44-Spasojevic-The Application of EPS

THE APPLICATION OF EPS IN GEOTECHNICAL PRACTICE:
A CASE STUDY FROM SERBIA
Sran Spasojevi, Petar Mitrovi, Vladeta Vujani, Milovan Joti, Zoran Berisavljevi
The Highway Institute, Serbia
INTRODUCTION
Two important experience from geotechnical practice in

Serbia, concerning the application of expanded polystyrene
(EPS) will be discussed:
1. The main design project for the Motorway E-75, at
the interchange Batajnica on Belgrade bypass;
2. The main design project for the rehabilitation and
improvement of the Main road M-21, at the bypass of
Valjevo;
THE BEGINNING OF THE DESIGN WITH POLYSTYRENE (2005)

LIGHT-WEIGHT EMBANKMENT FOR BATAJNICA INTERCHANGE,
ON BELGRADE BY-PASS
Hungary 10
Pan-European Road Corridor
Northern part of Corridor 10

In phase of reconstruction and upgrade
Existing middle part of Corridor 10

Existing west part
of Corridor 10,
Eastern part of Corridor 10,

Yet to be built
Belgrade by-pass
Yet to be built
South part of Corridor 10,

Yet to be built

ON BELGRADE BY-PASS
Northern part of the Corridor 10
Batajnica interchange
West part
Belgrade by-pass
Middle part of the Corridor 10


ON BELGRADE BY-PASS
Aerial photo of Batajnica interchange with all road routes
M22
M22.1-L2
Belgrade(Zemun)
Leg 1
Local road
Motorway E75
Gas pipeline
1st order motorway
M22.1-L1
Ni(Dobanovci)
Novi Sad
Motorway E75

ON BELGRADE BY-PASS
Loess-molded
-silty and sandy, CL,
-highly to medium compressible,
-dark brown
Loess I
-silty, CL,
-good permability,
-light yellow and light brown
Silt and sand
Typical geological cross-section -soft to medium hard , CL,

-brownish gray and brownish gray
Loess II
- uniform, silty soil, CL,
-medium permability,
- yellow-brown
Silt and sand

-medium to stiff , CL,
-medium compressible,
-low to medium permability,
-brownish yellow with shades of red
Loess III
-silt, CL,
-medium to stiff,
-low to medium permability, wet
-light yellow and light gray
Silt and sand

-medium to stiff , CL,
-low permability,
-brow with shades of brownish gray
Loess IV
-silt and sand, CL,
-low to medium permability,
- brownish gray with shades of ocher
Silt and sand

-CL,
-medium stiff
-low permability,
- brownish red with shades of ocher
Clay, sandy
-medium stiff to stiff, CL,
-medium to less compressible,
-medium permability,
-in the upper levels resistant characteristics are
reduced a little
-gray yellow with shades of reda and ocher
-complex of alluvial -marsh deposits
Sand
-with variable content of clay material
-fine-grained and medium grained,
-medium dense to dense,
-good permability, saturated
-greenish gray with shades of ocher
-complex of river-lacustrin depostis

ON BELGRADE BY-PASS
Based upon the exploratory works, it has been established that the soil
on future interchange location at the spot of intersection of respective
motorways from Novi Sad and and Belgrade by-pass, is compresible
Mv=2000kPa
soil.
Mv=5000kPa
Mv=4800kPa
Mv=6600kPa
=20
c=10kPa
cu=25kPa
`=10kN/m3
Cv =2.5x10-4cm/sec2
Mv=8100kPa
Mv=8100kPa
Mv=8100kPa
Mv=9000kPa
Mv=9100kPa
=21-23
c=10kPa
Mv=11000kPa
=21-23
c=10kPa
Mv=15000kPa
=27
c=0kPa
Mv=25000kPa

ON BELGRADE BY-PASS
M22.1-L2
M22
Belgrade(Zemun)
Local road
Motorway E75
1st order motorway
Gas pipeline
Bridge constructions,
M22.1-L1
Ni(Dobanovci)
Novi Sad
Motorway E75

ON BELGRADE BY-PASS
Design solution with bridge constructions
Preliminary estimated bill of quantities, however, indicated that such

an approach, is not economically viable compared with the utilization
of light-weight constructions with EPS blocks.

ON BELGRADE BY-PASS
In the process of dimensioning the embankment made of EPS-blocks and sand, the following boundary conditions
and reference marks have been utilized as guidelines:
a. Maximum allowable overall subsidence, for the embankment of E-75 basic alignment, and main road M22 and the
1st rank road transport facility, out of which boundary consolidated subsidence (from the interchange opening for traffic
operation), amounts to 15 cm
b. Maximum allowable vertical load, upon the soil ensuing from the constructed road structures of Batajnica
interchange, amounts to 50 kPa, which is in accordance with allowable subsidence as per the results arising from field
investigation, laboratory testing and computations,
c. Pavement structure for basic alignment, its legs, as well as for main road M22 and the 1 st rank road transport
facility, has been determined on the basis of anticipated road traffic volume. Pavement structure own weight is part of
the allowable vertical load and as such exerts the direct impact onto the designed layers of light-weight road
embankment;
d. Designed gradient of the embankment slope is not conditioned by land property limits along the corridor, neither by
urban planning conditions, but only by the stability of available local dredged flushing sand;
e. The standard material (dredged flushing sand) is utilized in the lowest part of the embankment, and the danger of
high ground waters and consequently the appearance of uplifting, within the lowest part of EPS-blocks, by the thrust of
water force at the interchange site is negligible;
f. After boundary conditions, the construction costs represent the critical criterion for design optimization of road
embankment within the scope of Batajnica interchange
g. The dimensions of EPS-blocks and thus the thicknesses of layers within the package, are determined by taking
into account the available building equipment, training level of operators, rather economical labour force at hand,
normal working conditions
h. In other words, economic criterion determines the type, i.e. specific weight of implemented EPS
i. Design structural life-cycle of the interchange embankment, exceeds 30 years, even under minimum conditions of
maintenance, with the only exception referring to the wearing course of asphalt

ON BELGRADE BY-PASS
Crosssection profile of designed light-weight structure with EPS blocks
at theat
leg
the
I of
interchange
the interchange
Batajnica
Batajnica
at km:187+050
at km:187+050
Gas-pipline tubes
o 1 & No 2 within
InFor
thethat
previous
purpose
considerations
a thicker package
the legs
of N
EPS-blocks
wouldthe
bebasic
set locally,
alignment
and have
therefore
not been
reduce
taken
additionally
into account,
the weight
Namely,
Since
Should
the
the
onratio
slope
the 1:2
westward
remain
shall be
1:3,
side
applied
then
of the
both
forembankmemts
light-weight
gas pipe-lines
embankments,
the
would
gas pipe-line
lie entirely
thustubes
only
, or partially,
the
are eastward
set atwithin
the pipe
depth
the would
zone
of 2 of
m
beweight
and
exposed
with
impact
mutual
to of the
of embankment,
in order
to excludevertical
the risk
of relevant
on thetogas
pipe-line for
after
interchange
yet
there
itof
is13
essential
tothe
decrease
load
upon slope.
thedeformation
soil by resorting
EPS-blocks
anthe
additional
reason.
distance
potential
road
structure.
subsidence
m under
which
anticipated
must be minimized.
embankment
completion.

ON BELGRADE BY-PASS
Two-dimensional model of the embankment, made of classical construction material-sand in PLAXIS
Critical cross-section of Batajnica interchange basic alignment, has been

modelled and analyzed by finite elements method, as staged constructed
structure.
For that purpose PLAXIS program package has been utilized, in which
process for modelling and analysis a basic alignment road structure 8.5 m
high, has been selected with two alternative structural solutions:
a) standard embankment made of sand;
b) light-weight structure made of EPS-blocks

ON BELGRADE BY-PASS
Two-dimensional model of the embankment, made of light-weight matrial (EPS blocks) in PLAXIS

ON BELGRADE BY-PASS
The resulting vertical deformation, under road structure's own weight obtained by PLAXIS- model
analysis of typical cross-section at km 188+450 at the interchange Batajnica with the:
technical cooperation in
Team
of expertsInfra
on the
project :
which
companies:
Engineering
Delft, PC "Roads of Serbia" and the
The Milan
Highway
Institute,
with the active support of line ministries in the
Dukov,
Ph.D. CEng
Netherlands and Serbia, had a crucial role.
Jadrankasettlements
Mili, CEng of the emabankment made of standard materials-sand, is
Computed
almost
threeGojkovic,
times higher,
than it is the case for light-weight structure made of
Sneana
GEng
EPS-blocks., amounting 0.51m for standard embankment, and less than 0.14 m
Expert consultants
on the project:
for light-weight
structure.
Special
thanks
toM.Sc.,
the Milan
Vladeta
Vujani,
GEng Dukov, Ph.D, CEng
Solution is developed
thanks
to the Dutch-Serbian
a. Emabankment
made of classical
material-sand
Milovan Joti, GEng

It is important
to point out, that if one would resort to EPS blocks, instead of
Mitrovi, and
Ph.D.,high
CEngembankment made of standard materials (> 6 m), the
bridgePetar
structure
b. Emabankment made of light-weight material / Expended polystirene blocks
financial
couldPh.D.,
amount
Prof.savings
Slobodan ori,
CEng to over 50% by utilizing light-weight material
compared
to mentioned
alternative solutions.
Prof. Laslo
aki, Ph.D., GEng
Prof. Slobodan Kneevi, Ph.D., GEng
Prof. Jovan Josipovi, Ph.D., GEng
Prof. Stefan Prohaska, Ph.D., CEng
REPAIR OF UNSTABLE EMBANKMENT, THE FIRST POLYSTYRENE

STRUCTURE IMPLEMENTED IN SERBIA (2010)
Magistral road M-21
Valjevo

Aerial photo of the city of Valjevo
Embankment failure location
South part of the by-pass

Petnika street

Sags and cracks
Asphalt deformation

Sags and cracks
Asphalt deformation


Upper part of embankment
-made of sand, gravel and waste material GM ,SM
-medium compacted,
-wet
Lower part of embankment
-Silty organic
clay and out,
silts , CH,CL,ML
Based
upon all investigation
carried
the causes of embankment
By recognizing
the factors
and
causes
-very soft
to medium
stiff, of instability, it has been determined
instability
have been established
as follows:
-quite wet
that:
-black and brown , black and yellow, and gray green
the entire
existing
embankment
mustdue
be substituted
by a new
one, and
Soil
moisture
is higher
than optimal,
to unserviceable
channel
Subsoil
-silty-clayey soil and muddy soil, CH,CL,ML
-very soft to medium stiff,
-quite wet
-brownish grey with ocher and gray green shades, brownish green and gray green
-dilivial origin
lightened
by expanded
polystyrene
lack
of measuers
for controlled
outlet of rainwater services. Surface water
was discharged onto the pavement and thus soaking the slopes and
and to improve
by adequate
measures, apropos to
penetrating
into theembankment
embankmentsubsoil
body. The
water
Marly
Clay from there drained very
and sandy,
CH,
set it, both
over gravelled
pad/mattresses
the-silty
zone
of away
contact
with
subsoil
quickly
horizontally
and verticallyin
and
carrying
fine
grain
- soft to medium hard
-cracked and divided by fissures and cracks
particles.
- water saturated and quite wet
-low to medium premability
-prone to swelling
-gray, brownish grey and greenish yellow
Marl
-soft rock ,
- hard, massive texture, divide in blocks
-little to very little compressibility
-perviousness
-greenish grey and whitish grey
This embankment did not fulfill all technical requirements. Its subsoil is
of poor geotechnical quality for direct support of the facility, so it had to be

repaired, prior to any type of works. Marl rock mass, marly clay and subsoil
made of clays and silts are poor water pervious layers, thus the water
remained in low parts and softened the embankment. Its slopes were built
in accordance with gradient ratio 1:1.5 and 1:1 which is in contrast with
regulations prescribed for the embankments of such height. Building
materials were of poor quality and insufficiently compacted, with uneven
content of clayey fraction within the upper level, and likewise in clayeymarly-muddy content within the lower level.
Retaining wall supporting the slope next to the bridge head was
insufficently founded

The issue of embankment stability and foreacast of embankment behavior in case of polystyrene
blocks has been discussed in a standard way and with FEM (Plaxis) as staged constructed structure :
1
4
5
Embankment model in stability back analysis
Embankment behavior forecast based on Osterbergs charts

(Classical analysis method)
8
7
6
4
Horvath J.S,
Et=(0.45-3)MPa
5
Light-weight embankment model for behavior forecast analysis


Fs=1.09
Old embankment stability back analysis
Fs=1.84
Global stability of light-weight embankment
Based on the analysis, it has been confirmed that the most important layers for embankment stability,
is the layer of marly clay and subsoil made of clay and silt.
Determined lower geotechnical parameters of layers, thereof confirm previously mentioned facts indicating that
the layers were softened by penetration and retaining of water, due to the lack of technical soundness
pertaining to the embankment, i.e. the measures for elimination of water from embankment body and by
utilizing less permeable clayey material in its lower part.

The issue in time became even more complex due to the lack of maintenance of side channels and to a lesser extent,
because of increased traffic volume, which altogether set the masses into motion.

Fs=1.09
Old embankment stability back analysis
Fs=1.84
Global stability of light-weight embankment

Design criteria according to EUROCODE 7:
62.65kPa
Blocks from expanded polystyrene
All three prerequisites have been met, and therefore styrene EPS160 fulfills the prerequisites pertaining
to the behavior of materials according EUROCODE 7.
Interface effective normal stresses display

2.1.The
Thesecond
first one
one
refers
refers
to to
thethe
compressive
long-term behavior
strength of
of EPS.
EPS, Styrene
under short-term
under long
load.
stresses,
It is considered
like other materials,
that the is
3. The third one provides that the deformations of EPS, under cyclic load, remain within the limits of 0,4%. Then
exposed
compressive
to the effects
strength
of creeping.
of EPS isAs
theregards
strength
theatlatter,
deformations
the deformations
of 10%. This
in styrene
dimension
appear
with
at certain
an all-time
safety
high
factor
of
the material shall behave with elasticity, without permanent deformations. According to the thesis of Dukov [9],
2% within
must be
thesmaller
time horizon
than stresses
of 50 years,
acting
whereas
upon the
its styrene.
strength is declining down to the value 30-35% from original
[10] this prerequisite is going to be fulfilled provided that maximum stress would be under the limit of 0.3510.
one.
-Compressive strength of styrene: 10,d = 10,d/m = 160/1.25 = 128kPa
- Styrene strength under cyclic load:
= 0.35160/1.25 = 44.80kPa
- Compressive strength of styrene after 10,cyc,d
50 years: 10,per,d = 0.35160/1.25 = 44.80kPa
-Stresses from permanent load: v,g = (62.25-25) = 37.65kPa
-Vertical stress originating from movable (traffic) load: = 1.5025 = 37.50kPa
-Vertical stresses from permanent load, after 50 years: y,gv,p= 1.35(37.65) = 50.82kPa
-Stresses from live load: v,p = 25kPa
Since < 10,cyc,d so the third prerequisite has been fulfilled as well.
Since y y,p
10,per,d, one may consider that the second prerequisite has been fulfilled.
Overall stress
of styrene according to EUROCODE 7:
= 1.35(37.65)+1.5025=88.32kPa, since y <10,d , the first prerequisite has been fulfilled.

Embankment repair methodolgy by utilizing EPS expanded polystyrene
-In the first place the old embankment had to be dismantled on the whole by wide excavation of the road base.
Excavated soil was loaded and hauled over to the waste dump. Existing unstable retaining wall was
dismantled also in this phase;
-Upon the completion of embankment and retaining wall dismantling, a new wall was built;
-After retaining wall construction, the subsoil was excavated down to the depth of 1.5 m and followed by the
placing of gravel pads/matresses throughout entire length and width. They were compacted in layers of 30-50
cm and were wrapped into non-woven geotextile made of polypropylene (PP).
The mattress thickness was 50-100cm. At the lowest hypsometric point of the slope along the bridge pier, a
drainage carpet 3 m wide and 0.8 high was placed. Through the drain, the water will move from the
embankment subsoil into catchwater drain made of concrete.

When approaching this level, the works on grading the last layer of crushed stone aggregate of 0-60 mm were
carried out manually, by measuring the levels on every single meter, thus to obtain appropriate evenness.
Afterwards, the bedding layer made of crushed stone aggregate with fraction 0-2mm and 5 cm thick was
carried out. The layer had to be even, thus to avoid unallowed spacing of EPS-blocks. The embankment was
graded with screed boards and compacted with vibrating plates weighing 750 kg

Styrene was lined up manually

Styrene was positioned so as to avoid the matching of edges of upper and lower block of styrene, and in this
way prevent the appearance of weak structural spots. More precisely, the blocks were lined up as rows made
of brick for a wall, i.e. not a single joint should match neither vertically nor horizontally.


EPS was coupled with metal plates with cut-out edges and bent over on both sides in order to couple both
plates. Plates were lined up in such a way, so that in every angle there was one plate, which afterwards
coupled the styrene blocks, and one in the middle


The most critical phases in the embankment construction, refer to the compaction of soil around styrene, and
the compaction of layers above it.
For the simple reason, one must admit that there is a lack of experience in the construction with styrene, in
other words insufficient knowledge of its resilience, and consequently which kind of equipment to be utilized.
At the beginning, the filling around styrene was carried out manually, while the first layer of 20 cm was
compacted with vibrating plates of 750 kg.
Being aware that in the course of compaction, when one approached the edges of styrene with vibrating
plates, no changes of its shape occurred, then the operation continued with vibrating rollers of 5 tons, and
later with 8 tons.

When the last row level was reached, the soil was spread manually, while in the 20 cm thick layer the vibrating
plates weighing 750 kg were utilized.
No strain appeared after the passage of vibrating roller weighing 5 tons, and afterwards the comapction
continued with it.
After the completion of the second layer of 25 cm, module of compressibility was measured to be 80MPa.
In that particular phase, heavy tipper truck with full load of crushed stone aggregate passed over. It was
demonstrated that with material layer of 45 cm, styrene is able to sustain serious loads.
Tipper truck vehicle capacity amounts to 25 tons.


Team of experts on the project:
THA
Petar Mitrovi, Ph.D., CEng

Sran
Spasojevi,
N
K Y
O U F CEng
OR Y
Sneana Gojkovi, GEng
OUR ATTENTION!!!
Expert consultants on the project:

Vladeta Vujani, M.Sc., GEng
Milovan Joti, GEng
Zoran Berisavljevi, GEng

44-Spasojevic-The Application of EPS

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THE APPLICATION OF EPS IN GEOTECHNICAL PRACTICE:

A CASE STUDY FROM SERBIA

Two important experience from geotechnical practice in

THE BEGINNING OF THE DESIGN WITH POLYSTYRENE (2005)

Northern part of Corridor 10

Existing middle part of Corridor 10

Eastern part of Corridor 10,

South part of Corridor 10,

THE BEGINNING OF THE DESIGN WITH POLYSTYRENE (2005)

Middle part of the Corridor 10

THE BEGINNING OF THE DESIGN WITH POLYSTYRENE (2005)

1st order motorway

THE BEGINNING OF THE DESIGN WITH POLYSTYRENE (2005)

Silt and sand

Typical geological cross-section -soft to medium hard , CL,

-highly to medium compressible,

Silt and sand

Silt and sand

Silt and sand

THE BEGINNING OF THE DESIGN WITH POLYSTYRENE (2005)

THE BEGINNING OF THE DESIGN WITH POLYSTYRENE (2005)

1st order motorway

THE BEGINNING OF THE DESIGN WITH POLYSTYRENE (2005)

Preliminary estimated bill of quantities, however, indicated that such

THE BEGINNING OF THE DESIGN WITH POLYSTYRENE (2005)

THE BEGINNING OF THE DESIGN WITH POLYSTYRENE (2005)

THE BEGINNING OF THE DESIGN WITH POLYSTYRENE (2005)

Critical cross-section of Batajnica interchange basic alignment, has been

THE BEGINNING OF THE DESIGN WITH POLYSTYRENE (2005)

THE BEGINNING OF THE DESIGN WITH POLYSTYRENE (2005)

Milovan Joti, GEng

Prof. Stefan Prohaska, Ph.D., CEng

REPAIR OF UNSTABLE EMBANKMENT, THE FIRST POLYSTYRENE

Magistral road M-21

REPAIR OF UNSTABLE EMBANKMENT, THE FIRST POLYSTYRENE

Embankment failure location

South part of the by-pass

REPAIR OF UNSTABLE EMBANKMENT, THE FIRST POLYSTYRENE

Sags and cracks

REPAIR OF UNSTABLE EMBANKMENT, THE FIRST POLYSTYRENE

Sags and cracks

REPAIR OF UNSTABLE EMBANKMENT, THE FIRST POLYSTYRENE

REPAIR OF UNSTABLE EMBANKMENT, THE FIRST POLYSTYRENE

Lower part of embankment

of poor geotechnical quality for direct support of the facility, so it had to be

REPAIR OF UNSTABLE EMBANKMENT, THE FIRST POLYSTYRENE

Embankment model in stability back analysis

Embankment behavior forecast based on Osterbergs charts

REPAIR OF UNSTABLE EMBANKMENT, THE FIRST POLYSTYRENE

REPAIR OF UNSTABLE EMBANKMENT, THE FIRST POLYSTYRENE

Old embankment stability back analysis

Global stability of light-weight embankment

utilizing less permeable clayey material in its lower part.

REPAIR OF UNSTABLE EMBANKMENT, THE FIRST POLYSTYRENE

Old embankment stability back analysis

Global stability of light-weight embankment

REPAIR OF UNSTABLE EMBANKMENT, THE FIRST POLYSTYRENE

Blocks from expanded polystyrene

Interface effective normal stresses display

REPAIR OF UNSTABLE EMBANKMENT, THE FIRST POLYSTYRENE

REPAIR OF UNSTABLE EMBANKMENT, THE FIRST POLYSTYRENE

REPAIR OF UNSTABLE EMBANKMENT, THE FIRST POLYSTYRENE

REPAIR OF UNSTABLE EMBANKMENT, THE FIRST POLYSTYRENE

REPAIR OF UNSTABLE EMBANKMENT, THE FIRST POLYSTYRENE