10Th International Conference on Geosynthetics, Berlin Advert Bonar Civil 216X280mm 02 WT.Pdf 1 10-07-14 17:27

Year 18 - September 2014 - Special edition independent journal for the geoart sector

10th International Conference on Geosynthetics, Berlin Advert_Bonar_Civil_216x280mm_02_WT.pdf 1 10-07-14 17:27

The Bonar product range includes of soil, horizontal and vertical High performance and reliability woven and non-woven geotextiles, drainage and erosion control on are common values throughout geogrids, 3D polymeric mats, geo- dry and wet slopes; also for the range. composites and construction separation, filtration and protec- fibres. Within the range, many tion, and for vibration reduction. Bonar products have proven them- different product types are selves for decades in numerous available to answer to individual Our construction fibres are projects all over the world. project demands. manufactured especially for Our knowledge and expertise is concrete reinforcement and can extensive and shared by providing Bonar products are typically used be used in many applications design support and advice for stabilization and consolidation including fire protection in tunnels. tailored to your project needs.

Ideen. Ingenieure. Innovationen. HUESKER Engineering with Geosynthetics HUESKER Geosynthetics GEOTEXTILES GEOGRIDS Geogrids, wovens, composites, geosynthetic-clay liners, non- RETAINING WALLS “We provide solutions wovens, as well as marine tubes and erosion protection DRAINAGE GEOCOMPOSITES for your mats for your application in... This special edition of GeoArtWATERPROOFING is powered construction by: works.” EROSION CONTROL COMPOSITES Earthworks and Foundations GRASSPROTECTION Belgium T +32 52 457 487 Netherlands T +31 85 744 1300 France T +33 1 49 46 24 30 United Kindom T +44 1482 863777 Roads and Pavements Non-stabilised Germany T +49 6022 812020 USA T +1 828 665 5050 TriAx Hungary T +36 49 540 190 Hydraulic Engineering G r [email protected] / www.bonar.com eog id INDUSTRIEZONE N°583 / RIJKSWEG 91 / 2870 PUURS / T 03 860 19 70 / F 03 886 23 00 / [email protected] / WWW.EMERGO.BE

Environmental Engineering Bonar BV MSL gives Tel. 0031 (0)85 744 12 00 Emotrade NV Belgium P.O. Box 9600 [email protected] Rijksweg 91 (Industriezone Tel. 0032 3 860 19 70 6800 TC Arnhemup to 40% lwww.bonar.comess No. 583) [email protected] www.HUESKER.com pavement B-2870 PUURS www.emergo.be thickness HUESKER engineers support you with the realisation of your construction projects. Rely on the products and solutions of HUESKER.

HUESKER Synthetic GmbHr · 48712rm Geschern · Germany r Tel.: + 49Sa (0) 25m 42e / 701pe - 0f · infoo HUESKERa ce .de+ lowe cost Tensar is the answer Huesker Synthetic GmbH Tel. 0049 (0) 2542 70 10 NGO (Dutch chapter of the IGS) Tel. 0031 (0)85 104 47 27 Fabrikstraße 13-15 [email protected] P.O. Box 358 [email protected] D-48712 Gescher www.huesker.de 3840 AJ Harderwijk www.ngo.nl Germany

Tensar International B.V. Tel. 0031 (0)73 624 19 16 Helftheuvelweg 11 [email protected] Terre Armée BV Tel. 0031 (0)88 660 63 03 5222 AV ’S-Hertogenbosch www.tensar.nl Singel 271-D (west) [email protected] 3311 KS Dordrecht www.terrearmee.nl

The collective members of the NGO: Colophon

Baggermaatschappij Boskalis BV, Naue GmbH & Co. KG, Papendrecht Espelkamp-Fiestel Text editor C. Sloots Bonar BV, Arnhem Ooms Civiel BV, Avenhorn Editor in chief S. O’Hagan Ceco BV, Maastricht Prosé Kunststoffen BV, Editorial Board C. Brok Cofra B.V., Amsterdam Leeuwarden A. Bezuijen Deltares, Delft Quality Services BV, Bennekom M. Duskov˘ Fugro GeoServices BV, Robusta BV, Genemuiden J. van Dijk Leidschendam SBRCURnet, Rotterdam F. de Meerleer Geopex Products (Europe) BV, T&F Handelsonderneming BV, Production/ Gouderak Oosteind Publisher Uitgeverij Educom BV Hero-Folie B.V., Zevenaar Ten Cate Geosynthetics InfraDelft BV, Delft Netherlands BV, Nijverdal NGO-Adress: Intercodam Infra BV, Almere Tensar International, Nederlandse Geotextielorganisatie (NGO) Kem Products NV, ’s-Hertogenbosch Postbus 358 Heist op den Berg (B) Terre Armee BV, Waddinxveen 3840 AJ Harderwijk Kiwa NV, Rijswijk Van Oord Nederland BV, Gorinchem Tel. 0031 (0)85 104 47 27 Kwast Consult, Houten Voorbij Funderingstechniek BV, Movares Nederland BV, Utrecht Amsterdam www.ngo.nl

2 GeoART - 10th icg - September 2014 Contents

N71 Voorwerk_Opmaak 1 28-08-13 12:10 Pagina 3

Mede-ondersteuners Submerged geomembrane systems in urban areas: Innovative polder- N71 Voorwerk_Opmaak 1 28-08-13 12:10 Pagina 3 Welcome - 4 N71 Voorwerk_Opmaak 1 28-08-13 12:10 Pagina 2 N71 Voorwerk_Opmaak 1 28-08-13 12:10 Pagina 3 N71 Voorwerk_Opmaak 1 28-08-13 12:10 Pagina 3 constructions in limited space - 8 Cofra BV PostAcademisch Jetmix BV nv Alg. Ondernemingen Kwadrantweg 9 Onderwijs (PAO) Postbus 25 Soetaert-Soiltech 1042 AG Amsterdam Postbus 5048 4250 DA Werkendam Esperantolaan 10-a Postbus 20694 2600 GA Delft Tel. 0031 (0)183Mede-ondersteuners - 50Mede-ondersteunersMede-ondersteuners 56 66 B-8400 Oostende Hoofd- en Sub-sponsors 1001 NR Amsterdam Tel. 0031 (0)15 - 278 46 18 Fax 0031 (0)183 - 50Mede-ondersteuners 05 25 Tel. +32 (0) 59 55 00 00 Tel. 0031 (0)20 - 693 45 96 Fax 0031 (0)15 - 278 46 19 www.jetmix.nl Fax +32 (0) 59 55 00 10 Fax 0031 (0)20 - 694 14 57 www.pao.tudelft.nl www.soetaert.be Cofra BV PostAcademisch Jetmix BV nv Alg. Ondernemingen CofraCofrawww.cofra.nl BV BV PostAcademischPostAcademisch JetmixJetmixRoyal BV HaskoningDHVBV nvnvVan Alg. Alg. ‘t Ondernemingen Hek Ondernemingen Groep Hoofdsponsor Kwadrantweg 9 Onderwijs (PAO) Postbus 25 Soetaert-SoiltechPostbus 88 KwadrantwegKwadrantwegCofra BV 9 9 OnderwijsOnderwijsPostAcademischProfound (PAO) BV(PAO) PostbusPostbusJetmixPostbus 25 BV 25 151 Soetaert-SoiltechSoetaert-SoiltechnvSBRCURnet Alg. Ondernemingen 1042 AG Amsterdam Postbus 5048 4250 DA Werkendam Esperantolaan 10-a 10421042KwadrantwegIngenieursbureau AG AG Amsterdam Amsterdam 9 PostbusPostbusOnderwijsLimaweg 5048 5048 17 (PAO) 42504250Postbus6500 DA DA AD Nijmegen Werkendam 25Werkendam EsperantolaanEsperantolaanSoetaert-Soiltech1462Postbus ZH 1819Middenbeemster 10-a 10-a Postbus 20694 2600 GA Delft Tel. 0031 (0)183 - 50 56 66 B-8400 Oostende PostbusPostbus1042Amsterdam AG 20694 20694 Amsterdam 26002600Postbus2743 GA GA CB Delft 5048Delft Waddinxveen Tel.Tel.4250Tel. 0031 0031 0031 DA (0)183 Werkendam(0)183 (0)24 - 50- 50328 56 56 4266 66 84 B-8400B-8400EsperantolaanTel.3000 0031 OostendeBV Oostende Rotterdam (0)299 10-a 31 30 20 1001 NR Amsterdam Tel. 0031 (0)15 - 278 46 18 Fax 0031 (0)183 - 50 05 25 Tel. +32 (0) 59 55 00 00 10011001PostbusWeesperstraat NR NR Amsterdam 20694Amsterdam 430 Tel.Tel.2600Tel. 0031 0031 0031 GA (0)15 Delft(0)15 (0)182 - 278- 278 - 640 46 46 96418 18 FaxFaxTel.Fax 0031 0031 0031 (0)183 (0)183 (0)24 - 50- 50323 05 0556 9325 2566 46 Tel.Tel.B-8400www.vanthek.nlTel. +32 +32 0031 (0) Oostende (0) 59(0)10 59 55 55 -00 20600 00 00 5959 Tel. 0031 (0)20 - 693 45 96 Fax 0031 (0)15 - 278 46 19 www.jetmix.nl Fax +32 (0) 59 55 00 10 Tel.Tel.1001Postbus 0031 0031 NR (0)20 Amsterdam 12693(0)20 - 693- 693 45 45 96 96 FaxFaxTel.Fax 0031 0031 0031 (0)15 (0)15 (0)182 - 278- 278 - 649 46 46 66419 1918 www.jetmix.nlwww.jetmix.nlFaxwww.royalhaskoningdhv.com 0031 (0)183 - 50 05 25 FaxFaxTel.Fax +32 +32 0031 (0) (0) 59 (0)10 59 55 55 00- 41300 10 1000 0175 Fax 0031 (0)20 - 694 14 57 www.pao.tudelft.nl www.soetaert.be Stieltjesweg 2,2628 CK Delft FaxFaxTel.1100 0031 0031 AR (0)20 (0)20Amsterdam - 694 - 694693 14 1445 57 5796 www.pao.tudelft.nlwww.pao.tudelft.nlFaxwww.profound.nl 0031 (0)15 - 278 46 19 www.jetmix.nl www.soetaert.bewww.soetaert.beFaxwww.sbr.nl +32 (0) 59 55 00 10 www.cofra.nl Royal HaskoningDHV www.curbouweninfra.nl Tel. 0031 (0)88 - 335 7200 www.cofra.nlwww.cofra.nlFaxTel. 0031 0031 (0)20 (0)20 - -694 251 14 1303 57 www.pao.tudelft.nl RoyalRoyal HaskoningDHV HaskoningDHV www.soetaert.be www.deltares.nl Profound BV Postbus 151 SBRCURnet www.cofra.nlFax 0031 (0)20 - 251 1199 ProfoundProfound BV BV PostbusPostbusRoyal HaskoningDHV151 151 SBRCURnetSBRCURnet Ingenieursbureau Limaweg 17 6500 AD Nijmegen Postbus 1819 IngenieursbureauIngenieursbureauwww.iba.amsterdam.nl LimawegLimawegProfound 17 17 BV 65006500PostbusSBRCURnet AD Nijmegen AD Nijmegen 151 PostbusPostbusSBRCURnet 1819 1819 Amsterdam 2743 CB Waddinxveen Tel. 0031 (0)24 - 328 42 84 3000 BV Rotterdam AmsterdamAmsterdamIngenieursbureau 27432743Limaweg CB CB Waddinxveen Waddinxveen 17 Tel.Tel.6500Postbus 0031 0031 AD Nijmegen (0)24 (0)24 1819 - 328- 328 42 42 84 84 30003000Postbus BV BV Rotterdam 1819Rotterdam Weesperstraat 430 Tel. 0031 (0)182 - 640 964 Fax 0031 (0)24 - 323 93 46 Tel. 0031 (0)10 - 206 5959 WeesperstraatWeesperstraatAmsterdam 430 430 Tel.Tel.2743 0031 0031 CB (0)182 Waddinxveen (0)182 - 640- 640 964 964 FaxFaxTel.3000 0031 0031 BV (0)24 (0)24 Rotterdam - 323 - 323328 93 9342 46 4684 Tel.Tel.3000 0031 0031 BV (0)10 Rotterdam (0)10 - 206- 206 5959 5959 Postbus 12693 Fax 0031 (0)182 - 649 664 www.royalhaskoningdhv.com Fax 0031 (0)10 - 413 0175 PostbusPostbusWeesperstraat 12693 12693 430 FaxFaxTel. 0031 0031 (0)182 (0)182 - 649 - 649640 664 664964 www.royalhaskoningdhv.comwww.royalhaskoningdhv.comFaxTel. 0031 0031 (0)24 (0)10 - 323 - 206 93 5959 46 FaxFaxTel. 0031 0031 (0)10 (0)10 - 413- 413206 0175 01755959 Sub-sponsors 1100 AR Amsterdam www.profound.nl www.sbr.nl 11001100Postbus AR AR Amsterdam 12693Amsterdam www.profound.nlwww.profound.nlFax 0031 (0)182 - 649 664 www.royalhaskoningdhv.comFax 0031 (0)10 - 413Colofon 0175 www.sbr.nlwww.sbr.nlFax 0031 (0)10 - 413 0175 Tel. 0031 (0)20 - 251 1303 www.curbouweninfra.nl Tel.Tel.1100 0031 0031 AR (0)20 Amsterdam (0)20 - 251- 251 1303 1303 www.profound.nl www.sbrcurnet.nl www.curbouweninfra.nlwww.curbouweninfra.nlwww.sbr.nl Fax 0031 (0)20 - 251 1199 www.curbouweninfra.nl FaxFaxTel. 0031 0031 (0)20 (0)20 - 251 - 251 1199 11991303 Jointless asphalt pavements at in- 3D numerical analysis of basal www.iba.amsterdam.nl www.iba.amsterdam.nlwww.iba.amsterdam.nlFax 0031 (0)20 - 251 1199 tegral bridges - 18 reinforced piled embankments - 26 www.iba.amsterdam.nl GEOTECHNIEK Geotechniek is JAARGANG 17 – NUMMER 4 een uitgave van OKTOBER 2013 Colofon Uitgeverij Educom BV Gemeenschappenlaan 100 Veurse Achterweg 10 Galvanistraat 15 Vierlinghstraat 17 ColofonColofon Mathenesserlaan 347 B-1200 Brussel 2264 SG Leidschendam 3029 AD Rotterdam 4251 LC Werkendam Geotechniek is een informatief/promotioneel Tel. 0032 2 402 62 11 Tel. 0031 (0)10 - 489 69 22 Colofon 3023 GB Rotterdam Tel. 0031 (0)70 - 311 13 33 Tel. 0031 (0) 183 40 13 11 onafhankelijk vaktijdschrift dat beoogt www.besix.be www.fugro.nl www.gw.rotterdam.nl www.terracon.nl Tel. 0031 (0)10 - 425 6544 kennis en ervaring uit te wisselen, inzicht Fax 0031 (0)10 - 425 7225 GEOTECHNIEKGEOTECHNIEK GeotechniekGeoArt is published is by GEOTECHNIEKGEOTECHNIEKte bevorderen en belangstelling voor het [email protected] is is JAARGANGJAARGANGGEOTECHNIEK 17 18 – – NUMMER NUMMER 4 3 eenGeotechniek uitgave van is JAARGANGJAARGANGgehele geo technische17 17 – – NUMMER NUMMER vakgebied 4 4 te kweken. eeneenUwww.uitgeverijeducom.nlitgeverij uitgave uitgave van Evanducom BV OKTOBERJJAARGANGULI 2014 2013 17 – NUMMER 4 UitgeverijeenMathenesserlaan uitgave Educom van 347,BV 3023 GB Rotterdam © Copyrights Uitgeverij Educom BV, September 2014. OKTOBEROKTOBER 2013 2013 UitgeverijUitgeverij Educom EducomBVBV OKTOBER 2013 MathenesserlaanUitgeverijTel. +31 10 425Educom 6544347 www.uitgeverijeducom.nlBV © ISSN 1386-2758 Geotechniek is een informatief/promotioneel MathenesserlaanMathenesserlaan 347 347 GeotechniekGeotechniekGeotechniek isis is een een een informatief/promotioneel informatief/promotioneel informatief/promotioneel 3023 GB Rotterdam 30233023Mathenesserlaan GB GB Rotterdam Rotterdam 347 Uitgever/bladmanager onafhankelijkonafhankelijkGeotechniekRedactieraad vaktijdschrift isvaktijdschrift een informatief/promotioneel datdatDeen, beoogtbeoogt dr. J.K. van Meireman, ir. P. Lezersservice onafhankelijkonafhankelijk vaktijdschrift vaktijdschrift dat dat beoogt beoogt Tel.3023 0031 GB (0)10 Rotterdam - 425 6544 Uitgeverij Educom BV kennisAlboom, en ir.ervaring G. van uit te wisselen,Diederiks, inzicht R.P.H. Rooduijn, ing. M.P. Tel.Adresmutaties 0031 (0)10 -doorgeven 425 6544 via CRUX Engineering BV kenniskenniskennisonafhankelijk en enen ervaring ervaringervaring vaktijdschrift uit uit te te wisselen, wisselen, dat beoogt inzicht inzicht FaxTel. 0031 0031 (0)10 (0)10 - 425 - 425 7225 6544 Korenmolenlaan 2 Industrielaan 4 FaxFax 0031 0031 (0)10 (0)10 - 425- 425 7225 7225 R.P.H. Diederiks tetekennisBeek, bevorderenbevorderen mw. en ervaringir. V. enen van belangstellingbelangstelling uit te wisselen,Graaf, voorvoor inzicht ing. hethet H.C. van de Schippers, ing. R.J. [email protected]@uitgeverijeducom.nl Pedro de Medinalaan 3-c 3447 GG Woerden B-9900 Eeklo Klipperweg 14, 6222 PC Maastricht tete bevorderen bevorderen en en belangstelling belangstelling voor voor het het [email protected]@uitgeverijeducom.nlFax 0031 (0)10 - 425 7225 Bouwmeester, Ir. D. Gunnink, Drs. J. Schouten, ir. C.P. 3 GeoART - 10th icg - September 2014 1086 XK Amsterdam Tel. 0031 (0)348 - 43 52 54 Tel. 0032 9 379 72 77 Tel. 0031 (0)43 - 352 76 09 gehelegehelete bevorderen geo geotechnische technische en belangstelling vakgebied vakgebied te tevoor kweken.kweken. het [email protected] Redactie geheleBrassinga, geo ing. technische H.E. vakgebiedHaasnoot, te kweken. ir. J.K. Smienk, ing. E. www.uitgeverijeducom.nlwww.uitgeverijeducom.nl© Copyrights Tel. 0031 (0)20 - 494 3070 www.cruxbv.nl www.volkerinfradesign.nl www.lameirest.be www.huesker.com gehele geo technische vakgebied te kweken. www.uitgeverijeducom.nl Beek, mw. ir. V. van Brinkgreve, dr. ir. R.B.J. Hergarden, mw. Ir. I. Spierenburg, dr. ir. S. Uitgeverij Educom BV Brassinga, ing. H.E. Brok, ing. C.A.J.M. Jonker, ing. A. Storteboom, O. Oktober 2013 Niets uit deze uitgave mag Uitgever/bladmanagerBrouwer, ir. J.W.R. RedactieraadBrouwer, ir. J.W.R. Kleinjan, Ir. A. Thooft, dr. ir. K. Uitgever/bladmanager Redactieraad Deen, dr. J.K. van Meireman, ir. P. LezersserviceLezersserviceworden gereproduceerd met Uitgever/bladmanagerDiederiks, R.P.H. RedactieraadCalster, ir. P. van Diederiks,Deen,Langhorst, dr. J.K. R.P.H. ing. van O. Meireman,Meireman,Vos, mw. ir. ir.ir. M. P.P. de Lezersservice UitgeverijUitgeverijUitgever/bladmanager Educom Educom BV BV Alboom,Alboom,Redactieraad ir. ir. G. G. van van Diederiks,Graaf,Deen, ing.dr. R.P.H. J.K. H.C. van van de Rooduijn,Meireman, ing. ing. ir. M.P. M.P.P. AdresmutatiesAdresmutatiesLezersservicewelke methode dandoorgeven doorgevenook, zonder via via Dywidag UitgeverijHergarden, Educom mw. Ir. BV I. Alboom,Cools, ir. ir. P.M.C.B.M. G. van Diederiks,Mathijssen, R.P.H. ir. F.A.J.M. Rooduijn,Velde, ing. ing. E. M.P.van der Adresmutaties doorgeven via R.P.H.Uitgeverij Diederiks Educom BV Beek,Alboom, mw. ir.ir. G.V. van Graaf,Diederiks, ing. H.C. R.P.H. van de Schippers,Rooduijn, ing. ing. R.J. M.P. [email protected] [email protected] toestemming van de Systems R.P.H.R.P.H. Diederiks Diederiks Diederiks Beek,Beek,Beek, mw. mw. ir. ir.ir. V. V. V. van vanvan Graaf,Gunnink,Graaf, ing. ing. Drs.H.C. H.C. vanJ. van de de Schippers,Schippers, ing. ing. R.J. R.J. infoinfoAdresmutaties@@uitgeverijeducom.nluitgeverijeducom.nl doorgeven via Meireman, ir. P. Bouwmeester,Dalen, ir. J.H. Ir. van D. Gunnink,Meinhardt, Drs. J.ir. G. Schouten, ir. C.P. uitgever. © ISSN 1386 - 2758 International R.P.H. Diederiks Bouwmeester,Bouwmeester,Bouwmeester,Beek, mw. ir. Ir.V. Ir. Ir.D.van D. D. Gunnink,Haasnoot,Gunnink,Graaf, ing. Drs. Drs. ir. H.C. J. J.K. J. van de Schouten,Schouten,Schippers, ir. ir. ir. ing. C.P. C.P. C.P. R.J. [email protected] Redactie Brassinga, ing. H.E. Haasnoot, ir. J.K. Smienk, ing. E. ©© Copyrights Copyrights RedactieRedactie Brassinga,Brassinga,Bouwmeester, ing. ing. H.E. H.E.Ir. D. Haasnoot,Haasnoot,Gunnink, ir.Drs. ir. J.K. J.K. J. Smienk,Smienk,Schouten, ing. ing. ir. E. E. C.P. ©© Copyrights Copyrights Redactie Brassinga, ing. H.E. Heeres, dr. ir. O.M. Smienk, ing. E. Uitgeverij Educom BV Ballast Nedam Engeneering Beek, mw. ir. V. van Brinkgreve, dr. ir. R.B.J. Hergarden, mw. Ir. I. Spierenburg, dr. ir. S. UitgeverijUitgeverij© Copyrights Educom Educom BV BV Industrieweg 25 – B-3190 Boortmeerbeek Beek,Beek,Redactie mw. mw. ir. ir. V. V. van van Brinkgreve,Brinkgreve,Brassinga, dr.ing. dr. ir. H.E.ir. R.B.J. R.B.J. Hergarden,Hergarden,Haasnoot, mw. ir. mw. J.K. Ir. Ir. I. I. Spierenburg,Spierenburg,Smienk, ing. dr. E. dr. ir. ir. S. S. Uitgeverij Educom BV IJzerweg 4 Ringwade 51, 3439 LM Nieuwegein Beek, mw. ir. V. van Brinkgreve, dr. ir. R.B.J. Hergarden, mw. Ir. I. Spierenburg, dr. ir. S. OktoberJuli 2014 2013 H.J. Nederhorststraat 1 Tel. 0032 16 60 77 60 Brassinga,Beek, mw. ing. ir. V.H.E. van Brok,Brinkgreve, ing. C.A.J.M. dr. ir. R.B.J. Jonker,Hergarden, ing. A. mw. Ir. I. Storteboom,Spierenburg, O. dr. ir. S. OktoberOktoberUitgeverij 2013 2013 Educom BV 8445 PK Heerenveen Brassinga,Brassinga, ing. ing. H.E. H.E. Brok,Brok, ing. ing. C.A.J.M. C.A.J.M. Jonker,Jonker, ing. ing. A. A. Storteboom,Storteboom, O. O. Niets uit deze uitgave mag Veilingweg 2 - NL-5301 KM Zaltbommel Postbus 1555, 3430 BN Nieuwegein Brassinga, ing. H.E. Brok, ing. C.A.J.M. Jonker, ing. A. Storteboom, O. NietsNietsOktober uit uit deze 2013deze uitgave uitgave mag mag 2801 SC Gouda Tel. 0031 (0)513 - 63 13 55 Brouwer,Brassinga, ir. J.W.R.ing. H.E. Brouwer,Brok, ing. ir. C.A.J.M. J.W.R. Kleinjan,Jonker, Ir.ing. A. A. Thooft,Storteboom, dr. ir. K. O. Niets uit deze uitgave mag Tel. 0031 (0)418-57 84 03 Tel. 0031 (0)30 - 285 40 00 Brouwer,Brouwer, ir. ir. J.W.R. J.W.R. Brouwer,Brouwer,Distributie ir. ir. J.W.R. J.W.R. van Geotechniek inKleinjan,Kleinjan, België Ir.wordt Ir. A. A. mede mogelijk gemaaktThooft,Thooft, dr. door:dr. ir. ir. K. K. wordenworden gereproduceerd gereproduceerd met met Tel. 0031 (0) 182 59 05 10 www.apvandenberg.com Diederiks,Diederiks, R.P.H. R.P.H. Calster,Brouwer, ir. P. ir. van J.W.R. Langhorst,Kleinjan, Ir. ing. A. O. Vos, mw. ir.ir. M. M. de de wordenwordenNiets uitgereproduceerd gereproduceerd deze uitgave mag met met www.dywidag-systems.com www.ballast-nedam.nl Diederiks,Diederiks,Brouwer, R.P.H. ir. R.P.H. J.W.R. Calster,Calster,Brouwer, ir. ir. P.ir. P. van J.W.R. van Langhorst,Langhorst,Kleinjan, Ir.ing. ing. A. O. O. Vos,Vos,Thooft, mw. mw. ir.dr. ir. M. ir. M. deK. de welkewelke methode methode dan dan ook, ook, zonder zonder www.baminfraconsult.nl Heeres, dr. ir. O.M. Cools, ir. P.M.C.B.M. Langhorst, ing. O. Velde, ing. E. van der welkewelkeworden methode methode gereproduceerd dan dan ook, ook, zonder metzonder Hergarden,Diederiks, mw.R.P.H. Ir. I. Cools,Calster, ir. P.M.C.B.M. ir. P. van Mathijssen,Langhorst, ir. ing. F.A.J.M. O. Velde,Vos, mw. ing. ir.E. M.van de der schriftelijke toestemming van de Hergarden,Hergarden, mw. mw. Ir. Ir. I. I. Cools,Cools, ir. ir. P.M.C.B.M. P.M.C.B.M. Mathijssen,Mathijssen, ir. ir. F.A.J.M. F.A.J.M. Velde,Velde, ing. ing. E. E. van van der der schriftelijke schriftelijkewelke methode toestemming toestemming toestemming dan ook, van zonder van devan de de Meireman,Hergarden, ir. P.mw. Ir. I. SMARTGEOTHERMDalen,Dalen, ir. ir. J.H. J.H. van van Meinhardt,Mathijssen, ir. ir. G.ABEF F.A.J.M. vzw uitgever.BGGG © ISSN 1386 - 2758 Meireman,Meireman,Hergarden, ir. ir. mw. P. P. Ir. I. Dalen,Dalen,Cools, ir. ir. J.H. J.H.P.M.C.B.M. van van Meinhardt,Meinhardt,Mathijssen, ir. ir. ir. G. G. F.A.J.M. Velde, ing. E. van der uitgever.uitgever. schriftelijke © © ©ISSN ISSN toestemmingISSN 1386 1386 1386 - 2758- 2758- 2758van de Meireman, ir. ir. P. P. Info : WTCB,Deen,Dalen, ir. dr. Lucir. J.H.J.K. François vanvan Meinhardt,Meinhardt, ir. ir. Belgische G.G. Vereniging uitgever.Belgische © ISSN Groepering 1386 - 2758 Lombardstraat 42, 1000 Brussel Aannemers Funderingswerken voor Grondmechanica Tel. +32 11 22 50 65 Priester Cuypersstraat 3 en Geotechniek [email protected] 1040 Brussel c/o BBRI, Lozenberg 7 Distributie van Geotechniek in België wordt mede mogelijk gemaakt door: www.smartgeotherm.beDistributieDistributie van van Geotechniek Geotechniek in in België België wordt wordt mede Secretariaat:mede mogelijk mogelijk gemaakt gemaakt door: door: 1932 Sint-Stevens-Woluwe Distributie van Geotechniek in België wordt [email protected] mogelijk gemaakt door: [email protected] SMARTGEOTHERM ABEF vzw BGGG Rendementsweg 15 Kleidijk 35 Siciliëweg 61 URETEK Nederland BV SMARTGEOTHERMSMARTGEOTHERM ABEFABEFABEF vzw vzw vzw BGGGBGGG 3641 SK Mijdrecht 3161 EK Rhoon 1045 AX Amsterdam Zuiveringweg 93, 8243 PE Lelystad Info : WTCB, ir. Luc François Belgische Vereniging Belgische Groepering InfoInfoSMARTGEOTHERM : WTCB,: WTCB, ir. ir. Luc Luc François François BelgischeBelgischeBelgischeABEF vzw VerenigingVereniging Vereniging BelgischeBelgischeBGGG Groepering Groepering Tel. 0031 (0) 297 23 11 50 Tel. 0031 (0)10 - 503 02 00 Tel. 0031 (0)20- 40 77 100 Tel. 0031 (0)320 - 256 218 LombardstraatInfo : WTCB, ir.42, Luc 1000 François Brussel3 GEOTECHNIEK – OktoberAannemersBelgische 2013 FunderingswerkenVereniging voorBelgische Grondmechanica Groepering www.bauernl.nl www.voorbijfunderingstechniek.nl www.uretek.nl LombardstraatLombardstraat 42, 42, 1000 1000 Brussel Brussel AannemersAannemersAannemers Funderingswerken Funderingswerken Funderingswerken voor Grondmechanica www.mosgeo.com Tel. +32 11 22 50 65 Priester Cuypersstraat 3 en Geotechniek Tel.Tel.Lombardstraat +32 +32 11 11 22 22 50 5042, 65 65 1000 Brussel LombardstraatPriesterPriesterAannemers Cuypersstraat Cuypersstraat Funderingswerken 34-42 3 3 enenvoor Geotechniek Geotechniek Grondmechanica [email protected] 1040 Brussel c/o BBRI, Lozenberg 7 [email protected]@bbri.beTel. +32 11 22 50 65 100010401040Priester Brussel Brussel Brussel Cuypersstraat 3 c/oc/oen BBRI, Geotechniek BBRI, Lozenberg Lozenberg 7 7 www.smartgeotherm.be Secretariaat: 1932 Sint-Stevens-Woluwe [email protected] www.abef.beSecretariaat:Secretariaat:1040 Brussel 19321932c/o BBRI,Sint-Stevens-Woluwe Sint-Stevens-Woluwe Lozenberg 7 [email protected] [email protected] www.smartgeotherm.be [email protected]@telenet.beSecretariaat: [email protected]@skynet.be1932 Sint-Stevens-Woluwe [email protected] [email protected]

GEOTECHNIEK – Oktober 2013 35 GEOTECHNIEKGeotechniek– - Oktober Juli 2014 2013 2 GEOTECHNIEK – Oktober 2013 3 GEOTECHNIEK – Oktober 2013 3 GEOTECHNIEK – Oktober 2013

geotechniek _Juli_2014_binnen_v3.indd 5 27-05-14 16:50 Welcome

The NGO welcomes you to the 10ICG and Baugrundtagung

Dear conference guest, tractors and producers of geosynthetics to present papers and to share The Dutch chapter of the IGS (NGO) welcomes you to the 10ICG Confe- their thoughts and experiences on developments in geosynthetics and the rence on Geosynthetics at the ESTREL Convention Centre in Berlin. As use of geosynthetics in civil engineering projects. Another typical activity neighbouring IGS Chapter to our German friends, we would like to take we organize annually is our Geosynthetics Workshop. Each year a theme this opportunity to introduce you to the NGO, by means of this Conference is selected: Dyke construction, piled embankments, slope stability, etc. Special edition of GeoArt. The workshop consists of a number of presentations and always ends with a challenge. Teams are formed and each team is asked to build a scale The NGO (Nederland Geotextielen Organisatie) was founded in Decem- model of their solution to the challenge, with the materials provided. The ber 1983 and therefore even precedes the IGS. From the time the IGS models are then “tested” and a much coveted prize is awarded to the win- was established the NGO became the Dutch Chapter. NGO has always ning team. been an active chapter of IGS. Our goal is to “Promote the responsible use of geosynthetics”. We put a lot of effort onto PR. We have our website The Netherlands is a delta area and basin to the Rhine and the Muse ri- www.ngo.nl which is directly linked to the IGS site and our own magazine vers, which branch out in the Netherlands and finally flow into the North GeoKunst. “Kunst” means art or artificial. So the pun (GeoKunst / GeoArt) Sea near Rotterdam. Much of middle and west of the country has highly works in both languages. GeoKunst is published 4 times per year as an compressive soft soils (peat and clay) which makes life challenging when insert in GeoTechniek. 5000 copies of this magazine are distributed to just building infrastructure. The foundations of most buildings, bridges and vi- about everyone in The Netherlands and Flemish Belgium, who is interes- aducts in these areas are piled. Most roads and railroads are not, however ted in geotechnical engineering. We publish 2 full length articles in each the piled embankment is steadily increasing in popularity, as this has pro- edition. NGO organizes an annual NGO meeting in which we invite key note ved its self to be a highly effective construction method for building raised speakers from the Ministry of Public Works, engineering companies, con- infrastructure on soft soils, especially as embankment to piled viaducts

Figure 1 - The challenge 2014: Test to failure of a steep slope embankment

4 GeoART - 10th icg - September 2014 Welcome

or bridges. See the article by Tara van der Peet and Suzanne van Eekelen. The embankments themselves are often built with extremely steep slopes of up to 90 ⁰, because of the chronic lack of space in the built up areas. In the steep slope constructions geogrids are used to reinforce the soil mass and make perpendicular slopes possible.

Another popular construction for embankments with steep slopes is the use of EPS blocks, which highly reduce the necessity of for soil improve- ment or deep road foundations.

The transition from an embankment on to a bridge or viaduct deck can be challenge if settlement is expected or due to thermally induced movement of the (concrete) bridge decks. In Jeroen Schrader and Arian de Bondt’s article “Jointless Asphalt Pavements at Integral Bridges” Jeroen and Ari- an explain the development and the performance of apparently “jointless” continuous asphalt pavements over the transition from embankment to bridge. The joints are concealed within the asphalt construction and con- sist of a long approach slab, connected to the concrete construction by steel cables and layers of geogrid between the asphalt binder and wearing course. Figure 2 - Concentric arches in a piled embankment

Figure 3 - Steep slope construction motorway A2, Utrecht 2011

5 GeoART - 10th icg - September 2014 Welcome

Figure 4 - Viaduct with “jointless” asphalt pavement construction. Venlo 2011

In most infrastructure crossings a raised embankment is used. But this is not always the case. In some cases it can be more economical or a better ecological solution to lower one of the structures, allowing it to cross beneath. In Rijk Gerritsen’s article “Submerged Geomembrane Systems in Urban Areas” Rijk explains the principals and experiences in creating polders with a regulated water table, by applying a watertight geomembrane construction between sheet piled walls. The water level within the boundaries of the underpass can be maintained many meters lower that the surrounding area. Thus creating a “polder” with very limited width due to the sheet piling on both sides.

The Dutch have a long tradition of innovation in constructing infrastructure in difficult soil conditions and controlling and harnessing water. Dykes and levees have been built, maintained and improved for many centuries. At this point in time huge hydraulic works are being performed along the main Dutch rivers. After centuries of raising dykes to cope with increasing water levels in the rivers, the current program concentrates on widening Figure 5 -Sheet pile polder, Assen 2008 the rivers and thereby creating a much greater cross sectional area (room) turn home with new ideas and enthusiasm for the many innovative and for the rivers when needed. The main point being, that it is much more ef- boundary breaking solutions to every day challenges, you will undoubtedly fective to widen a river, than to increase the height of the dyke. Widening encounter during the technical program, discussions, lectures and pre- a river which is contained on both banks by dykes always involves building sentations. at least one new dyke. Dyke construction has proved to be an excellent opportunity to innovate using geosynthetics: grids, membranes, composites Warm regards, for erosion control, drainage, slope stability, impermeability, etc. Shaun O’Hagan: We hope you enjoy the conferences and your stay in Berlin, that you make Editor in chief GeoKunst / Chairman of the NGO PR committee. good use of the opportunity to expand your network and that you re- Colette Sloots: Text editor

6 GeoART - 10th icg - September 2014 N55 GEO Special_Opmaak 1 17-07-13 16:06 Pagina 20

N55 GEO Special_Opmaak 1 17-07-13 16:06 Pagina 17

Abstract Download all back issues of Geotechniek The Dutch company MI-Partners and the Technical University of Delft are two partners in the European Consortium NeTTUN. This consortium consisting of 21 partners has the goal to significantly improve tunnel boring. MI-Partners and the TU Delft will develop a system that generates a map of the soil in front of the boring head. Using this map the tunnel boring process can be made more robust and safer.

Table 1 Surface vibrator TBM vibrator Use Stand-alone In TBM Read all Environment Atmospheric; open air >> 5 bar; > 50°C; dirt recent articles Dimensions ‘Unlimited’ Limited by TBM dimensions online Positioning Manual Automatically; retraction during excavation Typical mass Baseplate: 200 kg Baseplate: 50 kg Figuur 3 - Schematic picture of the vibrator and sensors mounted Reaction mass: 1000 kg Reaction mass: 80 kg on the TBM. The force wave is sent by the vibrator and its reflec- tions are sensed in various ways depending on the soil structure.

sensors and vibrator into the image map of the thermore all obstacles that are present in the system should be fully integrated onto the TBM ground. ground should not damage the vibrator and the which will lead to a safer way of making tunnels. sensors. Hereto, predictive modelling is used, The biggest challenge is to combine the precision where the behaviour of the system under these Acknowledgements equipment and sensitive measurement devices various circumstances is modelled e.g. in Finite This research is part of the NeTTUN project, which into the harsh environment of a tunnel boring Element models. receives funding from the European Commission’s machine. The vibrator and the sensorsPromote should have your company, product or expertise Seventh Framework Programme for Research, to work accurately under a wide range of environ- At the end of this year a stand-alone prototype Technological Development and Demonstration mental properties. The local temperature and TBM vibrator will be finished which will be tested (FP7 2007-2013) under Grant Agreement 280712. pressure can change over a wide range, and fur- in the field during 2014. At the end of 2016 the www.nettun.org b ...at www.vakbladgeotechniek.nl

You want to reach the Dutch and Belgian Geotechnical market? Choose for GEOTECHNIEK: independent and indispensible.

Ask for more information about advertisements and sponsorships (including interesting publicity packages): [email protected]. Uitgeverij Educom EDUCOM Publishers, P.O. Box 25296, 3001 HG Rotterdam, The Netherlands. www.uitgeverijeducom.nl www.vakbladgeotechniek.nl R.H. Gerritsen Witteveen+Bos Submerged geomembrane Engineering Consults, Deventer, The Netherlands

systems: Innovative D.H. van Regteren Genap BV. Geomembrane Systems, s’-Heerenberg, polder-constructions in The Netherlands

R. Knulst limited space Dutch Directorate for public Works and Water Management, The Netherlands

Figure 1 - Submerged geomembrane with natural slopes with wide excavation dimensions

1. INTRODUCTION Geomembrane systems can be used as watertight artificial barriers in underground construction of roads, rail- and waterways. Examples of civil engineering applications are access roads (ramps) to tunnels, aqueducts and viaducts (pass ways, cross roads, sunken roads). The geomembrane system is used below the initial ground and groundwater level. High water tables up to the surface make it challenging to install the geomembrane system deep below the surface. In the Netherlands submerged geomembrane systems have been installed down to a depth of about 27 metres below the surface and groundwater table. The function of the geomembrane is to create an artificial impermeable barrier below the construction pit. After ballasting the geomembrane with sand, the groundwater level in the construction is set to a lower level than in the surroundings. The installation of a sealed underground construction basically creates an artificial polder, see figure 1.

The use of this building method is suitable for the typically Dutch soil and high groundwater circumstances, but will have also a high potential to delta areas abroad. Figure 2 - Geomembrane in open excavation before submerging (Aqueduct RW31 Langdeel, 2008)

8 GeoART - 10th icg - September 2014 Abstract Geomembrane systems can be used for civil engineering purposes in wa- struction concepts for use in limited space are the geomembrane U-pol- tertight sealing of underground constructions. Since the early 70’s expe- der and Sheet pile-polder. To prove the concepts several business cases rience has been gained in The Netherlands with geomembrane systems and projects have been carried out. Geomembrane construction in limited in underground constructions for roads, rail- and waterways in open exca- space combines several known construction techniques like foundation vation pits. Due to the groundwater circumstances in the Dutch delta area works (sheet piles, anchoring), earth works, and submerging of geomem- most of the deep geomembrane systems are submerged, using PVC-p ma- branes. The success of the concepts depends on a good understanding of terial (plasticized polyvinyl chloride). Submerging geomembranes (under- design aspects, materials, risk-assessment and quality assurance during water installation) will require wide excavation dimensions. In urban areas the building process. This article explains the concepts, trial testing and most projects will have limited space. The dimensions of building pits can conditions for successful implementation of geomembrane systems with be limited in several ways, using some innovative design concepts. Con- vertical boundaries in urban areas.

Table 1 - Example construction width (underground road with 4 lanes at 4 m-surface The easiest way to install geomembrane con- construction depth) structions is by means of open excavation pits. Road One side Total Combining constructions deep below the surf- Design concept construction construction construction ace with underwater slopes of 1 : 3 (vertical : width [m] width [m] width [m] horizontal) the construction width can be extremely large, projects with dimensions of 250 1. Concrete and sheet piles (traditional) 18 2 22 meters width and over 800 metres length are 2. Natural polder (using soil layers, with natural 18 12 42 no exception, see figure 2. This kind of spatial slope) use will only be possible in low populated rural 3. Geomembrane open excavation 18 21 60 areas. 4. Geomembrane U-polder 18 6 30 In urban areas the circumstances are more diffi- 5. Geomembrane Sheet pile polder 18 2 20 cult because of nearby situated buildings, roads Remark - To the listed construction width it should be noted that some construction methods uses permanent or and pipelines. The dimensions of the building pit temporary anchor systems for wall support and economic design (method 1, 4 and 5). The spatial use of the under- to install the geomembrane construction can be ground anchor system is not included in the illustrated construction width. limited in several ways, using some innovative design concepts. Examples of the necessary als and projects have been performed. construction widths are given in table 1. These widths are listed for a road construction with 4 2.1 Considerations installation geomembrane lanes and a construction depth of 4 m-surface. One advantage of submerging the geomembra- This example illustrates that the innovative buil- ne in an excavated building pit is that no dewa- ding method of a geomembrane sheet pile pol- tering of the building pit is necessary. Using this der is highly competitive with the spatial use of method will minimize the environmental impact a traditional building method with concrete and and settlement risks to the urban area. Using sheet piles. A geomembrane U-polder needs PVC-P material with a higher unit weight than more width because of the inner support with water, the geomembrane will sink due to its soil slopes or retaining walls, but still the width own weight. By using drainage pipes on the bot- is about factor ≥ 2 less in comparison to a geo- tom of the pit below the geomembrane the wa- membrane open excavation. ter can be pumped from below to the top of the Figure 3 - Principle of submerging the geomem- geomembrane. By circulating the groundwater brane with drainage systems and circulating 2. DESIGN CONCEPTS the geomembrane will submerge gradually, see water flow During the last decade a few design concepts figure 3. have been developed in the Netherlands to limit wedge or high frequency welding techniques. If the construction width for geomembrane instal- The material properties and quality assurance feasible the PVC-P package will be transported lation below the water table. The main design standards of PVC-P geomembrane used for as one sheet to the construction site. Prefabri- concepts are: submerging are listed in table 2. Normally the cated sheets of up to 5000 square meters have PVC-P geomembrane is prepared and manufac- been produced off-site. If the area is too large to 1. Geomembrane U-polder tured off-site in a sealfactory (prefabrication). compose a single sheet, the prefabricated geo- 2. Geomembrane Sheet pile-polder The advantage is that the circumstances in a membrane sheets can be transported separate- factory are constant and ideal for sealing the ly and welded together on site using hot-wedge The elements of the concepts are clarified be- geomembrane sheets. The PVC-P geomembra- welding techniques with testing channels. The low. The concepts were originally developed by ne will be composed to the exact 3-dimensional channel welding can be tested by air pressure the Dutch directorate for public works and water shape of the building pit, by welding 2 meter tests. The geomembrane package will be folded management. To prove the concepts several tri- width geomembrane rolls together with hot- like a harmonica, so that the package can be

9 GeoART - 10th icg - September 2014 4. Also a lot of experience has been gained with launching the geomembrane package directly from the edge using winches. The floating and positioning of the geomembrane is controlled by using buoys connected to the package. The submerging is started by circulating (pumping) water from the lower to the upper side of the geomembrane. This method is today common practice (CUR 221, 2009).

2.2 Concept U-polder The U-polder is a geomembrane construction, using a minimum of structural elements like sheet pile walls and concrete. The geomembrane construction is installed in a U-form, with a horizontal base between two vertical limits (temporary sheet piles). The design concept of the U-polder is visualized in figure 5. The vertical stability is achieved by a ballast layer on the geomembrane. The horizontal stability during Figure 4 - Special pontoon for storage and launching the geomembrane to the water level the construction phase is achieved by a primary sheet pile, if necessary supported by grouted Table 2 - Material properties geomembrane Aquatex® - polyvinylchloride (PVC-P) anchors. These supported structures are tem- Thickness Thickness porary and can be removed after construction. Data Norms Units 1.0 mm 1.3 mm After excavation a secondary front wall is installed, consisting of flat sheet pile profiles. The Thickness mm 1,0 - 1,1 1,3 - 1,43 geomembrane is submerged and attached to Weight gr/m² ± 1300 ± 1690 the permanent front wall. A temporary bentonite seal is installed between the primary and Density DIN 53479 gr/cm³ 1,25 ± 0,03 1,25 ± 0,03 secondary wall. After ballasting with sand the U-polder can be dewatered. The stability of the Tensile strength (L/T) DIN 53455 N/mm² ≥ 18 ≥ 18 vertical geomembrane is controlled during the Elongation at break (L/T) DIN 53455 % ≥ 300 ≥ 300 dewatering stage by lowering the water table Tear resistance (L/T) DIN 53363 N/mm ≥ 100 ≥ 100 between the primary and secondary wall. Using Dimensional stability (6 hrs at this method no build up of water pressures oc- DIN 53377 % ≤ 2 ≤ 2 80°) curs behind the vertical geomembrane. The bentonite seal reduces flow rates in this temporary stage. For the final phase the horizontal stability of the geomembrane is achieved by the support of a retaining structure on the inner side of the geomembrane. From a geotechnical point of view this is the ‘passive’ ground pressure side of the geomembrane wall. The retaining structure in the U-polder can be constructed in several ways, e.g. a concrete gravity wall or reinforced soil structure (for example Terre Armee). The retaining structure will determine the visual perception of the U-polder in an important way.

The construction process starts with inserting the temporary sheet piles and excavation of the building pit to the installation depth of the geo- Figure 5 - Design concept geomembrane U-Polder with temporary sheet piles membrane. In front of the sheet pile a second flat wall is installed, functioning as a lost form- unfolded easily. In view of the vertical bounda- In some cases a special pontoon was used, on work for the vertical geomembrane installation. ries on site the launching of the geomembrane which the geomembrane package was stored By sealing the gap between the walls the water package should however be prepared carefully. before it was launched to the water, see figure level between the two walls can be drained to

10 GeoART - 10th icg - September 2014 Submerged geomembrane systems in Limited space

feasible and the risk of damaging the geomembrane was controlled by using an additional steel support wall (Ruit et. al, 1995).

3.2 Trial test Sheet pile polder Voorburg In 2001 a test was performed by the Dutch Direc- torate on Roads and waterworks on the installation of a sheet pile polder. The main objective of the test was to research two critical installation aspects:

1. Flattening out the trapezium profile of the constructive sheet piles by means of an economic and fairly simple covering construc- Figure 6 - Design concept geomembrane sheet pile polder tion. 2. Conserving the waterproof geomembrane of front wall, e.g. steel or concrete sheet piling. during the installation of a secondary wall by If necessary also an architectural facing can be means of woven and non-woven geotextiles. introduced on the secondary wall. The precondition to the design concept is to con- During the field test several layouts were tested tain the structural forces on the secondary wall to cover the sheet pile cavities with more simple by the horizontal soil en water pressure. The constructions than fully flat steel profiles with forces in the secondary wall are transferred by drainage holes. During the test several layouts means of a structural connection between the were tested with covering the sheet pile cavities top of the two walls. Horizontal forces are trans- with reinforcement meshes, varying in rod dia- ferred to the grouted anchors behind the secon- meter and size opening. The outcome of the test dary wall. was published in October 2002 (Hemelop, 2002). The conclusions that were drawn were that the Figure 7 - Sealing of the major geomembrane Particular care should be given to the protection covering of sheet pile cavities is feasible with with hot-wedge channel welding techniques on of the geomembrane from accidents with fire or reinforcement meshes faced with an additional site before submerging chemical exposure. However unlikely this is to geotextiles at both sides of the geomembrane. occur during lifetime, the geomembrane must A non-woven geotextile over the reinforce- avoid high water pressures behind the upper be protected from high temperatures. This can ment rods minimizes the risk of damaging the part of the geomembrane. After ensuring the be solved by applying an appropriate front wall geomembrane by sharp edges sufficiently and stability on the passive sides of the vertical geo- with sufficient protection. In case of major road keeps the waterproof geomembrane from being membrane the temporary sheet pile walls can constructions or routes with heavy chemical pressed between the openings of the rods. A wo- be removed. transport the front wall can be faced with a fire ven geotextile in on top of the geomembrane is protective tile covering or by applying more dis- used to protect the geomembrane against the 2.3 Concept Sheet pile polder tance between the primary and secondary walls. high tensile forces due to the backfill and in- The sheet pile polder is a geomembrane con- In high risk circumstances also a lot of attention stallation of the secondary wall. This secondary struction, which is installed between primary should be given to the provisions, material spe- sheet pile wall was installed at varying distances walls of sheet piles. The width dimensions of the cifications and detailing of the geotextiles. of 1.0 to 0.35 m from the vertical back wall. In- underground construction are limited as much stallation effects were measured with displace- as possible by introducing a secondary front wall 3. TRIAL TESTING CONCEPTS ment transmitters on the woven geotextile. The within the geomembrane construction. The de- 3.1 Trial test U-polder Ouddorp major component of strain in the woven geo- sign concept of the sheet pile polder is visuali- The Dutch Directorate for public works and wa- textile occurs during the backfill (2 to 2.5%). By zed in figure 6. ter management initiated the U-polder principle installation of the secondary wall an additional The primary walls can be supported by grouted with the objective to save money in relation to strain occurs of 0.5% (De Vries, et. al, 2001). anchors if desirable for an economic design. Af- basic and traditional building methods. In col- ter wet excavation between the sheet piles, and laboration with three construction companies a 4. PROJECT EXPERIENCES protection measures in front of the sheet piles, test was performed in 1995 at the N57 in Oud- 4.1 Construction U-polder tunnel for low speed the geomembrane is submerged (installed un- dorp in the province of Zuid Holland. Main criti- traffic Assen 2008 derwater) in a U-form. The vertical stability is cal points that were researched: the underwater In Assen the access ramps of a tunnel for low maintained by ballasting with soil. The secon- installation of the geomembrane against a ver- speed traffic (cyclists) were constructed with dary wall is installed from each side after bal- tical wall, the risk on damaging the geomem- the principle of the U-polder concept. The to- lasting the bottom. The secondary front wall will brane and the stability of the U-polder. tal construction length was about 150 metres, also be the facing during service life. Conside- The positive outcome was that the installation consisting of concrete tunnel segments in the rations can be made about the type and facing of the geomembrane package underwater was middle over 30 metres and access ramps of 60

11 GeoART - 10th icg - September 2014 Figure 8 - Geomembrane sheet pile polder in full construction Figure 9 - Final situation sheet pile polder with new city road (Assen, Peelo 2008) (Assen Peelo, 2008) metres on both sides. In these ramps the ge- roundabout above was constructed in a tradi- vertical ground water pumping between the omembrane was submerged against a perma- tional way, using sheet- and tension piles with primary sheet pile and the geomembrane con- nent anchored sheet pile wall (see figure 7). The underwater concrete. The connection of the struction. By temporary drainage the horizontal gaps of the sheet pile walls were covered with geomembrane construction to the traditional water pressures were maintained at a safe level. reinforcement meshes and protective non-wo- concrete middle section was made by a clamp After vertical ballasting the geomembrane with ven geotextiles. The final horizontal equilibrium fixing. This fixing was prepared in a separated sand the polder water level was established. By as provided by applying an earth retaining slope small building pit about 7-8 meters below the working in this way, it was possible to install the and small retaining walls. The geomembranes surface. After fixing the geomembrane section secondary front wall in dry conditions. Also the are connected to the concrete tunnel segments to the head wall in dry conditions, the temporary connection and backfill between the walls was with a watertight clamping construction at about construction pit was inundated. Once the water simplified by temporarily controlling the water 7 metres below the surface. levels were equal in the construction pits, the pressures. After finalizing the concrete front separation sheet pile was removed. The main wall, connections and backfill the drainage 4.2 Construction Sheet pile polder main city road package of geomembrane was unrolled along wells were removed. After a building period of Assen 2008 the length of the building pit. The geomembrane about 1.5 years the underpass was successfully The full concept of the Sheet pile-polder has package with dimensions of 90 x 35 meter was completed in 2008 (see figure 9). successfully been implemented in project at As- moved into position between the sheet piles with sen-city. The municipality of Assen took a politi- attached air chambers, lifting hooks and win- 4.3 Construction U-polder tunnel for low speed cal decision to double the main access city road ches (see figure 8). After positioning the main traffic Deventer 2009 in 2005. Doubling the main road should solve the and sub geomembrane were sealed together In Deventer a tunnel for low speed traffic (cy- problems with traffic jams for entering and exi- with channel welding on a small pontoon. After clists) was constructed with the U-polder prin- ting the city. For traffic engineering reasons the connection the total geomembrane was sub- ciple. The building method was slightly modified municipality choose a local underground con- merged with a-pressure difference of 0.5 meter to the one which was used in Assen. One of the struction of the main road, with an oval round- water. main differences was the submerging of the about for local traffic on top. In a design contest geomembrane directly in the sheet pile wall ca- the public tender was awarded to an innovative During the designing and building process some building concept making use of the Sheet pile construction parts of the sheet pile polder were polder. Using this concept it was feasible to optimized in comparison to the original concept submerge a geomembrane construction next to (Meester, Gerritsen, 2009). For the front wall the main road, while the existing road remained (secondary wall) concrete sheet piling was cho- open. This was a condition for all construction sen, having the same appearance as the con- sequences. crete structure in the middle. For installation purposes the distance between the primary and The sheet pile polder in Assen was used for secondary wall was set to about 1.0 meter. Ha- the two side access ramps to the underpass. ving this distance simplified the connection and The internal width of the underpass is about the backfill between the walls. Also the risk of 18 meters. The total length of the underground damaging the vertical geomembrane, while in- construction was 300 meters, including 180 me- stalling the front wall was reduced. ters of sheet pile polder (2 x 90 meters). The Figure 10 - Geomembrane U-polder in full con- middle section of 120 meters supporting the To simplify construction the contractor added struction before submerging (Deventer 2009).

12 GeoART - 10th icg - September 2014 Submerged geomembrane systems in Limited space

vities. This method was chosen by the contractor from the soil excavation and against punctures 5.2 Risk analysis and required additional wedges and welding to from the reinforcement meshes. After installing The success of geomembrane constructions the major geomembrane. Also the positioning the combination of geomembrane and geotextile in limited space is a result of the combina- of the geomembrane in the building pit is criti- construction a secondary wall was installed into tion of several known construction techniques cal. Using this method introduces risks of high the back filled building pit. The geomembrane like foundation works (sheet piles, anchoring), tensile forces if the prefabricated geomembrane was temporarily fastened to the sheet pile and ground works, and submerging of geomembra- does not fit exactly the form of the sheet pile finally anchored in a trench beyond the definite nes. The success of the concepts will depend on cavities. However the submerging of the geo- sheet pile. A geo-electric leak detection survey a good understanding of design aspects, materi- membrane was successful and no damage oc- was performed with the positive outcome of no als and on quality assurance during the building curred (see figure 10). leaks detected. process. However risks can occur. Based on the construction sequence of the concepts the fol- 4.4 Construction Sheet pile polder underneath a 5. EVALUATION OF CONCEPTS lowing main risks can be distinguished: railway crossing Schagen 2013 5.1 Comparison construction methods • stability elements in horizontal direction In order to enlarge the height between the exis- The major differences between the concept of (sheet pile walls, anchoring, retaining structu- ting road and the railway crossing the construc- the sheet pile polder and U-polder are the ele- res, passive soil wedge, external water pres- tion company decided to engineer a submerged ments used to maintain the horizontal equi- sures); road between sheet piles. Specific for the project librium. For the sheet pile polder the equili- • damage of the geomembrane during con- was the very limited space due to the presence brium is maintained by the interaction between struction by contact to vertical elements (pro- of a canal and cycle path to the sides of the exis- the primary and secondary sheet piling. These tection of sheet pile grooves, method of back- ting road. After installation of the sheet piles the elements must function for the duration of the fill, tensile forces); road was demolished and the building pit was construction lifetime. For the U-polder the sheet • damage of the geomembrane by external wa- excavated to the necessary depth. The sheet piles can be used temporarily or permanently. ter pressures versus the backfill levels, appro- piles were flattened by means of reinforcement The final equilibrium is provided by internal dead priate sealing and drainage materials); meshes. Innovative was the use of a waterproof weight, e.g. the soil slope, reinforced soil or re- • presence of environmental pollution in soil or geomembrane to which a protective non-woven taining structure. The construction methods are groundwater (durability geomembrane); geotextile was sealed. The geotextile was used compared more detailly in table 3 and 4. • suitability of the in situ soil material for back- to protect the geomembrane against puncture fill on the geomembrane (admixture with cohesive or organic soil, presence of sharp sto- Table 3 - Comparison construction methods nes or tree roots, possibility of reaching the Stability Sealing Stability vertical required degree of compaction); Construction method horizontal material Direction • damage of geomembrane during lifetime by a direction calamity with fire or aggressive liquids (main- Piles, concrete Sheet piles, con- tenance). 1. Concrete (traditional) Concrete floor crete wall Soil slopes, sheet 5.3 Construction costs Natural soil Natural soil layers, 2. Natural polder (using piles, soil mix- The construction costs of innovative geomem- layers or artificial artificial injec- impermeable soil layers) walls, cement- brane constructions depend very much on the walls tion bentonite walls circumstances. The geotechnical circumstances such as soil type and groundwater levels are of 3. Geomembrane Geomembrane Backfilled soil Backfilled soil major importance. The soil type will determine open excavation the re-usability of the excavated earth. The ma- Retaining wall, 4. Geomembrane U-polder Geomembrane Backfilled soil jor cost components of an innovative geomem- reinforced soil brane construction are given in table 5. For 5. Geomembrane Sheet pile (anchored) sheet comparison also the major cost components are Geomembrane Backfilled soil polder pile with front wall given of the traditional building method.

Table 4 - Comparison construction methods As a business case of the construction costs comparisons have been made between three Sustainable Limited types of building techniques: Two types of in- Construction method Experience building Costs width novative geomembrane construction (with tem- (CO2) porary or permanent sheet pile) compared with 1. Concrete (traditional) +++ +++ - - the traditional building technique (sheet piles, 2. Natural polder (using soil layers) + +/- +++ +++ underwater concrete, tensile piles and structural concrete). The basis for the cost index graph 3. Geomembrane open excavation 0 ++ +++ +++ is a road, constructed about four metres below the surface. In the graph the relations are gi- 4. Geomembrane U-polder ++ + ++ ++ ven between the direct building costs (vertical 5. Geomembrane Sheet pile polder +++ + ++ + axis) versus the width of the road construction

13 GeoART - 10th icg - September 2014 Table 5 - Comparison major cost components (Gerritsen, 2012). The costs are capitalized to a construction length of 100 meter with green Traditional building method Innovative geomembrane construction slopes to both sides. For the construction costs (underwater concrete and tension piles) unit prizes are used with price level 2014. The Installation (temporary) sheet piles and Installation (temporary) sheet piles and costs of the concrete construction include sheet 1 anchor systems (more heavy dimensi- 1 anchor systems piles, underwater concrete, tensioning piles ons) and a construction floor. The costs of the inno- 2 Soil excavation (deeper) 2 Soil excavation vative geomembrane systems include costs of temporary or permanent sheet piles, extra ex- 3 Submerging geomembrane construction 3 Installation tension piles cavations, geomembrane and ballast sand. The band width of the cost calculations is estimated Consideration of external Quality As- 4 4 Casting underwater concrete floor at +/- 30%. surance (QA) Consideration of leakage detection The starting costs of narrow road constructions 5 5 Casting structural concrete floor and walls method (set on 5 meter) are high (> 0.8 mEUR per 100 Re-use of excavated soil or supply good meter). This is related to the high initial costs of 6 quality backfill sand installing sheet piles and related works to the vertical boundaries. If the road construction is wider the costs gradually increase. The costs per square meter decrease because of the relatively low price of the geomembrane sealing. Excavation works and transportation of soil are one of the major cost items of the geomembrane methods, accounting for thirty-five percent of the total building cost. The maximum of road width in the graph is set to 25 m, corresponding to a width of a 6 lane motorway.

From figure 11 we can conclude that innovative geomembrane systems are economically seen, a good alternative for almost all circumstances. Only in the case of a very narrow road construction (< 7 m), a permanent sheet pile wall and new backfill material, the direct building cost will be in the neighbourhood of a traditional building technique. As upper bound circumstances the calculation of the red line is including supply of new backfill sand, leakage detection, external QA and a risk ratio of 20%. In case the sheet pile wall is temporary the costs decrease significantly (blue line). In case of lower bound circumstances the cost relation is given by the green line. Taken a situation with an underground road Figure 11 - Relation direct building costs design concepts with increasing road construction width construction of 18 m width the price ratio of a geomembrane concept is to be a percentage of 10% to 50% cheaper than a traditional building technique with concrete.

The most suitable locations are locations with sand and high water tables. However if cohesive or organic soil layers are present (clay and peat), the application of geomembranes can still be economical. The reuse of weak cohesive soil layers below the water table within the construction should be strongly dissuaded, as the soil matrix will be lost and compaction is difficult. If the soil in not suitable, then new sand Figure 12 - Application of a vertical limiting geomembrane on one side due to specific project circumstances can be transported to site for backfill above the

14 GeoART - 10th icg - September 2014 Submerged geomembrane systems in Limited space

peat), the application of geomembranes can still be economically attractive. In comparison to traditional concrete building methods the benefits of geomembrane concepts give a considerable reduction of direct building costs and better valuation to sustainable building. Reducing building costs can change the environmental town and country building preference from infrastructure on ground level to sunken or underground infrastructure. The concepts have been proved in several trials and the full concept or variant components have been successfully implemented in several projects. Based on the typical circumstances the concepts of innovative polder-constructions will have a high potential to populated delta areas abroad.

8. REFERENCES - Ruit, G.M. van de, January 1995, Report of ex- Figure 13 -Building pit with submerging a geomembrane in a two phase working sequence perimental trial U-polder, Dutch directorate (Hilversum, 2002) for public works and water management, final geomembrane. Even in case of backfill with new submerged geomembranes within limited space report (Dutch). sand this should be economical in most cases, can also be used permanently. For permanent - Vries, de J, Hemelop, D.W., 2001, Feasibility compared to traditional building techniques. applications a lot of attention should be paid to study sheet pile polder, Dutch directorate for detailing of the fixing system, working method public works and water management, final re- 6. SPECIFIC APPLICATIONS and quality of the backfill material, durability of port (Dutch). The construction width can be reduced on both the geomembrane material, and drainage facili- - Vries, de J, Jansen W, January 2001, Sheet pile sides by using the U-polder or Sheet pile polder ties (in case of unexpected leakage). polder: an innovative way for sunken construc- concepts. However the width limit can also been tions, Cement journal, pag. 60 - 63 (Dutch). applied to one side to solve a specific problem 7. CONCLUSION - Hemelop, D.W., October 2002, Experimental with the space use (see figure 12). With custom The width dimensions of constructions can be trial sheet pile polder, Geotechnical journal, made design considerations the building costs limited in several ways, using some innovative pag. 96-99 (Dutch). can be reduced further. In the case of specific design concepts. The geomembrane U-polder - Centre for Civil Engineering, research and local bottlenecks the width limits can be applied and Sheet pile-polder are concepts which limit legislation (CUR), 2009, Handbook 221, Geo- over a restricted length. Crossing the bottleneck construction width. With the concept of the Sheet membrane constructions for sunken con- the vertical installation can gradually transfer pile-polder the width dimensions can be equal structed infrastructure (Dutch). to a standard geomembrane keel construction. to a traditional building technique with concrete. - Meester, H, Gerritsen, R.H., 2009, Geomem- Transferring the position from vertical to side For the concept of U-polder the width dimension brane constructions with Sheet pile and U- slopes much attention should be given to the is 5-10 meters more per boundary. Compared polder in Assen, Witteveen+Bos, Land+Water gradual curves, avoiding tension stresses in the with submerged geomembrane systems in an (Dutch). geomembrane construction. open excavation, the reduction of width dimen- - Gerritsen, R.H., 2012, Innovative underground sions are remarkable. Reducing the dimensions constructions: geomembranes in limited Previously the most innovative geomembrane the use of geomembranes becomes a potential space, Centre of Underground Constructions constructions have been applied to civil road building method in complex circumstances like (COB), annual congress, presentation. projects. However there is a lot of potential for urban areas. Summary of the advantages: application of innovative geomembrane sys- References figures tems to other structures. The submerging of • Minimizing building costs. - Figure 1, 5, 6 and 12: Witteveen+Bos, design geomembranes can also be applied in building • Reduction of noise during foundation works. concepts, Otto Kuypers, 2014 pits for underground parking garages or large • Minimize spatial use construction width. - Figure 8, 9, 10, 11: Witteveen+Bos basements under buildings. In the Netherlands • Rapid building time. - Figure 4: Dutch Directorate for public Works there are several references of using geomem- • No necessity for a large scale ground water and Water Management branes as a temporary sealing within a building dewatering. - Figure 2, 3, 7 en 13: Genap Geomembrane Sys- pit, e.g. projects in Kampen and Hilversum (see • Implementing an integral approach will lead to tems figure 13). Also submerged geomembranes can safe and durable final solutions be used as temporary casting basins for large underground tanks or basins, like water purifi- The most suitable locations are locations with cation plants. Besides temporary applications sand and high water tables. However, if cohe- for water sealing during the construction phase, sive or organic soil layers are present (clay and

15 GeoART - 10th icg - September 2014

TENSAR AT 10TH INTERNATIONAL CONFERENCE ON GEYSYNTHETICS, BERLIN Tensar International are exhibiting at 10th ICG in Berlin from 21st – 25th September 2014 and we are looking forward to showcasing our knowledge and research with the geosynthetics industry. Please come visit us at our exhibition stand to find out more!

TENSAR TECHNOLOGY – PROVEN PRACTICAL PRODUCTS & SYSTEMS AND THE KNOW‐HOW TO GET THEM BUILT Tensar® Technology is widely adopted for Subgrade Stabilisation and Pavement Optimisation to improve the structural performance of paved roads and unbound roads and platforms. Tensar Technology is also adopted for Earth Retaining Systems for cost effectiveness and versatility over other traditional methods. By delivering real savings in cost and time, Tensar Technology can help you improve the bottom line on your project as well as preserving the invested capital.

LEADING INTERNATIONALLY Tensar International Limited (Tensar) is a worldwide leader in the manufacture and the provision of products and systems for subgrade stabilisation, pavement optimisation and soil reinforcement. Our expertise and experience has been accumulated over several decades of successful collaboration in projects internationally. Our service team, comprising many qualified civil engineers, provides practical and best value advice and design to support the use of Tensar products and systems in your application.

INNOVATIVE, BEST VALUE SOLUTIONS IN THOUSANDS OF APPLICATIONS Tensar’s high‐performance range of innovative geogrids has been continuously developed since being introduced in the 1970s as the first geosynthetic products of their type. The outstanding performance of Tensar® geogrids and geotextiles has benefited thousands of road, rail, runway, embankment and many other applications across the world. Tensar products are available wherever subgrade stabilisation, pavement optimisation and soil reinforcement are required through Tensar dvertorial - - A dvertorial regional offices, or specialist distributor networks.

INDEPENDENTLY PROVEN PERFORMANCE Our state‐of‐the‐art geogrid and geotextile products have been rigorously and exhaustively tested by leading universities, independent laboratories and national authorities, under research and site conditions. Many Tensar products and systems hold internationally recognised certification, and can provide cost‐effective, timesaving and lasting solutions to widely encountered civil engineering problems.

PARTNERSHIP FOR SUCCESS Tensar’s range of support services is an integral part of every project partnership. Our team of design and applications engineers can work with you from the outset to ensure that our products, systems and designs are tailored to your exact requirements, to help you achieve your project objectives on time and to budget.

Tensar International Cunningham Court Shadsworth Business Park Blackburn BB1 2QX Tel: +44(0)1254 262431 Fax: +44(0)1254 266868 Email: info@tensar‐international.com

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ir. J.G.F. Schrader Jointless asphalt Ooms Civiel bv, the Netherlands pavements at integral dr. Ir. A.H. de Bondt Ooms Civiel bv, bridges the Netherlands

The area in which the road was constructed, has good supporting sub grade conditions; at least from the Dutch point of view, since the soil consists of sand. However, given the fact that an embankment needed to be built, so-called approach slabs were utilized. The function of an approach slab is to create a smooth gradual pavement surface profile in case of settlements; in other words to avoid sudden bumps when “hit- ting” the bridge deck pavement. For this reason, these slabs are placed at an angle (see figure 2). At the bridge in Son this angle was 2.6 °.

The connection between the bridge deck itself and the approach slab is via steel cables, which Figure 1 - Overview of situation of the bridge at Son, late 1999 are embedded in such a way that only rotations are possible (in case of settlements). This confi- INTRODUCTION guration implies that the approach slab will be The transition between the pavement on a bridge It is clear that long lasting jointless asphalt pa- subjected to the thermal expansion and contrac- deck and the pavement laying on the natural soil vements at bridge ends should be developed. tion process of the bridge. Given the length of has been a problem for a long time. If the asp- More specific, the wearing course layer should the bridge (70 m) and the length of the approach halt pavement is simply paved without measu- be a continuous layer that complies with the slabs on both sides (each side 5 m), it is clear res onto the bridge deck, one can expect after a maintenance regime of the adjacent asphalt that the amplitude of the thermal movements few or even during one severe winter, that wide concrete (mostly based on ravelling, rutting or (summer/winter cycle) is quite large. cracks become visible at the bridge end. This is lack of skid resistance and which normally va- due to the large strains which are generated in ries between about 10 and 15 years), while the From the foregoing it can be concluded that if the asphalt concrete layers, especially at its bot- underlying binder asphalt concrete layer should the wearing course layer should be a continuous tom “fibre”, de Bondt (1999). be free from cracking for at least 50 years to layer with a maintenance interval for the crite- comply with the maintenance interval of the rion cracking (caused by the thermally induced Given the problem described above, several ty- bridge itself (often planned every 50 years). This bridge movement), which is at least similar to pes of joints have been developed and applied means that the renewed wearing course does the maintenance interval of the bridge itself (a over the past years. However, these joints have not have to be applied on a (severely) cracked period of 50 years), a complicated design pro- in common that their lifetime is short and dif- layer, and that the chance of crack propagation blem would arise. All in all, the challenge that ficult to assess. This means that quite rapidly from the binder layer will be eliminated. the Research & Development department of and often unexpectedly (costly) maintenance, in Ooms Civiel bv took, was defined as follows: the form of replacement is needed, Maijenburg CHALLENGE (2000). As an example: an asphalt plug joint has The integral bridge used to develop the jointless “Develop (design) a cost-effective jointless pave- an expected life of three years on an average asphalt pavement is located in the A50 motor- ment near a bridge end (including the preparation motorway in the Netherlands. In the situation way at Son (near Eindhoven) in the Netherlands. of tender specifications), which can sustain 2 mm such as in the Netherlands, where the current Figure 1 shows a photo (from late 1999) of the daily movement (day/night) and 20 mm seasonal motorway system is already loaded beyond its 70 m long bridge at Son (crossing the Wilhelmi- movement (summer/winter); this for a period of 50 capacity, closing lanes for joint maintenance na-canal), in the phase before earth construc- years (under Dutch climatic conditions)” causes a lot of disturbance and is unacceptable tion work of the road had been started. The con- from the user point of view. struction of this bridge was finished in 1997.

18 GeoART - 10th icg - September 2014 Abstract Bridge decks expand and contract during a year due to temperature clear that given the relatively low rotational stiffness of these supports, variations, as any other “non-restrained” structure. The amplitude of as compared to the bridge “power”, a considerable thermal movement this movement depends on the type of bridge, its length and the climatic at the bridge ends needs to be taken into account, when designing the circumstances. There are several different types of bridge structures and transition to the road pavement. This paper describes the development an integral bridge is one of them. The most characteristic aspect of the of a specific method to construct this transition without a visible and integral bridge is the fact that the (continuous) concrete bridge deck only noticeable joint at the asphalt surface, and subsequently 11 years of field rests on steel bearing piles, concrete columns or a concrete wall. It is experience of the method, at several locations across the Netherlands.

Figure 2 - Explanation of the function of an approach slab Figure 3 - Sketch of the super-element configuration (not to scale!)

Table 1 - Explanation of super-elements The complete mesh is subdivided into 5265 cu- Description of modelled parts of Material / Interface Number bic elements and 1250 interface elements. A the integral viaduct detail of the mesh, focussed on the critical loca- 1/2/11/12/15/16/18/19 Asphalt concrete layers tions, is presented in figure 4. The angle under 3/4/5/6/7/8/9/10/27/28/29/30/31/32/33/ which the approach slab (displayed in yellow) is Pavement layer interfaces (bond) 34/35/36 placed, can be recognized, as well as the refine- ment of the elements around the transition from 13/14/20 Stress-relieving system the approach slab to the unbound granular base course (displayed in grey-white). 17 Unbound granular base course 21 Approach slab (PCC) Figure 5 shows the exaggerated deformation at 22 Dry friction simulation the critical locations. From figure 5 it is obvious that the critical section is located in the asphalt 23 Cement stabilized sand layers on top of the transition between approach 24/25 Air (simulation of no contact) slab and unbound granular base. 26 Sand sub-base course To get proper material properties to input into 37/38/39/40 Asphalt reinforcement the FEM-model extensive laboratory testing had FINITE ELEMENT ANALYSES AND ENGINEERING This means refining the mesh size at the locati- to be performed, such as the determination of It is obvious that this goal could not be reached ons that were thought to be critical. The program the different interface shear stiffnesses and the by performing rather simple mechanical ana- CAPA-3D, Scarpas and Karsbergen (1999) was development of an extremely ductile (but still lyses and that given the complex geometry the used for the analyses. In figure 3 the main layers stable enough) asphalt type called Thermifalt. solution had to be found in using finite element of the final mesh are shown and Table 1 gives an modelling. The development work started by explanation of the material / interface numbers The analyses showed the necessity of applying preparing a three-dimensional finite element given in figure 3 (note that the reinforcement 4 layers of glass fibre reinforcement GlasGrid® mesh of a composition of the pavement structure elements are not shown; they can be applied in 8501 (more specifically GridSeal®) in between which was at that time thought to be adequate. between two pavement layer interfaces). the asphalt layers, and the need to apply

19 GeoART - 10th icg - September 2014 Figure 4 - Detail mesh, focussed on the important locations Figure 5 - Deformations around critical location (exaggerated)

Sealoflex® polymer modified asphalt concrete in between the wearing course and the Thermifalt asphalt layers described earlier, de Bondt and Schrader (2001). Figure 6 displays the installation of the reinforcement.

Evaluating the analyses results, it became clear that the summer/winter case was more damaging than the day/night case. In order to illustra- te the mechanisms which occur, an example of the forces which are acting on the approach slab and the asphalt is given in figure 7. Values are given per meter width of the bridge (note that these are rounded off).

It can be seen that with the current configuration (and input data) roughly half the restraint force is generated by the jointless asphalt pavement and roughly half the restraint force by friction Figure 6 - Installing the invisible joint system between the approach slab and the cement stabilized sand underneath. An interesting aspect is that the generated force in the steel cables, which connect the approach slab and the bridge, was higher than initially expected by the bridge engineers. This had led to some design changes of the integral bridge in between the bridge and the approach slab, caused by the presence of the invisible joint system. Figure 8 presents a sketch of the forces along the critical cross-section in the asphalt (for a certain scenario).

It can be deduced from figure 8 that the asphalt takes 50 % of the generated force in the cross- section and the reinforcement 50 %. The analyses also showed that, in the long run, cracking of the bottom asphalt layer will occur. After this cracking, the forces will shift into 40 % in the asphalt and 60 % in the reinforcement and no further cracking of the asphalt layers will occur. Figure 7 - Sketch of equilibrium of forces (free body diagram)

20 GeoART - 10th icg - September 2014 JOINTLESS ASPHALT PAVEMENTS AT INTEGRAL BRIDGES

the invisible joint system to the standard “joint” solution for integral bridges. For this, it was necessary to determine the solutions for integral bridges with shorter and longer bridge decks. This resulted in a table where a given temperature related bridge deck movement is transla- ted into a specific number of asphalt layers (2 different types: Sealoflex and Thermifalt) and a specific number of reinforcement layers to be applied. Also the presence of an asymmetric viaduct or non-perpendicular joints were taken into account within the standard solution.

FIELD EXPERIENCE Table 2 shows an overview of the locations where the invisible joint system has been constructed since 2003. Invisible joint systems have performed as expected, even after 3 extreme winters (according to Dutch circumstances) during the Figure 8 - Detailed sketch of forces along critical cross-section last decade. Meanwhile the wearing course of KW01 at the A50 has been replaced (because of Measuring instruments were built into the asp- THE NEXT PHASE: A STANDARDIZED SOLUTION ravelling) without any problems or damage to halt layers of KW01 in the A50 motorway to The analyses have been performed together with the invisible joint. The behaviour of the invisible check whether the concept’s performance is in the Engineering Office on Bridges and Tunnels joint systems at the three viaducts in the A50 has line with the requirements and to verify the com- of the Dutch Road Administration (“Bouwdienst been monitored visually since their construction plex computations, see figure 9. These instru- Rijkwaterstaat”) and finally the first “invisible as well as the traditional joints of other viaducts ments generate data on the movement of the joint system” was constructed at 3 locations on in the A50. After 11 years, wide cracks are vi- bridge deck and the strains in the asphalt layers motorway A50 in 2003. sible at the surface course at all joint systems (both as a function of temperature), see figure other than the invisible joint system. During this 10. The data has also been used to optimise the The Dutch Road Administration was so confident period some other systems even needed to be concept for other situations. about the analytical solution and the actual con- repaired more than once. struction in the field that in 2008 they upgraded

Figure 9 & 10 - Measuring instruments & Generated data

21 GeoART - 10th icg - September 2014 Table 2 - Field experience invisible joint system that under the wearing course 6 layers of highly Year of construction Road name Location modified asphalt concrete combined with 6 lay- KW01 – Eindhoven-Oss ers of glass fibre reinforcement were required to “absorb” the expected 30 mm summer-winter KW26 – Eindhoven-Oss 2003 A50 movement. KW29 – Eindhoven-Oss CONCLUSION KW38 - A73-Zuid Based on the work described above, it can be KW39 - A73-Zuid concluded that via adequately detailed three- 2007 A73 dimensional finite elements modelling, in com- KW42 - A73-Zuid bination with sufficient material testing and the KW43 - A73-Zuid use of high quality materials, it has been pos- A2 KW15 – Randweg Eindhoven sible to develop durable (long-lasting) jointless 2008-2009 asphalt pavement structures even for bridge A50-A58 KW41 – Knooppunt Ekkersrijt ends which move 30 mm during a summer/win- N247 Schardam, Beetskoogkade-Dorpsweg ter cycle. This conclusion is justified by field ex- 2011 A74 KW04 - near Venlo perience over the past 11 years. A4 KW Dwarswetering, near Hoogmade ACKNOWLEDGEMENT KW09 - Poort van Bunnik For their stimulating discussions during the de- KW17 - Poort van Bunnik velopment of the invisible joint system and their 2011-2012 A12 KW21 - Poort van Bunnik willingness to innovate, Wim de Bruijn (now re- tired) and Frans van Gestel of the Engineering KW25 - Poort van Bunnik Office on Bridges and Tunnels of the Dutch Road KW28 - Poort van Bunnik Administration (“Bouwdienst Rijkwaterstaat”) N279 Integral bridge N279, near ‘s-Hertogenbosch are highly acknowledged. This also applies to KW11 – Eindhoven-Oss the efforts of Joep Thijs (Dutch Road Administra- 2014 tion) to optimize the system for implementation A50 KW14 – Eindhoven-Oss on the A73, as well as the efforts of Tim Jans- KW16 – Eindhoven-Oss sen (Royal HaskoningDHV) to extend the limits of the invisible joint system to create a solution for the A74. Finally Wouter van Bijsterveld has to be acknowledged for his contribution during his employment at Ooms Civiel.

REFERENCES - de Bondt, A.H. (1999). Anti-Reflective Cracking Design of (Reinforced) Asphaltic Overlays. Ph.D.-Thesis, Delft University of Technology. - Maijenburg, A.T.G. (2000). Integral Bridges (in Dutch). Dutch Road Administration / Delft Uni- versity of Technology. - Scarpas, A. and Kasbergen, C. (1999). CAPA- 3D User’s Manual. - de Bondt, A.H. and Schrader, J.G.F. (2001). Overview of Finite Element Analyses on Joint- less Asphalt Alternatives for Bridge Son (in Dutch), Period July 1999 – April 2001. - Monitoring reports A50: downloadable via www.ooms-voeg.nl (in Dutch).

Figure 11 - KW04 - near Venlo on the A74, during construction in 2011

KW04 (an integral viaduct) near Venlo on the A74 11. This angle was far beyond (below) the origi- motorway has to be mentioned separately, as nal limits of the invisible joint system, so com- the angle between the bridge and the road was plementary analyses had to be performed to extremely sharp (about 18 degrees), see figure solve this challenging problem. It became clear

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and suggested in BS8006 (2010) as an alternative model. The model is based on tests in which no GR was used. It assumes that one arch forms between the piles, limited by two concentric semi-circular borders.

The model of Zaeske (2001) is adopted in the German EBGEO (2010) and the current Dutch CUR226 (2010) guidelines. It assumes the formation of multiple arches, based on the pile caps of diagonally neighbouring piles. The boundaries of the arches are semi-circular, but non- concentric, leading to wedges that are thicker in the crown than in the toe.

Figure 1 - Load parts defined in a basal reinforced piled embankment: The Concentric Arches model (Van Eekelen et Arching A, GR force B and subsoil support C al., 2013) uses a system with both 3D hemispheres and 2D arches. The hemispheres form above the part of the GR between the corner points of four piles, the GR square. They exert some load on the GR and transfer the rest to the arches, which form above the parts that lie directly between two neighbouring piles, the GR strips. The arches then exert some load on the GR and transfer the rest to the piles. Both hemispheres and arches have semi-circular, con- Figure 2 - 2D schematization of the (a) Hewlett and Randolph model, (b) Zaeske model centric boundaries, which implies some of them and (c) Concentric Arches model. 3D aspects of the models are not included are based on the GR. The Concentric Arches model will be included in the modified version Piled embankments are used for road or rail- ANALYTICAL MODELS of CUR226 (2015). road construction. They can speed up construc- Described below are three limit equilibrium tion time in soft soil environments and reduce models. In such arching models, an imaginary NUMERICAL MODEL stability and deformation risks. A piled embank- stress-arch is assumed to appear above the void The numerical model was drawn up in the com- ment consists of a field of piles on which an em- between the piles. The equilibrium of the arch, puter program Plaxis 3D (version 2013) and uses bankment of granular material is built. Basal which is assumed to be in limit state, leads to the finite element method. The geometry can be reinforcement can be applied by placing geosyn- the load distribution. The major principal stress seen in Figure 3. It does not include pile caps thetic reinforcement (GR) in the base of the em- is assumed to follow the arch shape. A 2D sche- and an intermediate sand layer between GR and bankment. The relatively stiff piles attract load matization of the three models can be found in piles, although these are often applied, to sim- from the embankment by means of arching (load Figure 2. It should however be noted that the plify the calculation. The model incorporates two part A). This lateral transport of load uses the models all describe a 3D situation and 3D ef- fields, two half piles and four quarter piles. The friction of the granular fill. The load on the GR is fects that are included in the model but are not pile has a width realistic for a pile cap, b = 0.75 partly carried to the piles through a tensile force visible in this figure. m. The centre-to-centre distance was chosen in the GR (load part B), and partly carried by the sx = sy = 2.25 m. Furthermore, in the basic situa- subsoil (load part C). The load parts are shown The model of Hewlett and Randolph (1988) is tion, GR Stiffness J = 1500 kN/m, surcharge load in Figure 1. adopted in the French ASIRI guideline (2012) p = 5.0 kPa, friction angle of the fill φ = 45° and

26 GeoART - 10th icg - September 2014 Abstract This paper is based on the publication of Van der Peet and Van Eekelen parts B + C, in kN/pile. A comparison between numerical results and (2014) and considers the distribution of the vertical load between arching predictions of three analytical arching models leads to conclusions about (load part A, in kN/pile or A% in % of the total load) and the residual load the validity and accuracy of these analytical models.

RESULTS The assumption of the analytical models that the stress arches are in limit state is useful for design purposes, since it leads to the lightest construction that will remain stable. In reality however, ultimate limit state (ULS) will not always be reached throughout the embankment. In the numerical model, ULS is only reached when the subsoil does not support the structure. When ULS has been reached, the shape of the arches is round. This is shown by Figure 5, to which the shape of three main arches is added.

The arch that is based on the corners of the piles is strictly semi-circular: it has an equal radius in vertical and horizontal direction. The larger arches, which are based on top of the piles, are higher than they are wide, which makes their shape more elliptical than circular. The smaller arches consistently are wider than high. This is Figure 3 - Basic geometry of the numerical model similar to the Zaeske model, in which the arches are wedges that are thicker in the middle than at the sides. Another aspect of these results is however similar to the Concentric Arches model: the smaller arches are based on the GR instead of on the piles.

The numerical model finds a load distribution on the subsurface that is compared with the results of the analytical models in Figure 6. The figure shows clearly that the results of the numerical calculations agree better with the load distribution of the Concentric Arches model than with any of the other models.

The axial stiffness J of the GR was varied between 1000 kN/m and 2500 kN/m. Additio- nally, all calculations were performed using a bi-axial stiffness (shear stiffness GA equal to Figure 4 - Comparison of measured load distribution at highway exit zero) and an isotropic stiffness (GA equal to half Woerden with results of the numerical model the axial stiffness). The numerical model finds no influence of the GR stiffness on the amount the embankment height H = 2.0 m. Each of these 2012b) were used to validate the model, as of arching. This matches all three analytical ar- parameters was individually varied to analyse described in Van der Peet (2014). Although the ching models, since none use the GR stiffness its influence on the amount of arching. A more settlements found by the numerical model are as a parameter. elaborate description of the model, including small compared to the field measurements, the material modelling and phasing is described by difference is explicable and acceptable. More- The surcharge load p, similar to the GR stiff- Van der Peet et al., 2014. over, the amount of arching is predicted correct- ness, does not influence the relative amount of ly over the period of construction and use (see arching A% in any of the three analytical models. Scaled model experiments and full-scale field Figure 4). The increase in arching in the first However, the numerical results, for variations measurements (Van Eekelen et al., 2012a and months of 2011 is caused by seasonal effects. between 5 kPa and 100 kPa, show that a higher

27 GeoART - 10th icg - September 2014 than half the open spacing between the piles, which means partial arching will occur. The He- wlett and Randolph model does not include a solution for this situation, while the Concentric Arches model gives an explicit solution for these lower heights. For a more complete picture, this analysis was also done using a friction angle of 35° instead of the basic value of 45°, and for a surcharge load of 30 kPa instead of 5 kPa. The results found in the numerical model are similar to the Concentric Arches model and to a less extent to the Zaeske model, see Figure 9, Figure 10 and Figure 11.

CONCLUSIONS For all parameter variations, the Concentric Ar- ches model gives satisfactory results. Only the influence of surcharge load is not included in the Figure 5 - Principal stress directions between two neighboring piles in ULS model. The Zaeske model does not include the influence of surcharge load either. It correctly includes the influence of embankment height, but predicts the influence of the fill’s friction angle with less accuracy than the Concentric Arches model. The Hewlett and Randolph model overall leads to far lower amounts of arching than found by numerical analysis. All considered, the Con- centric Arches model performs better than the Hewlett and Randolph (1988) model. Compared to the Zaeske (2001) model, the results of the Concentric Arches model are at least similarly accurate and in certain cases better.

ACKNOWLEDGEMENTS The financial support of Deltares and the manufacturers Naue, TenCate and Huesker for the research on piled embankments is greatly ap- preciated. The authors are also grateful for the fruitful debate with the other MSc committee members Piet van Duijnen (Huesker), Ronald Brinkgreve (Plaxis), Frits van Tol (Deltares, Delft University of Technology) and Klaas-Jan Bakker (Delft University of Technology).

REFERENCES - ASIRI, 2012. Recommandations pour la con- ception, le dimensionnement, l’exécution et le contrôle de l’amélioration des sols de fondati- on par inclusions rigides, ISBN: 978-2-85978- 462-1 (in French, with in the appendix a digital version in English). Figure 6 - Vertical stress on GR resulting from numerical calculations and analytical models - BS8006-1:2010. Code of practice for streng- surcharge load leads to a higher percentage of in arching for the higher friction angle, which is thened/reinforced soils and other fills, BSI arching (Figure 7). supported by the numerical model. The amount 2010, ISBN 978-0-580-53842-1. of this increase most closely resembles the - CUR 226, 2010. Ontwerprichtlijn paalmatras- The friction angle φ of the fill was varied between Concentric Arches model (Figure 8). systemen (Design Guideline Piled Embank- 30 degrees (low-frictional sand) and 60 degrees ments), ISBN 978-90-376-0518-1 (in Dutch). (high-frictional crushed rubble material). All The embankment height H was varied between - EBGEO, 2010 Empfehlungen für den Entwurf three analytical models describe an increase 0.65 and 8 meter. The lower values are smaller und die Berechnung von Erdkörpern mit Be-

28 GeoART - 10th icg - September 2014 3D numerical analysis of basal reinforced piled embankments

Figure 7 - Relationship between the surcharge load p and arching Figure 8 - Relationship between friction angle (φ)and arching A% in numerical and analytical calculations A% in numerical and analytical calculations

Figure 9 - Relationship between embankment height H and arching Figure 10 - Relationship between embankment height H and A% in numerical and analytical calculations arching A%, for a friction angle φ=35°. lin, Germany. - Van der Peet, T.C., Van Duijnen, P.G., Brink- greve, R., Van Eekelen, S.J.M., 2014. Validating a new design method for piled embankments with Plaxis 2D and 3D. To be published in Plaxis bulletin. - Van Eekelen, S.J.M., Bezuijen, A., Lodder, H.J., van Tol, A.F., 2012a. Model experiments on piled embankments Part I. Geo-textiles and Geomembranes 32: 69-81. - Van Eekelen, S.J.M., Bezuijen, A., 2012b. Does a piled embankment ‘feel’ the passage of a heavy truck? High frequency field measurements. In: proceedings of the 5th European Geosynthetics Congress EuroGeo 5. Valencia. Digital version volume 5: 162-166. Figure 11 - Relationship between embankment height H and arching A%, for a surcharge load p=30kPa - Van Eekelen, S.J.M., Bezuijen, A., van Tol, A.F., wehrungen aus Geokunststoffen e EBGEO, forced piled embankments, numerical vali- 2013. An analytical model for piled embank- vol. 2. German Geotechnical Society, Auflage, dation of the Concentric Arches mod-el, MSc ments. Geotextiles and Ge-omembranes 39: ISBN 978-3-433-02950-3. (in German, also thesis, Delft University of Technology, Delft, 78-102. available in English). the Netherlands. - Zaeske, D., Zur Wirkungsweise von unbewehr- - Hewlett, W.J., Randolph, M.F., 1988. Analysis - Van der Peet, T.C. and Van Eekelen, S.J.M., ten und bewehrten mineralischen Tragschich- of piled embankments. Ground Engineering, 2014. 3D numerical analysis of basal reinfor- ten über pfahlartigen Gründungsel-ementen. April 1988, Volume 21, Number 3, 12-18. ced piled embankments. To be published in: Schriftenreihe Geotechnik, Uni Kassel, Heft - Van der Peet, T.C., 2014. Arching in basal rein- Proceedings of 10ICG, September 2014, Ber- 10, February 2001 (in German).

29 GeoART - 10th icg - September 2014 MAKING TRANSPORT AND TRAFFIC POSSIBLE

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