netherlands that is
designed exclusively for freight
transport.
The 160 km kilometres of freight
track will ensure that cargo
arriving at the port of Rotterdam is
transported quickly and safely to
the European hinterland.

GeoDelft, The Netherlands

GeoDelft, The Netherlands 2


Betuweroute
Dutch Section

The Sliedrecht-Gorinchem section


of the Betuweroute is the most
difficult part of the new railway
track.
It runs parallel to sensitive
existing infrastructure, available
construction time is short and
critical for the total project and
last but not least, local soil
conditions are very poor.
Situated in the western part of the
Netherlands, a typically Dutch
polder landscape and its delicate 22 km embankment
hydrological systems had to be
16 engineering structures
crossed.
construction time 3 years
mostly soft soil

GeoDelft, The Netherlands

GeoDelft, The Netherlands 3


Betuweroute
Section 3 and 6
Design and monitoring details of
two cross sections parallel to the
existing railroad are presented.
Cross section km 13.3 in section
3 is situated in the polder area.
Large settlements for the
Section 6
Betuweroute embankment were Section 3
expected as the subsoil locally
consists of 12 m of peat and very
soft organic clays.

The second cross section


presented is km 21.7 in section 6
Within the whole project, here soil
conditions are relatively good.
Expected settlements were only 50
% of settlements predicted in
section 3.

GeoDelft, The Netherlands

GeoDelft, The Netherlands 4


Project Organisation
The Alliance
The overall high risk profile of the
Sliedrecht-Gorinchem section of
Betuweroute, especially regarding
several geotechnical issues, formed
the starting point for the formation of
Waardse Alliantie, an alliance
between ProRail Project organisation
Project organisation Betuweroute (PoBr) HBSC
Betuweroute (client) and HBSC, a
combination of four Dutch and (Ministery of V&W ProRail)
Belgium contractors.
advisor riskmanagement Heijmans N.V.
Together they took on the challenge
to re-design and build this
Betuweroute section within a tight Boskalis Westminster
Dredging
time schedule and within a fixed
budget. Both parties agreed to share
cost of identified risks including Strukton Groep N.V.
unexpected soil conditions and
damage to existing infrastructure. On
CFE
the other hand, the alliance was
Aannemingsmaatschappij
challenged to optimise the available
design as cost reductions would also
be shared among the parties GeoDelft, The Netherlands
involved. Originally, ten years of
maintenance was included in the
contract to guarantee a qualitatively
sufficient design.
GeoDelft, The Netherlands 5
Parallel infrastructure
Approximately 9 km out of 22 km
embankment section,
Betuweroute runs parallel to the
existing railway Dordrecht-
Geldermalsen or motorway A-
15/E-31. As this existing
infrastructure is being used
intensively, disruption of traffic
due to degradation of track or
pavement is unacceptable. On the
other hand, 100% prevention of
damage is impossible.

GeoDelft, The Netherlands

GeoDelft, The Netherlands 6


Design
In this case of the parallel rail track,
not only soil deformation had to be
-15.000 -12.000 -9.000 -6.000 -3.000 0.000 3.000 6.000 9.000 12.000 15.000 18.000
monitored, also information on the B
Betuweroute
rail geometry and inclination of 3.000
electrification pole center existing Railway
electrification poles is required to
guarantee safety for train 0.000

passenger. The tolerances for track


geometry and guidelines on what is -3.000

acceptable for safe passing of


trains and what isnt should be -6.000

unambiguous.
The project organisation must be -9.000

able to handle the monitoring data


fast enough so that action can be -12.000

taken on time. Responsibilities


within the organisation must be -15.000

clear: Who is responsible for the


data acquisition and interpretation -18.000

and who may decide on remedial


actions have to be taken. In case of -21.000

an unexpected event, action should


be taken immediately instead of
starting discussions on cost. GeoDelft, The Netherlands

GeoDelft, The Netherlands 7


Design calculations
Both cross sections were designed
using the Soft Soil Creep module in
the FEM-program Plaxis version 7.11.
Settlements and rate of consolidation
were calibrated using observational Results of the calculations for km 13.3 and km 21.7
data from neighbouring locations and
MSettle software.
As the calculated deformations at the Km Settlement in Settlement in Settlement in Settlement in
location of the track were 3 to 5 times the axis of the the axis of the the axis of the the axis of the
smaller using the (at that time) new
existing track existing track, 1 existing track existing track
S.S.C. module in Plaxis, compared to
directly after year after the 30 year after the after 30 year
calculations with the conventional
Mohr-Coulomb model in previous the last stroke last stroke last stroke without
versions of Plaxis, uncertainties of sand fill heightening *
regarding the expected deformation [mm] [mm]
remained. [mm] [mm]
However, even in case of unexpected 13.3 -5 ** 11 41 12
large final settlements, the expected
rate of settlement enabled in time 21.7 1 27 135 131
detection of track degradation.
Because one of the contractors in the
alliance has its own rail maintenance * creep reference calculation
branch, track maintenance machines ** this is an uplift
and crew could be mobilised within
hours if necessary. This gave faith in
using an observational method GeoDelft, The Netherlands
approach.

GeoDelft, The Netherlands 8


Monitoring
Monitoring, embedded in risk
management, has successfully
guided construction of these
sections. In spite of extensive soil
investigations and sophisticated
design calculations, unexpected
fast deformation have occurred.
These where detected on time and
repaired without significant
hindrance to the traffic.
Afterwards, back analysis of
monitoring data indicated that
overdue maintenance of the
drainage system of the existing
motorway had initiated these
rapid deformations. Separate from
the observational method
aspects, monitoring can be
regarded as an insurance for
unexpected soil behaviour.

GeoDelft, The Netherlands

GeoDelft, The Netherlands 9


Observational Method
However, a risk analysis at the start of the alliance showed something different.
Little was known about the condition of the existing embankment. Experience
with the installation sheet piles in the existing track learned that compaction
damage and the related extra track maintenance needed, could be significant.
Furthermore, withdrawal of the sheet piles in a later stage might result in the
formation of wells under the existing track as the hydraulic head of the sand
layers to were the sheet piles would have been placed, rises to approximately 0.5
m above the surface. Of course, such formation of wells can be prevented but
this would significantly increase costs.
The risk analyses and awareness within the team that predictions based on
geotechnical calculations are far less accurate than often suggested, led to the
option of the a construction based on the observational method in many
different locations.
Construction was planned is such a way that experience gained in the beginning
of the project could be used in a later stage. Just after the start of the alliance,
two test-embankments were constructed to calibrate soil strength and
deformation parameters. The 22 km of embankment was split in to sections with
an equal risk profile. For example stability of an embankment during
construction is not such a hot item in the middle of the polder area, whereas
instabilities should be avoided in the sections where Betuweroute runs parallel
with an existing railway or motorway.

GeoDelft, The Netherlands

GeoDelft, The Netherlands 10


Monitoring of the rail geometry
Monitoring Program

The monitoring program consisted


of three types of monitoring.
First monitoring of the rail
geometry is required as this is
directly related to track safety.
Waardse Alliantie has used the
track gauge TEC1435, which
measures the relative
deformations of the track such as
superelevation, warp and shift
every 0.5 m.
Measurements were carried out
every week during heightening.
The frequency of monitoring was
decrease after deformations had
flattened out. Results of the track
gauge were reported within 1 day
after the measurement but these
data could be read out straight
GeoDelft, The Netherlands
away if necessary.

GeoDelft, The Netherlands 11


Geodetic measurements
Monitoring Program
Prism

The monitoring program consisted


of three types of monitoring.
deformationpoint on crossbeam
Second, geodetic measurements
were carried out to establish
absolute deformations of track and
electrification poles. This type of
monitoring consisted of fixed
points on sleepers and
electrification poles, prism half
way the poles and peg in the sand
bed next to the track.
Every 65 m (equals the distance
between the electrification poles) a
cross section was instrumented. In
the beginning of the project, these
measurement were carried out deformationbolt on electrification pile
with the same frequency as the
track gauge measurement.
However, as it costs a lot of effort GeoDelft, The Netherlands
to obtain these measurements so
the frequency was decrease after
finishing heightening of
Betuweroute.

GeoDelft, The Netherlands 12


Geotechnical monitoring
Monitoring Program
Settlement plate
The monitoring program consisted
of three types of monitoring.
Third, geotechnical monitoring has
been carried out to verify the
deformation prognosis.
The geotechnical monitoring vibration wire piezometers
consisted of open standpipes and
vertical inclinometers every 500 m.
For regular construction purposes
settlement plates were installed
every 50 m. At geological relevant Inclinometer
cross sections vibration wire
piezometers were used to monitor
stability of the Betuweroute during
the heightening process. Open standpipe settlementpeg alongside the railway
The frequency of these monitoring
was based on a logarithmic time
scale, as usual for settlement
plates. GeoDelft, The Netherlands

GeoDelft, The Netherlands 13


Monitoring: interpretation
Monitoring Program

The geotechnical, geodetic and


track gauge monitoring was
combined to schedule regular
track maintenance.
The track gauge data was also
needed to decide on distress
maintenance, in case unexpected
fast deformations could jeopardise
track safety.

An authorised team of specialists


evaluated monitoring data on a
weekly basis, assuring remedial
actions to be taken in time.

GeoDelft, The Netherlands

GeoDelft, The Netherlands 14


Cross section km 13.3 (3)
In cross section 13.3, 4 m of sand Measurements km 13,3
fill has been placed. Till the end of
2001, approximately 2 m of 1,5 0,000

deformation point on sleeper [.. m + NAP]


height of sand fill / settlement [.. m + NAP]
settlement has occurred.
1
As can be seen in the figure, the -0,050
heightening process started early 0,5

January 2001. The sand bed was


0
placed in different strokes between 1-okt-00 31-dec-00 1-apr-01 1-jul-01 30-sep-01 30-dec -01
-0,100

January and July 2001. The result -0,5


of the deformation points on the Correction of track elevation
-0,150
sleeper shows that the sleeper has -1

settled approximately 1.5 cm


-1,5
during the heightening process. -0,200
Prediction calculations indicated
-2
approximately 2 cm would occur.
These numbers correspond very -2,5 -0,250
well, taking in account within the
settlement of Betuweroute embankment height of sand fill
accuracy of the FEM calculations. deformation point on sleeper north deformation point on sleeper south
After the lifting of the track, the
track became stable. In total, two
nights for additional maintenance
km 13.3 settlement plate versus deformation point on the sleeper
(no interruption of traffic allowed)
were sufficient to compensate for GeoDelft, The Netherlands
the deformations induced by
construction of Betuweroute.

GeoDelft, The Netherlands 15


Cross section km 21.7 (6)
In cross section km 21.7, 2 m of Measurements km 21,7

1-10-2001

1-11-2001

1-12-2001

1-10-2002

1-11-2002

1-12-2002
sand fill has been placed. Till now

1-6-2001

1-7-2001

1-8-2001

1-9-2001

1-1-2002

1-2-2002

1-3-2002

1-4-2002

1-5-2002

1-6-2002

1-7-2002

1-8-2002

1-9-2002

1-1-2003

1-2-2003
approximately 1 m of settlement
has occurred. In this section, a
curved track, the standard 30
1,90
superelevation is 30 mm. The 25
1,70

height of sandfill [..m + NAP] / settlement [m]


maximum allowable decrease of 20
1,50
15
superelevation is 20 mm. 1,30
10
1,10
5
Striking in the figure is the fact that 0,90

superelevation[mm]
0
most deformation happened after 0,70 -5
correction of track elevation correction of track elevation
completion of the heightening 0,50 -10
process. Superelevation is still 0,30 -15
increasing, however the rate at 0,10 -20
which this happens is back to an -0,10 -25
acceptable level. In this section -0,30 -30
correction of the track elevation -0,50 -35
was required already five times. -0,70 settlement -40
correction of track elevation height of sandfill -45
According to the FEM calculations -0,90
superelevation
the settlement in the axis of the -1,10 -50

existing track, one year after the


last stroke was predicted at 2.7 cm. km 21.7 settlement plate versus super elevation
The measured settlement is
approximately 6 cm. Although still GeoDelft, The Netherlands
within the reliability range for FEM
calculations, these deformations
were larger than excepted,
especially taken the previous
experience of section 3 into
GeoDelft, The Netherlands 16
account.
Observational Method

CONCLUSIONS Using the observational method to compensate for


uncertainties in geotechnical design and construction is
undisputed worthwhile.
Preferably it should be embedded in the project risk
management system.
Optimisation of the traditional design has saved
4 million for this case. Additional cost for monitoring and
supervision were 0.2 million

More information: F.P.W. vandenBerg@GeoDelft.nl

GeoDelft, The Netherlands

GeoDelft, The Netherlands 17

Das könnte Ihnen auch gefallen