A FLEXIBLE PORTLAND CEMENT

CONCRETE PAVEMENT
FOR CONTAINER TERMINALS
AND HEAVY DUTY HARDSTANDS

by

Alex T Visser
[email protected]
Bubble lock, sacrificial formwork
Hydrostatic pressure release
 Scope of presentation

Introduction
Experimental investigations
Review of performance of terminals
Design approach
Conclusions and recommendations
 The problem

Provide a cost effective and

environmentally acceptable solution for
a workshop hardstand at Sishen where
large dump trucks are serviced.
Aim of presentation

To present the design approach for

geocell pavements

To provide a review of the

performance of the geocell
pavements at container terminals
THE KASERNE EXPERIMENT
Concrete/Beton paper July 1999

by

Alex T Visser
University of Pretoria
South Africa
Aim of presentation

To derive structural design

parameters for container terminal
pavements
Experimental investigation
Total of 11 panels, of which 9 were
with Hyson-Cells paving
A range of structures, from thin to
substantial
Objective was to determine design
parameters, not to build pavements
that would last
Instrumentation

Multidepth deflectometer (MDD)

 Elas tic
De fle ction (m m )
0
0 2 4
-200

-400

-600
Depth(mm)

-800

-1000

-1200

-1400

-1600

-1800

-2000
Test results
Elastic deflections <2mm under
140 kN dual wheel load
Vertical compressive strains
within design limits
Turning wheel movements loosen
interlocking blocks, but not Hyson-
Cells
Structural design

Vertical compressive strain

Factor of safety in granular layer
Dump rock is a suitable alternative
for stabilized layers
Structural design is given in paper
Conclusions

Hyson-Cells panels were not

sensitive to turning movements
Experimental panels showed
limited deterioration during 15
months trafficking
Dump rock layers cost effective
 REHABILITATION OF HEAVY
DUTY CONCRETE PAVEMENTS
WITH HYSON-CELLS OVERLAY
PRESENTATION
Bennie Du Plessis
Prof. A. Visser

SATC 2001 paper S t e w a r t S c o t t

 INTRODUCTION

Concrete filled HYSON-CELLS

Transnet container holding area (late 70s)
City Deep, Johannesburg
 BACKGROUND

Experimental area : 500m2

Concrete pavement 300mm thick

Original slab size 5m x 4m

Edge restraint : rail flange

Easy access to experimental area

On ramp : access problems
PAVEMENT INVESTIGATION

CORE DRILLING
No sample intact
No strength test

FINDINGS
Ave concrete thickness 300mm
Variable condition (severely cracked to
fair condition)
OVERLAY CONSTRUCTION

Overlay thickness: 200 and 150mm

Concrete target strength 50MPa
28 day strength 56,7MPa
For workability:
Plasticiser
Slump 150mm
Hand worked into place
OVERLAY CONSTRUCTION
Spot Sally

 CRACK SURVEY AFTER
REHABILITATION

AFTER 2 MONTHS
Hair line cracks at Hyson-Cell walls
No reflective cracking
No spalling
 PAVEMENT LOADING:
21TON REACH STACKER

21 ton
container

20 ton axle
62 ton axle load
load
STACKED CONTAINERS

Point load
21 ton
5.2 ton
container

21 ton
Point load container
10.3 ton

21 ton
container
Point load
15.5 ton

MDD DEFLECTION MEASUREMENT
Connector
Cable
Connector

Cap

MDD Module

Extension

Anchor
 MDD DATA
21 TONNE REACH STACKER
0.9

Front axle
0.8

0.7

Rear axle
0.6
Deflection(mm)

0.5

MDD1
0.4 MDD2
MDD3
0.3

0.2

0.1

0
60 65 70 75 80 85 90 95 100

-0.1

Time(sec.)
 MDD DATA
STACKED CONTAINERS
0.8
Third container
0.7
Second container
0.6
Deflection(mm)

0.5
First container MDD1
0.4 MDD2
MDD3
0.3

0.2

0.1

0
90 140 190 240 290
Time(sec.)
 DEFLECTION COMPARISON :
Zero, 150 & 200mm OVERLAY
Displacement (mm)
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
0
Depth (mm) below200mmoverlay

500

1000

200 mm Overlay
1500 150 mm Overlay
Cracked Slab

2000

2500

3000
 BACK CALCULATION

Applicable load
Depth Deflection Data
ELSYM5
Estimated Effective Modules
Iteration to suit Measured Deflection
Error < 5%
Final Effective Modules
 DESIGN PAVEMENT

Existing Pavement

300 mm 1875 MPa Existing Concrete

300 mm
140 MPa Granular Layer 1

300 mm 140 MPa Granular Layer 2

600 mm Sub-grade
170 MPa
 DESIGN PAVEMENT

150 mm & 200 mm Overlay

2300 MPa
300 mm 1875 MPa Existing Concrete

300 mm
140 MPa Granular Layer 1

300 mm 140 MPa Granular Layer 2

600 mm Sub-grade
170 MPa
 EXPECTED PAVEMENT LIFE

SA Mechanistic Design
21 Ton Container with Reach Stacker
Critical Layer : Below Concrete
Failure Criteria: 20mm Rutting
Expected Repetitions

DO NOTHING : 181 000

150mm Overlay : 38 million

200mm Overlay : 158 million

 FINDINGS

IMPROVED PAVEMENT BEHAVIOUR:

Deflections:
- 150mm : reduction with depth
- 200mm : significant reduction

EXPECTED PAVEMENT LIFE

- 200mm : 158 million repetitions
- 150mm : 38 million repetitions
 CONCLUSIONS

Practical to construct in circumstances

Problem aspects to address
Performance
Cost effectiveness
Expect life of 20 years:

150mm HYSON- CELLS adequate

 Hyson Cells
Container Terminal Paving
Review of performance
Maputo
Maputo container yard
Designed for empty 6 metre containers
approx 10 ton loading
Now carrying fully loaded 12m
containers working well
Design was
100mm thick Hyson paving, 30 MPa
No layerworks, compacted in-situ
material
Transnamib container terminal
Transnamib
Design is 150 mm Hyson BubbleLock filled
with 40 MPa grout
Layerworks was 2 x 150mm layers stabilised
with 4% cement (half the requirement for
normal block paving)
Constructed early 2003
Carrying 12m, loaded containers and
working well. Client very pleased
(comment written March 2008)
 Transnamib Special note
The contractor ran short of Hyson Cells and finished
a small section with conventional industrial paving
blocks, on the same layerworks designed for Hyson
The standard block paving had failed in 6 months
Reference Dawie Moller, Assistant Manager, Civil
Engineering Services, Transnamib
Tel +264 61-2982243 Fax +264 61-2982382
Transnamib Installing Hyson BubbleLock
Container terminal paving

Failure Modes
Conventional mass concrete

Slabs up to 400 mm still crack

Why cracks are a problem
Cracks in the paving allow water into the
layerworks resulting in the pumping of fines
The biggest problem for container terminals is
the formation of steps between one slab and
the next.
Steps
Cause loaded reachstackers to bounce.
Expensive pneumatic cylinders can be
bent beyond repair
Steps are the most severe cause of tyre
wear
Failure mode of conventional
block paving
 Hyson Cells
at
City Deep Terminal,
Johannesburg
These photos were taken after 8
years
Conventional concrete slab at same terminal
Conventional concrete slab
Subgrade preparation
 MINE HAUL ROAD DESIGN,
CONSTRUCTION AND MAINTENANCE
MANAGEMENT

Alex T Visser1
Roger J Thompson2
1Departmentof Civil Engineering, University of Pretoria,
South Africa
2Curtin School of Mines, Perth, Australia
Structural Design

Better pavement response to applied loads

Reduced deflection (RR%) on surface
Eliminate deformation in sub-grade or in-situ
(RR%)
Structural Design

Mechanistic design approach using

pavement layer limiting vertical strain criteria
Limiting strain criteria tailored to traffic
volumes, type and life of mine road (ramp, pit or
main haul)
Chapter 3

Wearing course

Selected blasted
waste rock The strains resulting from
(structural) layer the truck wheel loads
decrease with depth
except where these strain
In-situ fields overlap. Here, higher
strains are found and if
more than 2000 microstrains
the in-situ material is liable
to collapse leading to
structural failure.
 Structural Design
Case Study Wearing course

Base
Structural design comparisons

Old De sign La ye r De pths (m m )

W/course
0 0
W/course
Selected
250 In-situ (soft) 250
500 500
Ne w De sign La ye r

blasted waste Fill layer

rock 750 750
De pths (m m )

1000 1000
1250 1250
Layer 3 1500 1500 Layer 3

In-situ In-situ
1750 1750
2000 2000
2250 2250
2500 2500
Wearing course
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000

Base
Vertical (micro) strain in pavement

In-situ (soft) Old Design New Design

Practical
Application

To apply the mechanistic design approach

some basic data is required;
In-situ material resilient modulus below road
(DCP assessment)
Truck wheel load (kN) and traffic volume (kt/day)
Life of road (main haul, ramp, bench, etc.)
Practical
Application

From this data, a design catalogue can be

developed by the mine for each type and
generic location of road to be built
Conclusions
Design procedures have been proven
Satisfactory performance in operational
terminals
Recommendations
With a view to adopting this Value
Engineering concept, let us discuss:

Cost effectiveness
The way forward