THE REHABILITATION OF THE ANTWERP

RING ROAD
Innovative approaches and techniques

On May 31, 1969 the Ring Road R1 around the city of Antwerp was
opened to traffic. The R1 is an urban motorway located at
approximately 3 km from the centre of the city. The 14 km long ring
road comprises the J.F. Kennedy tunnel in the southwest and the
Merksem viaduct in the northeast. Several fully directional
interchanges provide the link with 6 radial motorways tying into the
R1. Due to the vicinity of the ring with regard to the city centre local
access and exit ramps are provided as well.

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The most recent rehabilitation works were executed between 1976

and 1977. At that occasion some areas of the ring road were widened
up to 7 traffic lanes. After 35 years of service, the maximum traffic
intensity on the R1 is nearing 200000 vehicles per day, which makes it
to one of the most trafficked motorway links in Europe.
This situation has led to the need for a complete structural
rehabilitation of this motorway. The Directing Authority and Owner,
the Department of Roads and Traffic of the Flemish Ministry of Public
Works (in 2006 changed into the Infrastructure Agency of the Flemish
Ministry for Mobility and Public Works) gave in 2001 the start for the
design and execution of the project Structural Rehabilitation of the
Antwerp Ring Road. It consisted not only of a pavement renewal but
also the renovation of 170 km of sub-surface drainagepipes and storm
sewers, manholes, road appurtenances, bridges, utility tunnels for
pipes and cables

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In addition to the pure technical works, a lot of attention also was paid
to the establishment of an ambitious programme of Less
Disturbance measures in and around Antwerp and to a maximum
recycling of the broken up materials, in favour of the environment.
This comprehensive approach made it possible to execute the works in
a record period of two times approximately five months.
The original pavement on the motorway consisted of asphalt on a base
of lean concrete or unbound coarse aggregates. After a thorough
comparative study of the different alternatives, the main part of the
existing pavement was replaced with a new pavement structure
consisting of 23 cm continuously reinforced concrete (CRCP) supported
by a 5 cm thick bituminous asphalt inter-layer, 25 cm of cement
stabilised asphalt rubble and 15 cm recycled crushed lean concrete. A
fine textured exposed aggregate concrete surface was applied in order
to obtain an excellent skid resistance combined with a reduction of the
rolling noise.
The original pavement in concrete slabs in the Kennedy Tunnel was
replaced with a new pavement of the same type with a similar
foundation as for the CRCP
The innovative techniques that have been used during the realisation
of this ambitious project will undoubtedly contribute to a further
development of CRCP in Belgium and other countries.

1. General description of the R1

1.1 Surrounding area
From the Kennedy tunnel up to the approach to the viaduct, the ring
road has been designed in a wide open cut below the general natural
ground level. At the time of the original design this choice was made
in order to maintain the crossing radial urban arteries and roads at the
natural terrain level. Furthermore urban planning considerations
pertaining to the densely built-up urban area reinforced this concept
as well.
This excavation followed the former ring of military fortresses. This
was a logical choice considering the availability of a construction site
clear of buildings and thus avoiding expropriations.

The largest number of lanes occurs in the weaving sections of the exits
and entrances of the interchanges. In an attempt to accommodate the
ever-increasing traffic flows the R1 was widened in certain areas. This
is the reason why at present no shoulders are available along certain
parts.
Where compatible with the geometry a crowned cross section is
applied in order to ensure an adequate surface run-off. The minimum
cross slope is 2.5%. Where geometrically required a superelevation is
introduced.
On the interchanges the number of traffic lanes varies from 1 to 2. The
Kennedy Tunnel consists of 3 lanes in each direction.
The changing number of lanes has a considerable impact on the design
of the CRC pavement.

Given the fact that the natural ground water level varied between 2
and 4 m below the natural terrain level, an extensive and permanent
sub-surface drainage system was realised in order to ensure that the
groundwater level in the wide open cut is lowered well below the sub
grade of the ring road pavement. This drainage system along with the
storm water network has a total length of around 170 km.

1.2 Number of lanes and cross fall

The number of traffic lanes on the 7 km long section of the R1, which
is being executed in CRCP varies according to the location from 4 up to
a maximum of 5 to 7.

Localisation of the project

View at the surrounding area

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2. Study and design

2.1 Existing situation

The limited maintenance and the very intense and heavy traffic (up to
25 % heavy vehicles) had taken its toll after 30 years.
Serious deficiencies could be observed at several places such as:

Cracking, ravelling, of the asphalt,

Cracked concrete slabs in the Kennedy Tunnel,

Seriously damaged safety barriers,

Deficient evacuation of storm water

Local settlements of the shoulders due to leakage of sand into

storm sewers.

A lot of these deficiencies not only caused a serious disturbance of the

traffic but also presented a danger to the thousands of vehicles using
the R1 daily.

As an example, a broken manhole cover resulted in a gigantic traffic

chaos on the ring in 2003.

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1-2 Cracked slabs in the Kennedy Tunnel

3 Deficient water evacuation - deteriorated steel barriers
4 Damaged asphalt surface
5 Damaged asphalt surface and concrete barriers

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2.2 Testing programme

2.2.3 Falling Weight Deflectometer (FWD) measurements

Considering the large scale of the project and taking into account the
international importance of this transport facility the technical study
was started by an extensive testing programme.

FWD measurements allow determining the bearing capacity of the

pavement structure.

For the pavement part, this programme consisted of:

A visual inspection

Falling weight deflectometer measurements

Research of drilled cores

The deflection of the road surface is measured at known distances of

an impulse load, created by a falling mass. The peak value of this
impulse load is simulating the peak load under the wheel of a fully
loaded truck.
Young's modulus for a newly laid lean concrete is situated around
15000 MPa. The FWD measurements on the R1 for the existing lean
concrete base often gave much lower values.

The aim was to determine to what degree the rehabilitation works

were needed, as well with regard to the actual pavement as with
regard to the substructure layers .
2.2.1 Visual inspection of the road surface
By means of the ARAN or Automatic Road Analyser of the Road
Structures Division of the Flemish Ministry of Mobility and Public
Works, the R1 was subjected to a visual inspection, resulting in the
mapping of the damage patterns (cracks, holes, ravelling). Based on
this visual inspection, the further testing programme was detailed.
2.2.2 Georadar
The georadar was used on the R1 to get a picture of the thickness of
the different layers and to detect the possible weak zones.
The georadar is a non-destructive physical monitoring method that
allows mapping of the shallow substructure in a rapid way and with
high resolution. The principle is the following: a transmitting antenna
sends an electro-magnetic wave propagated from the pavement
surface into the substructure. Any inhomogeneity in the structure, e.g.
the interface between the asphalt layer and the base layer, will reflect
a part of the electro-magnetic energy of the transmitted wave. The
reflected part of the wave is registered at the surface by a receiver
antenna. The non-reflected part penetrates deeper in the
substructure.

Young's modulus (MPa) of the lean concrete obtained by FWD-measurements

2.2.4 Drilled cores
For both the main lanes and the traffic lanes on the interchanges, a
series of cores (respectively 70 en 36) were drilled out of the existing
pavement. The sample locations were based on the visual inspection
results of the ARAN and on the reflection results of the Georadar.
This research focused on:

The composition of the different layers and the expected

characteristics for recycling.

Verifying the quality of the existing base.

Considering the fact that a maximum recycling of the demolished

materials was aimed at, all cores were tested on the presence of tar. In
none of the bituminous layers any tar was found.
The cores also revealed a good bond between the asphalt pavement
and the lean concrete base, which had consequences on the milling or
the breaking up of the asphalt.
2.2.5 Conclusion

Results of the georadar measurements

Based on this testing programme and considering the required

minimum lifetime of 35 years it was concluded that it was necessary to
renew the existing pavement structure over its full depth rather than a
partial or complete replacement of the asphalt layers only.

2.3 Choice of type of pavement

2.3.1 Generalities
An important part of the study pertained to the choice of the type of
pavement material.
Considering the limited space because of the requirement to maintain
traffic on at least 1 lane and due to the relatively small radii of the
alignment curves it was immediately decided to use asphalt for the
pavement of the ramps of the interchanges.

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For the new pavement on the actual Ring Road a thorough

comparative study was made of the type of new pavement structure to
be used, i.e. asphalt pavement versus continuously reinforced concrete
pavement (CRCP).
At first a Life Cycle Cost Analysis was made. This involves an economic
appraisal. Subsequently a Multi Criteria Analysis was made in order to
take into account in the appraisal the non-budgetary aspects as well
2.3.2 Life Cycle Cost Analysis
In the Life Cycle Cost Analysis the Net Present Value Method over an
infinite horizon was used, i.e. it was determined how much money one
has to reserve now for the construction today and the maintenance
and the re-construction in the future.
The comparison indicated that, at the moment of initial construction,
an asphalt pavement is less expensive than a CRCP. On the long term,
taking also into account future rehabilitation and re-construction
costs, the NPV over an infinite horizon appeared to be comparable and
slightly beneficial for CRCP.
2.3.3 Multicriteria analysis
Upon performing the Multi Criteria Analysis besides economical
aspects other aspects were considered as well such as amongst others
noise, recycling, comfort, safety, execution time, winter maintenance
etc.
A score is assigned to each type of pavement for each of the criterions.
Furthermore, a weight factor is allocated to each criterion, taking in
account the particular circumstances of the R1.
This analysis resulted in an overall score of CRCP that was slightly
better than that of an asphalt pavement. Because of the small
difference in the scores a sensitivity analysis was performed
subsequent to the MCA. This revealed that the overall score for the
asphalt pavement alternative would become better than that of the
CRCP only when the criterion of the execution time is assumed to have
absolute priority.
2.3.4 The choice for continuously reinforced concrete (CRC)
Based on this comparative study the decision was made to renew the
pavement on the actual Ring Road using CRCP with the exception of
the asphalt pavement on the viaduct and in a short zone between the
Kennedy tunnel and the first under-bridge.
Indeed, the longer lifetime and the very little maintenance required
finally tipped the balance in favour of CRCP. The scale of the works and
of the accompanying traffic alleviating measures was so enormous
that this kind of intervention, with such a socio-economic impact,
should not be repeated too soon.
Unlike the pavement on the Ring plain concrete was used in the
Kennedy tunnel. This choice was made because of the difficult
circumstances regarding the supply of fresh concrete. Furthermore a
CRCP would have required relatively expensive terminal systems at
both ends of the tunnel shaft.

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This well studied and well planned investment will not only yield an
economic profit on the long term but will also result in less disturbance
of traffic and of the environment.

2.4 Basic design options

The basic technical options mentioned hereinafter were of direct
influence on the design and concept of the new CRCP.
1. A densely built-up area adjoins the R1 on both sides. Although the
R1 is mostly situated in a deep open cut it was nevertheless
decided to take extra measures to abate the noise produced by the
intense traffic. Therefore a noise-reducing concrete pavement
surface was opted for.

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2. In order to abate the detrimental influence of the edge effect the

width of the concrete pavement is increased beyond the edge of
the outer traffic lane
3. Longitudinal joints between concrete pavement and asphalt
pavement are avoided as much as possible. Such joints, which are
discontinuities in material as well as in method of execution, are
often subject to premature deterioration especially when they are
intensely trafficked by heavy vehicles.
4. Regardless of the changing number of traffic lanes on the R1, it is
purposely opted for to construct the pavement in CRCP over the
full width of the carriageway, i.e. from the median up to and
including the auxiliary lanes and/or the shoulders. This allows to
permanently transform the paved shoulder into an additional
traffic lane in the future or to use it as a temporary lane during
accidents or works. Furthermore this option helps to comply with
basic design options Ns 2 and 3 above.

2.5 Recycling
It was a major purpose of the rehabilitation project to apply recycling
of broken-up materials to the maximum possible. This was a logical
consequence of the very large quantities of broken-up and recyclable
materials, of the envisaged short construction period, and last but not
least, of the decision not to create additional traffic flows by hauling
broken-up materials and by supplying new materials.
Due to these circumstances a detailed study was made of the
opportunities for recycling. The envisaged service lifetime of the new
pavement structure, the very large quantities of recyclable materials
and the experiences in Belgium and abroad were taken into account in
this study.
Recycling in itself is not new but the large scale that was at stake was
new and unique in Belgium.
As a result of the recycling study the existing asphalt pavement was
recycled

Partly in the new bituminous pavement mixes

Partly in the new cement bound coarse granular base. In order to

arrive at a continuous gradation and at a maximum density of the
base after compaction, it was necessary to add 15 % to 20 % sand.

The existing road base, which mainly consisted of lean concrete and
locally of coarse aggregate, was broken-up and recycled in the
granular new sub-base.
2.5.1 Recycling of the existing asphalt pavement in cement bound asphalt
rubble
There is a growing interest in the use of asphalt rubble as aggregate in
a cement treated base and some applications were already
implemented in the Netherlands, France, Germany and the United
States, mostly with satisfying results. The Belgian experiences with this
type of base layer cement bound asphalt rubble (CBAR) are rather
limited, however, the principle is well known.
The product consists of a homogeneous mix of sand, aggregates (in
this case asphalt rubble), batching water and a binder. Belgian
standard specifications only provide cement as a binder for the use in
base layers. A cement content of 4% (of the dry mass) allows achieving
the required compressive strength of 3 MPa after 7 days. After 28 days,
the compressive strength must reach 5 MPa.
For the R1 project, the use of a mixing plant was compulsory.
Adding about 15 to 20 % of sand to the crushed asphalt rubble is
mostly necessary in order to obtain a continuous grading of the
mixture and a maximum density of the base layer after compaction.

Recycling from the old in the new pavement structure

The material requirements of asphalt rubble for bases are less strict
than for warm reuse in bituminous mixtures. Homogeneity is less
crucial and more concrete rubble is allowed in the mix.
A CBAR base is in general comparable to a hydraulically bound
aggregate base concerning strength development and Young's
modulus of elasticity. However, the presence of a bituminous mortar
yields, to some extent, a temperature-dependent visco-elastic
behaviour, positively influencing the flexibility of the layer.

Because of the temperature dependency of bitumen, the CBAR's

compressive strength decreases with increasing temperature: e.g.
a temperature raise from 20C up to 40C involves a halving of the
strength.

Resistance against plastic deformation is 10 times higher than for

asphalt, eliminating any problem of rutting. CBAR has a greater
initial stability than soil-cement, making it possible to overlay it
with asphalt almost immediately. However, on the longer term, its
strength development is less.

The residual bituminous binder contributes to the flexibility of the

base. The crack sensitivity will be smaller than for other cementbound bases. Stresses induced by drying, hardening and thermal
shrinkage are reduced by relaxation more easily.

2.5.2 Recycling of concrete rubble

According to the Standard Specifications in Flanders (SB 250) crushed
concrete rubble can be used as coarse aggregate for sub-bases and for
almost all kind of bases (unbound granular, cement bound, lean
concrete, roller compacted concrete).
In the R1 project, unbound concrete rubble (originating from the
existing lean concrete base and from concrete road appurtenances)
was reused in the sub-base.

2.6 Standard concept for CRCP in Belgium

The concept of the CRCP for the R1 is based on the standard practice in
Belgium, applied since the end of the 1990's for concrete motorways
and which was based on the first large scale experiences with CRCP in
the beginning of the 1970's.
It consists of a CRC (20 to 23 cm) laid upon a bituminous inter-layer (4
to 6 cm) and a lean concrete base.
The position as well as the diameters of the reinforcing steel is
dependent on the thickness of the CRCP to be constructed. The
longitudinal reinforcing steel amounts to a percentage 0.75 %.
For the pavement of the R1 the longitudinal steel (BE 500 S) consists of
deformed bars diameter 20 mm spaced at 0.18 m c.t.c. They have a
minimum length of 14 m and are placed on top of the transverse
reinforcing steel. When splicing longitudinal steel the minimum lap is
35 bar diameters (35 x 20 = 700 mm of 0.70 m) with a skewed splice
pattern and whereby having more than one splice in the same
transverse plane is kept to a minimum.
The transverse reinforcement (BE 500 S) consists of diameter 12 mm
deformed bars. They are spaced at 0.70 m and are supported on steel
chairs, which are placed on the bituminous interlayer.
The transverse reinforcing bars are placed at an angle of 60 degrees to
the longitudinal steel. When placed at a right angle it is expected that
the bars could be crack-inducing and could thus influence the crack
pattern.
Tie bars diameter 16 mm are placed across each longitudinal
construction joint. These tie bars have to be placed by drilling holes at
a right angle to the longitudinal joint at half the thickness of the CRCP
and by subsequently chemically anchoring the tie bars. The spacing can
vary from 0.80 m to 0.85 m so as to avoid interference with the
transverse steel bars.

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Belgian standard concept for CRCP reinforcement

2.7 Dimensioning of CRCP

2.8 Characteristics of the concrete

The thickness design of the pavement was made according to the

standard Road structures, Version 2 (Ref.) of the Ministry of Public
Works of Flanders, Belgium. This method is based on the
determination of the traffic expected to use the pavement, expressed
in terms of cumulative 100 kN equivalent standard-axle load
applications during the design period.

A fine texture of the pavement surface renders good results with

regard to noise abatement. The best abatement result is attained
when the exposed aggregate granules are spaced at 5 to maximum 10
mm. In order to comply with Design option 1, two measures were
taken. As surface finish an exposed aggregate concrete was applied. In
addition to this a fine concrete mix was utilized. This mix complies with
the following specifications:

From this the Pavement Class and the corresponding slab thickness
design are derived. The main variables in the method concern the CBRvalue of the sub grade, the lane distribution factor, the traffic volume
and the percentage of heavy trucks (up to 25 % for the R1), the design
speed and the design period.

The stone grading to be used is 4/7, 7/14 and 14/20 mm. The
amount of 4/7 aggregate has to be at least 20% of the total
granular mix (sand and coarse aggregate). The percentage of sand
was kept as low as possible for as far compatible with an adequate
workability.

The water/cement ratio is less than 0.45

The minimum amount of cement is 400 kg/m3

The use of an air-entraining agent is compulsory

2.9 Over width of the outer traffic lane

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The stresses in a concrete slab are increased considerably when the

load is located near the edge of the slab. This so called edge effect has
become even more critical due to the increased loads of the truck
traffic (especially trucks with triple axles and overloaded vehicles).
One of the detrimental consequences of the edge effect is that it
increases the potential of punch-outs along the edge of the outer
traffic lane.

Dimensioning : the R1 belongs to the highest pavement class due to

the great amount of heavy traffic

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These high stresses can be decreased by constructing the CRCP with an

extra width (see Design Option N 2) where the shoulder consists of
asphalt pavement or where no shoulder is available. By this measure
the distance between the wheel track and the edge of the pavement is
increased.

The edge effect in the outer traffic lane can also be avoided by
executing the shoulder pavement in concrete as well.
On the R1 the latter solution has been adopted with the exception of
a few isolated areas where a narrow shoulder was paved in asphalt. In
these areas the CRCP on the mainline was executed with an extra
width of 0.70 m (including the edge striping).

2.10 CRCP lanes with variable width

The ends of the auxiliary lanes to and from the ramps of the
interchanges and the local ramps have mostly a variable width. A
pavement of variable width can more easily be constructed in asphalt
than in CRCP. However, because it was opted for to avoid longitudinal
joints between asphalt and concrete in the travelled way, the auxiliary
lanes were executed in CRCP for as far as they were adjacent to the
CRCP of the mainline of the R1. In this way basic design options Ns 3
and 4 were complied with in that only transverse joints occur between
the asphalt pavement on the ramps on the one hand and the CRCP
along the mainline on the other hand. Furthermore these joints are
kept as short as possible.
As a consequence of this decision the CRCP had a variable width at the
ends of the entrance and exit lanes. Both straight and curved
variations of width occur.

For short and transversally small variations in width, it is possible to

construct the CRCP with a constant width while indicating the varying
width of the travelled way by traffic striping. This method is also used
for asphalt pavements.
For long and transversally large variations in width, the solution of
constructing the CRCP with a variable width was chosen.
This solution is perfectly realizable in practice provided the phasing
and the placement of the reinforcement and the concrete are well
prepared in advance and are given the needed attention during
execution.
Considering the function of the longitudinal steel the alignment of the
longitudinal bars of the ramp lane(s) deviating from the mainline was
kept parallel to the horizontal geometry of these lanes. When the
width of the CRCP slab becomes too large ( 5m) a spontaneous
shrinkage-bending crack will originate in a longitudinal direction.
Therefore, a longitudinal saw cut was made from a width of more
than 5 m on. The saw cut is stopped where the width becomes less
than 5 m. At this location additional transverse reinforcement bars
were placed (at half the normal spacing, i.e. 0.35 m in lieu of 0.70 m) in
order to minimize the risk of a spontaneous developing of a
longitudinal crack beyond the end of the saw cut.
Additional tie bars (at half the normal spacing i.e. 0.40 m in lieu of 0.80
m) along the longitudinal construction joint between the CRCP of the
mainline and the CRCP with variable width, were deemed necessary to
limit the risk of opening of the longitudinal joint.
The alignment of the longitudinal reinforcement bars of the triangular
area between the main lanes and the ramp was taken parallel to that
of the main lanes.
Consequently these bars abut the joint with the ramp at an angle. In
order to avoid that this situation would induce cracks, 2 additional
longitudinal bars are placed along this joint with the CRCP on the
ramp.

Schematic plan of the reinforcement at an entrance/exit lane

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Detailed view of the reinforcement steel at on entrance lane.

Cross-section of the terminal joint used at the R1

2.11 Terminals for CRCP

2.11.1 General
The ends of the CRCP slabs are subjected to changes in length mainly
as a result of changes in temperature. The length over which the
movement at the ends occurs, the so-called active length is dependent
on the friction between the slab and the underlying bituminous layer,
on the temperature changes, etc. and amounts to about 100 to 200 m.
The middle part of the concrete pavement is immobilized since beyond
the active length the friction forces exceed the driving force, which is
the thermal movement.
The movements at the extremities can cause damage to bridges,
tunnels or adjacent pavements and they can generate uncomfortable
and sometimes dangerous irregularities in the road surface. Hence, it
is important to control the movements at the end of a CRC pavement.

Cross-section of an anchoring lug

There are two possible solutions to cope with these terminal

movements:

The free expansion and contraction of the CRCP end is accommodated

by means of a standard expansion joint used for bridges. The neoprene
joint strap is attached to the metal clamps, which are anchored to a
reinforced concrete beam on each side of the joint.

the movement of the end is restrained by using end anchorages

the movement of the end is accommodated by using a terminal joint

2.11.2 Anchoring abutments

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An anchorage abutment is designed so that it can resist the forces that

result from restraining the movement of the active length of the
concrete. For this purpose the end of the concrete slab is equipped
with transverse or longitudinal lugs, which are anchored in the sub
grade. The degree to which the anchorage abutment resists the forces
depends on the number and the dimensions of the lugs. Consequently
it is possible to design the abutment such that the residual movement
is practically nil.

The concrete beam on the asphalt pavement side is supported on steel

beams driven vertically in the ground. This support system is intended
to ensure a proper load transfer across the joint and to avoid possible
differential settlements or movements as a result of braking and
acceleration forces.

The lugs are realized by excavating their shape in the sub grade and by
placing the reinforcement and the concrete without the use of any
side forms.
2.11.3 Terminal joints
Unlike an end anchorage treatment terminal joints allow the free
movement of the ends of the concrete. Figure 8 shows the details of
the terminal joint designed for the R1 project. This design is an
improvement of a formerly applied concept in Willebroek, Belgium.

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View of the reinforcement steel of the terminal joint

The concrete heel beam on the concrete pavement side is anchored to

the CRCP and is supported on a concrete foundation. The top surface
of this foundation is to be finished smooth and covered with a bond
breaker to allow free movement of the heel beam over the top surface
of the foundation.
Upon contraction of the concrete pavement the movement of the heel
beam should not be hindered. Therefore a void is foreseen on the
backside of the heel beam to accommodate contraction.
In principle the terminal joint should be watertight. Water that might
have infiltrated in the joint accidentally is discharged to the storm
water network by means of a drain at the lowest points of the cross
section of the carriageway.
2.11.4 Types of terminal systems used for the R1
In the USA both the terminal joint solution (e.g. wide flange beam)
and the terminal treatment using anchorage abutments are used
throughout various states.
In Belgium the Standard SB 250 specifies only the anchorage
abutments. Notwithstanding this specification the terminal joint
treatment (detailed in Figure 8) was used at both ends of the CRCP on
the mainline (4 through traffic lanes plus a shoulder) of the R1, mainly
because of the satisfying earlier experience with this kind of joint and
the substantially lower price.

View at the anchoring abutment consisting of four lugs

Considering the fact that in Belgium the use of the terminal joint type
treatment is rather new, a monitoring programme is set up and started
in order to record the movements and behaviour of the joint under
varying climatic conditions and traffic circumstances.
As opposed to the terminal treatment of the CRCP on the main lanes
one has no choice regarding the type of treatment of the ends of the
CRCP of the auxiliary lanes. Indeed, it is necessary that the behaviour
of the CRCP on the auxiliary lanes be as much as possible the same as
that of the adjoining CRCP on the mainline.
As the CRCP of the main lanes is not subjected to longitudinal cyclic
movements at the location of the intermediate auxiliary lanes, it was
necessary to utilize anchorage abutments to restrain their ends. The
number of transverse lugs was designed so that the residual
movement was limited to 4 mm. This was considered acceptable and
resulted in terminal anchor abutments having 4 lugs each. (This
solution is shown on Figures 2, 5, 6, and 7.)
In addition to these anchor abutments the doubling of the number of
tie bars in the longitudinal joints between the mainline CRCP and the
CRCP on the entrance and exit lanes helps to avoid opening up of
these joints.

Placement of the double reinforcement layer above the anchoring

abutment

Dimensions of the
anchoring abutment

47

General view of the

localisation of terminal constructions

3. Construction

3.3 Phased construction of the CRCP

3.1 Time schedule

The international importance of the R1 along with the extremely high
average daily traffic volumes necessitated to keep the construction
period as short as possible. This construction period was limited to 140
calendar days during construction period 1 for the Outer Ring and to
150 calendar days during construction period 2 for the Inner Ring.
In addition to these short construction periods a working time of 16
hours per day, 7 days a week was imposed for the rehabilitation works
on the mainline. The rehabilitation works in the Kennedy tunnel had
to be carried out continuously, 24 hours a day, 7 days a week.
Along with the pavement rehabilitation works, 170 km of storm water
sewers and drainage pipes, 9 utility tunnels under the R1 and many
bridges had to be rehabilitated within the same construction periods
mentioned above. This comprehensive programme of rehabilitation
works required an integrated organization and coordination in order
to realize both qualitatively and quantitatively the works within the
requirements of the specifications.

3.2 Construction Site

A separate temporary haul road was built over the entire length of the
project. This road was also intended for use by emergency vehicles and
crossed the ramps of the interchanges by means of temporary grade
separations.
In order not to overload needlessly the surrounding roadway network
the provision of two construction plants on the construction site itself
had to be foreseen. These plants were utilized to recycle the broken up
materials and to supply the concrete.
A continuous blinding screen on the median ensured a visual
separation between all through traffic detoured on one carriageway
and the construction operations on the other carriageway.

View of the concrete batching plant

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The selected regulation of traffic during execution along with the

envisaged basic design options necessitated a well thought-out
phasing and organization of the works and resulted in a construction
method of the CRCP, which was phased both longitudinally and
transversally.
The placement of the CRCP for the R1 had to be split-up in a number of
phases, which was greater than usual for CRCP. Several circumstances
mentioned above caused this situation. The main aspects and
difficulties of this method of construction are described hereinafter.

3.4 Zones of constant width

It was impossible to execute the pavement at once over its full width.
Not only the great total width of the carriageway but also the
presence of reinforcement inherent to casting CRC made this
impossible.
In principle the 4 through lanes were cast (from the median towards
the outer edge) in widths of 2 lanes (2 x 3.75 m) or 1 lane plus a
shoulder. Subsequently the adjoining entrance and exit lanes were
cast. The casting widths varied according to the number of lanes, the
presence of a shoulder in CRC and/or the necessity to foresee a
widening of the outer lane at those locations where no shoulder was
available or where the shoulder pavement was of asphalt.

3.5 Zones of variable width

As described above the R1 has many entrance and exit lanes. At the
ends of these lanes the CRCP had to be placed with variable widths
from narrow to wide. This required not only a well prepared sequence
of supply and placement of the concrete but also a detailed plan of
construction joints with all related special arrangements of reinforcing
bars and tie bars.
All sections having a variable width were also cast by slip-form paver.

Phased construction : overview of the different phases of concreting in the first(2004) and the second (2005) period

3.6 Longitudinal leave-outs

Due to the requirement that all ramps of the interchanges had to
remain open to traffic at all times, it was inevitable that the traffic had
to cross at grade the carriageway where the rehabilitation works were
in progress. As a result of this the execution of the CRCP could not be
realized in one continuous longitudinal operation from the beginning
to the end of the mainline pavement. It was necessary to leave a gap
of about 300 m long and to temporarily end the newly placed CRCP by
a transverse construction joint. Four suchlike leave-outs spread over a
distance of about 7 km had to be realized.

grade traffic was detoured over the new CRCP and only then the
slipform paver was moved to the next section where the same casting
phasing was applied (e.g. 4, 5, 6). This method resulted in only one
transverse construction joint per leave-out. In order to further reduce
the number of transverse joints the contractor eliminated the end of
the day transverse construction joints by executing the paving works in
a continuous operation 24 hours a day. This adapted method of
execution of the CRCP has proven to entail a better pavement surface
finish.

Paving the leave-outs was accomplished differently during the first

construction period (works for the outer ring in 2004) as opposed to
during the second construction period (works for the inner ring in
2005).

Both methods of construction required at all times a detailed

scheduling and coordination of the placement of both the reinforcing
steel and the concrete. Furthermore the traffic on the leave-outs could
only be briefly interrupted outside peak hours to allow the passage of
the slip-form paver across the leave-out. The adapted method for
placing the CRCP during the second construction period resulted in a
decrease of the number of these passages as well.

For the outer ring the new CRCP was executed such that each
subsequent casting width (e.g. 1, 2, 3) was executed over the full
length of the mainline pavement before the next casting width (e.g. 4,
5, 6) was placed. After having completed in such a way the new CRCP
over its full width the at grade traffic at the leave-outs was
subsequently detoured over the new CRCP followed by the paving of
the leave-outs. This phasing of the placement of the CRCP made it
necessary to temporarily terminate the CRCP by two transverse
construction joints, one at each end of the leave-out. Other transverse
construction joints in between were end of the day construction joints.
During the paving works for the inner ring, the contactor adapted the
phasing of the CRCP and the working hours so that the number of
transverse construction joints, which are always delicate zones in the
finished pavement, was reduced to the minimum attainable under the
given circumstances. In between two consecutive leave-outs the CRCP
was first placed over its full width (e.g. 1, 2, 3). Subsequently the at

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3.7 Precautions at leave-outs

At the leave-outs a period of 7 days on the average elapsed between
the pours of the concrete. It was necessary to restrain the movement
of the free ends of the newly placed CRC on both sides of the leaveouts in order not to distress the bond between the bituminous
interlayer and the CRCP. This restraining precaution is necessary until
the moment of paving the leave-outs.
Restraining could have been realized by means of anchor lugs. Because
of the high construction cost of anchor lugs a cheaper solution (which
was temporary anyhow) was chosen. The solution consisted placing
over the full width of the concrete a moist layer of sand, 0.50 m thick
and 50 m long insulating on both ends of the CRCP adjoining the
leave-outs. This layer insulates the concrete and restrains the
temperature changes and thus the movements too. A length of 50 m
was considered adequate because of the limited variation of the
temperature that could be expected within this temporary situation. A
plastic foil is placed under the sand to protect the newly placed
concrete. The sand layer has to be kept moist and should be kept in
place until 1 day or less before paving the leave-out. Removal of the
sand shall be done with care in order not to damage the pavement
surface.
Once the paving of the leave-outs had begun it was sometimes
necessary to remove the sand in order to allow the passage of the slipform paver and the supply of the concrete. It was therefore in such
circumstances permitted, as an exceptional measure, to remove the
sand over a limited width and during a short period provided
meanwhile the concrete surface was moistened regularly in order to
limit the temperature changes as much as possible.

General view of a leave out in the CRCP with an insulating sand

layer at the ends

Closer view of the insulating sand layer to prevent the movement at the end of the CRCP

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3.8 Placement of the concrete

Subsequent to the placement of the bituminous interlayer and the
reinforcing steel the concrete was cast using a CMI Model HVW 2000
slip-form paver capable of placing CRC widths of up to about 10 m.
The paver was equipped to cast concrete slabs with variable width. The
casting was done from narrow to wide because the reverse would have
caused heaping of the concrete in front of the paver.
Considering the fact that the surface regularity of the track for the
caterpillar of the slip-form paver is of great influence on the surface
regularity of the finished concrete, stringent requirements were
applicable for the quality of this track. The track needs to have an
adequate bearing capacity, has to be sufficiently rough and has to
comply with the same surface finish tolerances as the CRCP surface
itself.

Open bin trucks were used to transport the concrete from the site
plants to the paver. Tarpaulins are required upon warm weather
conditions.
After application of the surface retarder, the concrete is protected
against drying out or rain by means of a plastic sheet. The next day the
surface mortar layer is washed out. Subsequently the longitudinal
joints are saw cut and chamfered. Then the joint sealant is placed.
The concrete is finally protected against drying by application of a
curing compound.

Slipform paver in action with a working width of 7 m

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Placement of the transverse reinforcing steel

View of the skewed slicing of the reinforcing steel bars

The slipform paver is guided by stringlines

View of the slipform paver and the extra manual vibration of the concrete along
the edges

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General view of the concrete worksite

Protection of the surface by a plastic sheet

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Drilling of the holes for the tie-bars

Spraying of the setting retarder immediately after concreting

Sealing of the longitudinal joint

Paving in the Kennedy Tunnel

Installation of the dowels for the JPCP in the Kennedy Tunnel

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Removal of the surface mortar by brushing

Sawing of the longitudinal joints

4. Linear road appurtenances

4.1 Concrete gutters
An effective evacuation of the rainwater was a prime issue for the R1
project considering the fact that a large number of lanes are crosssloping towards the same side of the road.
In case of a classic gutter with water gulleys the water runs off the
surface towards these gulleys. However, if the latter is blocked, the
water will accumulate on the adjacent pavement surface.
For that reason a slot drain was chosen along the edge of the
pavement next to the central reserve. This kind of drain rapidly
receives the run-off water from the pavement surface and collects it
through an underground cylindrical channel, evacuating the water
towards the nearest connection to the sewers network..

View of the concrete safety barrier and the slot drain

The cylindrical channel provides a greater storage capacity in case of

heavy rainfall thus reducing the risk that the storm water would
overflow on the pavement. As opposed to a classic gutter the slot
drain can be safely driven on by vehicles because its top surface is flat
and finished at only 1 to 2 cm below the pavement surface. The
absence of gulleys reduces the chance of blockages and consequently
reduces the need for maintenance and the related disturbance of the
traffic.
Classic open gutters were placed along the edge of the shoulders
where accessibility for maintenance does not cause a significant
hindrance to the traffic. In addition, in case of a storm flood or blocked
gulleys, the water can accumulate on the hard shoulder before
encroaching upon the pavement.

4.2 Road restraint systems

4.2.1 Cast in situ concrete safety barrier

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Because of the very intense and heavy traffic on the R1, concrete safety
barriers of the American type F were opted for. This type of barriers
had earlier been constructed in Belgium on the motorway A10 (E40)
between Groot-Bijgaarden en Affligem. The F barrier exists in a high
(H = 1,07 m) and in a low (H = 0,81 m) version. For the R1 the high type
F was applied because of the following two major advantages:

A higher containment level for trucks thanks to the special shape

and the height of the barrier. In other words, it is practically
excluded for a car, a bus or a truck to encroach on the oncoming
lane and so cross-over accidents are eliminated.
Drivers are highly protected against blinding by oncoming traffic.

Other numerous advantages of concrete barriers of course are also still

valid, i.e.:

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Cross-section of the F-Barrier

The stable and rigid behaviour (no barrier deflection, no barrier

displacement, no damage under design impact loads) avoiding
collisions with constructions such as lighting posts and bridge
columns;

A maintenance free design lifetime of 50 years. The absence of

maintenance is important as this avoids hindrance by road works
in the future and enhances safety and mobility.

A high construction rate;

The low life-cycle cost;

The environmental-friendly aspect (no painting or protective

coating, no leaching, completely recyclable...).

In the USA, the F-barrier has been tested according to the NCHRP
Report 350 (National Cooperative Highway Research Program).
According to these testing criteria, this barrier meets Test Level 5,
corresponding to the following crash tests:

Car - 100 km/h - Impact angle 20 - Mass 820 kg

Light truck - 100 km/h - Impact angle 25 - Mass 2.000 kg

Heavy truck - 80 km/h - Impact angle 15 - Mass 36.000 kg

These criteria differ somehow from those of the European Standard

EN 1317-2 but based on a comparative interpretation one can
conclude that the F-type should comply with containment level H4.
Cross-section of the step-barrier

However, the implementation of the series of standards NBN EN 1317

in the Belgian Standard Specifications will soon impose the
requirements of the European test criteria.
The STEP-barrier, developed in the Netherlands, offers an excellent
alternative for the in situ cast safety barrier. This type of barrier already
has been constructed in Belgium along the motorway A8 (E429) BrusselsTournai and on the N49 (E34) Antwerp-Knokke at Assenede.
The Step barrier's crash test results mention a containment level H2
and a working width W2 (W <_ 0,8 m). A containment level H2 indicates
that the system has been subject to the following impact tests:
Test TB11 - Car - 100 km/h - Impact angle 20 - Mass 900 kg
Test TB51 - Bus - 70 km/h - Impact angle 20 - Mass 13.000 kg
The impact severity level, related to the vehicle occupant's safety, is
within class B (Acceleration Severity Index ASI <_ 1,4).

View of the step-barrier along the motorway A8

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4.2.2 Precast concrete safety barrier

At the (emergency) crossing points in the central reserve, the cast in
situ safety barrier was interrupted and replaced by prefabricated
concrete barrier elements. DELTA -BLOC provides a wide range of
precast safety barriers, all of them tested in accordance with the
European standards, in several classes of containment level, working
width and shock index. The type of DELTA-BLOC used on the Ring of
Antwerp is a New Jersey profile, 1,00 m high, containment level H2,
working width W5 en impact severity level B.

Another interesting field of application for the DELTA-BLOC barriers

are the bridges and viaducts for which a barrier has been developed of
containment H4b, the highest class, working width W7 and impact
severity B. The light anchoring of the system in the pavement,
designed to rupture at impact loading, yields a good protection
without causing any damage to the bridge deck.
Also for the STEP-profile mentioned earlier, a prefabricated version is
available on the market and complies with EN1317-2 (H2 - W5 - B).

Some advantages of prefabricated elements are the high concrete

quality that can be achieved in a controlled indoor environment and
the speed of installation and replacement on site.
In addition, they offer the possibility to be installed as an ultra safe
worksite protection during road construction and to be used in a final
configuration afterwards.

Delta-bloc of H4b containment level installed on a bridge (siegtal bridge in Siegen, Germany)

Delta-bloc on the Antwerp ring road

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5. Conclusions
The rehabilitation works of the outer Ring of Antwerp have been
successful both in the technical field and in the field of traffic
alleviating measures. This pioneering experience will certainly be
useful for the inner Ring and for the future comparable rehabilitation
project.
On the pure technical level, very useful experience has been gained
with the large-scale execution of CRCP with variable widths. The same
applies to the design and construction of a new type terminal joint
accommodating the movement of the CRCP ends.
One advantage of this project consisted of the fact that it was split-up
into two construction periods, spread over two years and each of
which comprised comparable types and amounts of works. This
enabled both the owner and the contractor to improve the execution
methods and the quality of the works. The findings in the design and
execution of this ambitious project will certainly contribute to the
further development of the CRCP technique in Belgium and elsewhere.
Last but not least the experience with the rehabilitation of the
pavement of the busy Antwerp Ring Road has proven that a high
quality of CRCP can be obtained under difficult circumstances provided
that the phasing and important details of construction are well studied
beforehand and are continuously monitored during construction.

PARTIES INVOLVED
The successful achievement of this challenging rehabilitation
required an intense co-operation between all different parties
involved. In the first place, there is the public authority: the Ministry
of the Flemish Community represented by the ROADS AND TRAFFICS
DIVISION OF ANTWERP (since 2006 depending from the
Infrastructure Agency of the Department Mobility and Transport).
During the study and design phase a project group was created
consisting of experts in different techniques coming from the Road
Administration (local and central services) , from the BELGIAN ROAD
RESEARCH CENTRE (BRRC) and from the multi-disciplinary
engineering company TECHNUM, the latter also being in charge of
the Design and Tender Documents.
During the execution TECHNUM was in charge of the review and
approval of the construction drawings and rendered technical
assistance to the Road Authorities.

The successful contractors group was VAN BROEKHOVEN - VAN GORP

- WEGEBO, an association of three Belgian road contractors, all three
belonging to the Belgian Colas-group. In the meanwhile, Van
Broekhoven and Van Gorp have merged into one new company VBG.
The concreting works were mainly executed by WEGEBO.
A great part of the construction drawings had to be prepared by the
contractor before and during the works for which he made an
appeal to engineering company ARCADIS-BELGIUM.
For the supervision of construction, a team of the engineering
company GRONTMIJ assisted the staff of the Road Administration.
In addition, quality supervision was set up by the Certification and
Control Organism for Road Construction COPRO.
The consultants TRITEL and LIBOST were in charge of the study for
the implementation of the Less Disturbance plan

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LESS DISTURBANCE
The greatest challenge of the R1's rehabilitation - even more than
the aim to find the best technical solutions - was to make these
works possible on a traffic artery carrying at some locations up to
200.000 vehicles a day. That's why many people feared total traffic
chaos and the Antwerp business community was extremely worried
when experts had predicted an economic loss of 900 million euro.

New signing was installed on the access roads to Antwerp, clearly

indicating the difference between Ring and Singel. The signing in
Antwerp itself was based on a subdivision in city zones and on the
names of the city gates that have been reintroduced on the exit
roads.

Therefore, together with the preparation of the works, a

programme of accompanying alleviating measures was developed
under the name Less Disturbance project. The goal was to keep the
traffic flow on the Ring at a certain level and in the same time to
maintain the accessibility of the Antwerp conurbation. The measures
focused on public and private transport with the emphasis on multimodality. For each euro spent on the rehabilitation works, a euro
was spent for Les Disturbance. However, some of the measures
were permanent in nature such as the procurement of extra trams
and busses.

Measures for car and lorry traffic

The capacity of the R1 was reduced to about 60 % during the
rehabilitation works. In order to achieve free traffic flow, a separation
was made between through traffic and destination traffic. All the
local entries and exits to the ring road were closed. Trough traffic
(traffic travelling from one motorway to another) was thus kept on
the Antwerp ring road. Traffic whose origin or destination was
Antwerp was encouraged to use the Singel, which is an urban ring
road that runs parallel to the R1 ring road and encircles the city
centre. In order to achieve free traffic flow on the Singel, 35
intersections were redesigned or had their traffic signals modified
and 5 temporary bridges were constructed. Thanks to the optimised
use of the Singel, 25 % of the lost capacity was recovered. Applying
other measures, particularly promoting other transport modes such as
trams, buses, trains and cycles, catered for another 15 %.

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A temporary bridge on the Singel

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Extra signing to announce the worksite

A considerable proportion of the daily traffic on the Antwerp ring

road consists of long distance traffic. Long distance travellers were
encouraged to avoid the ring road and use alternative roads by
additional signing that was installed at far distance. This whole
programme was also communicated to the Belgian and international
transport federations.

Measures in favour of public transport

Several actions were undertaken to encourage the people to change
the car for the public transport or the cycle:

Increased capacity on the existing railway lines, engagement of

extra trains, new stations and extension of the car parks near the
stations.

Increased transport supply of trams and buses, creation of free bus

lanes and new park & ride areas.

Development of a cycle network in Antwerp with extra directional

signing, road markings and cycle parking spaces.

How it ended
Before their start, the rehabilitation works were totally unacceptable
for a lot of people: the economic life in Antwerp would be paralysed
and the city tourism would be reduced to zero. An effort and
investment, never seen before, in accompanying alleviating
measures and communications made it turn out differently. The
nuisance due to the works was accepted and was most of the time
predictable. The business community appreciated the way the works
were performed and thanked the organisers. The population also
has shown its satisfaction.
Effective management from the beginning of the project with
application of concrete measures, good preparation and active
communication show that works on major road systems can be
performed with a relatively slight impact on all parties.
Text based on the article Accompanying measures for rehabilitation
of the Antwerp ring road by Griet Somers, Accessibility Manager,
Less Disturbance Contact Point, Flanders Region, Belgium & Patrick
Debaere, Project Leader, Ministry of the Flemish Community,
Belgium, in the PIARC-magazine ROUTES-ROADS, n 329, 2006.

The strongest point: effective communication

All imaginable initiatives were taken in the field of communication in
order to inform the general public, the professional and socio-cultural
organisations and the local political authorities regarding the
measures planned in the framework of the Less Disturbance project.
The total cost of these communication initiatives 3,1 million euro.
Some of the actions:

Information via the website www.antwerken.be.

Involving the spoken and the written press.

Co-operation
federations.

Creation of Less Disturbance contact points made up with

accessibility managers who are connected to key groups from
the industry and the (local) administrations.

with

national

and

international

transport

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Information on the website concerning the access roads to Antwerp

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BIBLIOGRAPHY
1. F. Fuchs (OCW) and A. Jasienski (Febelcem). (1997). punch-out
op Belgische autosnelwegen van doorgaand gewapend beton,
Brussel. (punch out on the Belgian Motorways of CRCP, Brussels)
2. Ir L. Hendrickx. (1998). Geluidsarme betonverhardingen, Brussel.
(Noiseless Concrete Pavements, Brussels)
3. H. Sommer Developments for the exposed aggregate technique
in Austria
4. Ing. M.J.A. Stet. (2003), Betonverhardingen, (Concrete
pavements) Reed Business Information bv, Doetinchem.
5. H. Stinglhammer / H. Krenn. Noise reducing exposed aggregate
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verankeringen. (Ministry of Public Works, Administration of Roads.
CRCP in Belgium, Part IV terminal joints and anchorages)
9. Ministerie van Vlaamse Gemeenschap departement Leefmilieu
en Infrastructuur. (2000). Standaardbestek 250 voor de
wegenbouw, versie 2.0, Brussel. (Ministry of the Flemish
Community, Department Environment and Infrastructure, 2000,
Standard Specifications 250 for road construction, edition 2.0,
Brussels)
10. Ministerie van de Vlaamse Gemeenschap. Wegstructuren,
Dimensionering en Keuze van de verharding, Brussel. (Ministry of
the Flemish Community, Road Structures, Design and Choice of the
pavement, Brussels.)
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met cement, Nationaal centrum voor wetenschappelijk en
technisch onderzoek der cementnijverheid Brussel. (Cement
stabilization of broken up material from bituminous pavements,
National centre for scientific and technical research of the cement
industry, Brussels)

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Pictures :
Ministry of the Flemish Community, Contractor Van Broekhoven-Van
Gorp-Wegebo, Manu Diependaele, Ken Moons, Omnibeton & Delta
Bloc Europe GmbH, Paul Van Audenhove
Authors :
Manu Diependaele & Dries De Groof,
Technum Engineering Company
Luc Rens, FEBELCEM0