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Dredged Marine Sediment as Raw Material in Civil Engineering Applications

Conference Paper · July 2018

DOI: 10.1007/978-3-319-61612-4_33

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 Dredged marine sediment as raw material in civil engineering applications

Marwa ZELLEG1 Master Degree; Imen SAID1, PhD; Amel MISSAOUI1, Master
Degree; Zoubeir LAFHAJ2, Professor and Essaieb HAMDI1, Professor,
1
Université de Tunis El Manar, Ecole Nationale d’Ingénieurs de Tunis, LR 14 ES 03 Laboratoire de
Recherche d’Ingénierie Géotechnique, Tunisie
2
Ecole Centrale de Lille, Villeneuve d’Ascq, France

ABSTRACT: Huge amounts of dredged marine sediments are generated periodically

in order to maintain waterways and ensure ships navigation. After dredging, marine
sediment are either discharged at sea or disposed in lands. Nowadays, dredged
sediment reuse in civil engineering applications become more and more a beneficial
tool for waste material management. Indeed, various reuse ways have been studied
such as road construction, clays bricks, cementitious materials and paving blocks.
Sediment characteristics are the primary decision maker in choosing the adequate
valorization way. Thus, laboratory identification is an essential step in sediment
management. Physical, mechanical, chemical, mineralogical and environmental
properties of dredged marine sediments define the possible civil engineering
applications according to standards. This works is divided into two main sections. In
the first part, a literature review of sediment reuse is presented. The choice of
alternative reuse is based on geotechnical, mechanical, chemical, mineralogical and
environmental characterization of marine sediment. Possible sediment reuse in civil
engineering applications are classified according to material proprieties. The second
part, deals with two different applications of marine sediment dredged from two
Tunisian harbors. Sediment extracted from the first study area, Zarzis commercial
harbor, was reused as a new material for road construction. The mechanical tests of
various formulations conducted on different mixtures are compaction and
compression. The experimental results showed the feasibility of Zarzis sediment with
3% lime addition in road applications in base-course material. Sediment from Gabes
harbor is the second investigated sample. Based on its characteristics, this material
could be reused in concrete formulation. Results revealed that the substitution of 20%
of sand volume by Gabes channel sediments provided a concrete with higher
compression strength than reference one.
Key words: Marine sediment, road reuse, concrete, Tunisian harbors, paving blocks, clay bricks

INTRODUCTION

Sediments are defined as the union of organic or mineral particles transported,

precipitated and accumulated at the bottom of lakes, rivers (river sediment) or harbors
(marine sediments) (Adams et al, 1992). Sediments in estuaries and harbor areas are
essential components of the marine ecosystem by ensuring the development of various
aquatic organisms. These sediments are in constant contact with pollutants coming
primarily from industrial waste and boat traffic. The pollutants trapped in sediments
can migrate to the fauna, flora and individuals and damage their health (US EPA,

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1998). It can threaten a major ecological and environmental hazard (Rosenberg, 1977;
Adams et al, 1992; Hu et al, 2006).
Marine sediments must be periodically dredged in harbors all over the world to ensure
sufficient draft for navigation, to maintain harbor waterways and to reduce the risk of
pollution of the marine ecosystem. According to statistics (ICES, 2011; Le Guyader,
2012), Netherland presents the greater dredged sediments quantity with a volume of
122 million m3 and over the next 10 years, 33.5 million m3 of river sediments are to be
dredged in France.
Despite its importance, dredging does not allow a full resolution of the problem.
Dredged sediment management presents an ecological and economic problem because
of the large volumes and sediment pollution. Dredging operations managers are
required to adapt the least damaging solution for the environment. Thus, conventional
and classical solutions are used namely sea discharged and land disposal with or
without confinement. Related to its inexpensive cost, the dumping at sea is an option
adopted by many dredging managers. Indeed, costs depend only on the distance
between the disposal site and the dredging area. This solution is only allowed when
heavy metals concentrations and organic pollutants in sediments are below
acceptability thresholds fixed by standards. However, hydrodynamic agents in the
discharge site may contribute to sediment remobilization towards the harbor. On the
other hand, land disposal requires a monitoring and permanent maintenance. Sea
dumping and land disposal are constrained by national and international regulations
and conventions such as European commission (OSPAR convention 1992; London
convention (1972, 2013); Bray, 2008, European Parliament and Council, 2008).
New alternatives are being developed for the treatment and reuse of sediment in order
to monetize the costs of dredging and eliminate the migration risk of contaminates to
the environment. Researchers have started to study paths to reuse marine sediments
into various construction materials such as clay bricks (Hamer et al., 1999; Hamer
and Karius, 2002; Weng et al. 2003; Lafhaj et al., 2008), road construction (Maher et
al., 2006; Kamali et al., 2008; Zentar et al., 2008; Scordia et al., 2008), cementitious
materials (Agostini et al., 2007; Wang, 2009; Limeira et al., 2011) and even paving
blocks ( Said et al, 2015).
The choice of the suitable way of reuse depends on sediments proprieties. Thus,
physical, chemical and environmental characterization is an essential step for the
management of marine sediments. In this work, a methodology of marine sediment
reuse based on its characteristics has been established in the first section. Possible
sediment reuse in civil engineering applications are classified according to sediment
proprieties. The second part deals with two different applications of marine sediment
dredged from two Tunisian harbors. First, Sediment extracted from Zarzis (Tunisia)
commercial harbor, was reused as a new material for road construction. The
experimental results of mechanical tests (compaction test, compression tests) on
various formulations have demonstrated the feasibility of the beneficial reuse of Zarzis
sediment in road applications. Then, based on its characteristics, sediment from Gabes
has been successfully reused in concrete formulation. Laboratory study was conducted
to improve this possible valorization path.

Literature review

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Beneficial reuse of dredged marine sediments in the construction applications as a fine
or coarse aggregate have been studied by several researchers (Said et al., 2015; Kang
et al., 2016; Kazi Aoual-Benslafa et al., 2014; Liu et al., 2016; Marmin et al., 2014;
Aziz et al, 2016; Cantré et al., 2013). Limeira et al. (2011, 2010) have investigated the
suitability of marine sediments in the production of harbor pavement. They have
indicated that raw materials used in the production of pavement has achieved
compressive strength criteria required by the Spanish Standard. Junakova et al. (2015)
focused on reuse of coarse-grained marine sediments (0– 4 mm) in place of natural
aggregate and fine-grained sediments in place of cement. Results of this study showed
that concrete made from coarse-grained marine sediments with 20% substitution is
suitable as raw material (Junakova et al., 2015). Liu et al. (2016) have focused on
chloride salt content of dredged marine sand for the production of reinforced concrete.
Said et al. (2015) aimed to use dredged sediment from Rades Harbor for the
fabrication of paving block as a partial substitution of silica sand. They have
concluded that studied sediments can be evaluated as fine aggregate in the production
of paving blocks and optimum substitution ratio should be 19%.
The choice of reuse methods is directly influenced by sediment’s characteristics. For
example, clayey sediment can be reused in brick construction. Indeed, many studies
showed that river and marine sediments have been used as natural clay replacement
when producing bricks that comply with construction standards and legislative
environmental requirements (Hamer and Karius, 2002; Samara et al., 2009). On the
other hand, sandy and silty sediments present an advantageous raw material for road
construction. In particular, fine sediments are difficult to reuse in road construction in
comparison to sands because of their high water content, the presence of organic
matter, their weak mechanical behaviour and the presence of pollutants in some cases
(Zentar et al., 2012). In addition, the Atterberg limits of sediments reflect their
capability to attract water on their surface. It has been opined by researchers that the
fabric structure of sediments, physico-chemistry of clay-water systems and organic
carbon content influence the Atterberg limits which in turn reflects the mineralogy of
the sediments. Chemical characterization of sediments is important in order to gain
knowledge about the presence of minerals and micro-organisms in terms of the metal
oxides in the sediments. In order to understand the potential threat that sediments can
pose to human health and to ecosystem, environmental characterization is necessary. It
has been established that around 43% of heavy metals and organic matter are sorbed
on sediments’ particle surface due to the high specific surface area (i.e., higher surface
adsorption and the ionic attraction)

Zarzis marine sediment as raw material in road construction

Sampling site description

The studied sample, designed as ZS, were dredged from Zarzis harbor. The harbor is
located in the southeast of Tunisia as shown in figure 1. It is situated approximately 30
km south of the Djerba island, 50 km from the Gulf of Gabes and 80 km from the
border with Libya. The present harbor provides commercial exchanges of the region

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dealing mainly on the export of marine salt, representing approximately 80% of the
harbor total traffic (CJB & EAM, 2006), crude petroleum and white oil products
imports. Zarzis harbor has an oil wharf located in the extension of the commercial
quay on the west side.

Sediment characterization

Table 1 resumes ZS characterization results. The studied sediments are mainly silty
sands with an average of 75% sand, 18% silt and 7% clay fraction. Results show the
presence of 15% organic matter that indicates that ZS are moderately organic. The
methylene blue value, which represents the adsorption capacity of methylene blue on
the particle surfaces, is low and coincides with the grain size distribution. However,
the plasticity of studied dredged sediment is high.
For future reuse, it is necessary to investigate heavy metals concentration in sediment
leaches. Indeed, the solid fraction test assess the total concentration of various trace
elements considered as contaminants. However, sediments do not present
environmental issues if heavy metals are trapped and not mobilized under runoff or
rainfall infiltration effect. For this purpose, the pollution degree of ZS was evaluated
by environmental analyzes using ICP-OES to sediment leachates collected by the
leaching test according to English standard EN 12457 -3.
Results indicate that heavy metals concentrations in the leachate of ZS were under
ICP apparatus detection limit. Therefore, these concentrations were below the
threshold limit defining the acceptability of sea discharge. Thus, ZS may be
incorporated into the formulation of a new material without the need to go through a
treatment process.

Mix design

An experimental study was performed on raw mixed sediments with percentages of

cement or lime to evaluate the potential of their reuse in road construction. The
percentages of lime or cement mixed with fine sediments were fixed to 3% of the dry
mass of raw sediments. Three formulations were tested in this work, as depicted in
table 2.

Testing methods

Proctor test, I-CBR (Immediate California Bearing Ratio) test and Unconfined
compression test are the most recommended to determine the feasibility of a specific
material to be used in road engineering. The ICBR index defines the capacity of a
material to support the circulation of building machines, and measures the ratio of
force required for a circular piston to penetrate into a granular medium in a CBR
mould at the speed of 1.27 ± 0.1mm/min. The prescribed I-CBR values for different
road layers are specified in French standard NF P 98-115: for a sub-base material –
prescribed value of 35 with a minimum value of 25; for a base-course material –
prescribed value of 45 with a minimum value of 35.
Unconfined compression tests were performed on monolithic samples, which were

Page 4
prepared at the optimum moisture content and at the optimum dry density as defined
by the modified Proctor tests. Before the mechanical tests, the samples with a diameter
of 50mm and a height of 100mm were cured under sealed conditions in a specified
room with a constant temperature of 20◦C.

Results and analyses

ICBR values were evaluated at the optimum moisture content and at the optimum dry
density as defined by the modified Proctor. Proctor results are synthetized in table 3.
Figure 2 depicts ICBR results for tested formulations. Mixture ZS0 and ZS2 show a
low bearing capacity comparing to ZS1. Bearing capacity (ICBR ) for ZS0 and ZS2 is
acceptable for its use in sub-base material. On the other hand, mixture ZS1 present a
high CBR index. Thus, mixture ZS1 using 3% of lime could be employed as base-
course material.
Figure 3 shows the development of unconfined compressive strength of cured samples
at different binder contents in relation to curing time. It is clear that depending on
time, the assessment of achievement mechanical performance differs from one
formulation to another. The test for determining the age authorizing the circulation is
related to the mechanical performance in compression of the material studied. A road
layer is useful when its unconfined compressive strength is greater than 1 MPa. From
Figure 3, this value was not reached for mixture ZS0 and ZS2 and was reached on the
third day for the mixture ZS1.
Results of ZS formulations are compared to Wang’s studies (Wang et al, 2012). Based
on the mineralogical composition and physical characteristics of Dunkirk sediments,
Wang assessed the effects of cement and lime through, modified Proctor compaction,
and unconfined compressive strength tests. The potential of sediments solidified with
cement or lime for road construction is evaluated through a proposed methodology
from I-CBR value. In his research, Wang characterized Dunkirk sediment as sandy
soils. He concluded that, from the point of view of mechanics and applicability in road
construction, 6% cement is an economic and reasonable amount to improve the
engineering properties of sediments.
In other study, Tran (Tran, 2009) tried to reuse silty clay sediment on road application.
This study necessitated the use of corrective sands in formulations in order to obtain
better results in terms of compacting and compression.

Gabes marine sediment as raw material in concrete

Sampling site description and sediment characterization

Studied sediment were collected from Gabes commercial harbor. The harbor is located
in the middle of the gulf of Gabes, in the south east of Tunisia as showed in figure 4.
This harbor is located next to the most important chemical industry in Tunisia. Since
1974, it serves as a commercial and industrial purpose. Its activity is characterized by
an industrial vocation which mainly assures transit of chemicals for neighborhoods
industries. Commercial traffic of Gabes harbor consists primarily on the importation

Page 5
of sulfur and ammonia and the exportation of phosphoric acid and phosphate fertilizer.

Sediment characterization

Table 4 illustrates the physical characteristics of Gabes channel sediment. Gabes

sediments presented high water content equal to 108%. According to the grain size
distribution, Gabes channel sediments were classified as silty sands. The negligible
fraction of clay particles may be beneficial for the sand substitution in concrete.
According to plasticity index, Gabes channel sediments were considered as plastic
silty soils. Gabes channel sediments displayed a specific gravity between 2.6 g/cm3
and 2.8 g/cm3, which is a property of most inorganic soils. The latter result was
confirmed by the organic matter content in Gabes Channel sediments that classified
them as weakly organic soils. Gabes harbor sediments displayed high calcium
carbonate content that categorized them as marl soils. Thus, according to physical
properties, Gabes channel sediments present interesting results as sand substitution in
concrete.

Mix design

This work investigates the feasibility of Gabes marine sediments reuse in concrete.
The aim of the study was to compare fresh and hardened properties of reference
concrete to seven designed mixtures of Gabes sediment concrete (CGS). CGS samples
were carried out by sand volume substitution with pretreated Gabes channel
sediments. Reference concrete formulation was taken from a Tunisian concrete plant.

Results and analyses

In order to evaluate mixture strength, the compressive strength of concrete specimens

was investigated in accordance with the French standard NF EN 12390- 3. Tests were
performed in triplicate. At 28 days, CGS20, with 20% of sediment, had the higher
compressive strength (32MPa).
An optimal replacement of 20% can be deduced and above this substitution rati
compressive strength of CGS decreases. Comparable tendency was observed in the
study of Agostini et al. (2007), where treated sediments were reused in cementitious
materials. In his study, the author tested three mortars for which a given sand volume
was replaced by the same sediment volume (33%, 66% and 100%). An optimal
substitution ratio was observed around 33%.

CONCLUSION

This study investigated the reuse of marine sediment as raw material in civil
engineering applications. The first section showed the importance of sediment
characteristics in choosing the adequate reuse way. Physical, mechanical, chemical,
mineralogical and environmental properties of dredged marine sediments define the
possible civil engineering applications according to standards. The second section
treated two different reuse ways: Road construction and concrete. Sediment extracted

Page 6
from the first study area, Zarzis commercial harbor, was reused as a new material for
road construction. Based on characterization results, Zarzis sediment was tested as raw
material for roads. An experimental study was performed on raw mixed sediments
with percentages of cement or lime to evaluate the potential their reuse in this field. of
Zarzis sediment with 3% lime addition presentment CBR value equal to 59 which
allow its application as base-course material.
Sediment from Gabes harbor was the second investigated sample. According to
physical characterization, Gabes channel sediments were classified as silty sands with
1.6% of gravel, 58% sand fraction and 36.8% silt fraction. The particle density and
organic matter content classified it as weakly organic soils with only 5.2% organic
content. In addition, Gabes harbor sediments displayed high calcium carbonate content
that categorized them as marl soils. This could explain the recorded compressive
strength of designed concrete. Results revealed that the substitution of 20% of sand
volume by Gabes channel sediments provided a concrete with higher compression
strength than reference one.

ACKNOWLEDGMENTS
This study was funded by the partnership Hubert Cruien “Utique” of the French
Ministry of Foreign Affairs and the Tunisian Ministry of Higher Education and
Scientific Research in Tunisia (Project N° 14 G 1116). The authors express their
acknowledgements to the Tunisian Merchant Marine and Ports Office and the Tunis
International Center for Environmental Technologies.

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TABLES

Table 1. Zarzis sediment characterization

Water content (%) 209.6

Sand percentage (%) 75
Silt percentage (%) 18
Clay percentage (%) 7
Methylene blue 1.2
WL (%) 83.5
WP (%) 66.13
IP 17.37
Organic matter (%) 15
Particle density (g/cm3) 1.7

Table 2. Formulation of Zarzis sediment

Mixture % Lime % Cement

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ZS0 Raw sediment 0 0
ZS1 Sediment + 3% lime 3 0
ZS2 Sediment + 3% cement 0 3

Table 3. Proctor results

Mixture Optimum water content (%) Optimum dry density (T/m3)

ZS0 22 0.9
ZS1 27 1
ZS2 24 0.94

Table 4. Physical properties of Gabes Channel

Water content (%) 108.9 High water content

Gravel fraction (%) 1.6
Silty sand
Sand fraction (%) 58
Silt fraction (%) 36.8
Clay fraction (%) 3.6
Methylene blue 1.48 Silty soil
WL (%) 67.6
Plastic silty soil
WP (%) 42.15
Organic matter (%) 5.2 Weakly organic soil
Calcium carbonate content (%) 40.29 Marl soil
Particle density (g/cm3) 2.61 --

FIGURES

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 FIG. 1. Zarzis harbor location

FIG. 2. ICBR results

FIG. 3. Effect of binder content and curing time on unconfined

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 FIG. 4. Map of the study area in Gabes, Tunisia (Google earth, 2015)

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