Impact Analysis of Kaunisvaara – Svappavaara Road Iron Ore Transportation Options

Petri VarinRoadscanners Oy, Finland

Transportforum 2012, Linköping, Sweden

5 million ton annual iron ore transportation starting from January 15th 2013 between Kaunisvaara and Narvik

Impact Analysis of Kaunisvaara – Svappavaara Road Iron Ore Transportation Options

GOAL:c)detailed structural diagnosis and risk analysis, using ROADEX methodologies, for the current road in order to know the immediate strengthening need before the haulage starts

e)to perform an impact analysis for different heavy haulage options in order to find an optimal transportation solution

QUANTUM 3D LASER SCANNER MAPPING: Point cloud terrain model

FUNCTIONAL CONDITION: Accelerometer survey - villages/houses with potential vibration problems

STRUCTURAL CONDITION: GPR surveys and sampling

• Structural layers in 3D• Frost depth and moisture / ice lenses• All Tube Suction -test dielectric values indicated that base course is frost susceptible

QUANTUM 3D LASER SCANNER MAPPING: Frost heave calculations

Drainage analysis andimprovement need

Section 1 (part 1)

STRUCTURAL CONDITION: HWD/GPR data analysis• Different load levels: 50 kN, 70 kN, 90 kN• Recovery time analysis• Subgrade and structural layer modules• Bearing capacity using ROADEX Odemark

method• Risk analysis and classification for current

structures with current traffic

PMS Objekt

96 % of the road lenght will have failures within one year after haulage starts if nothing will be done

2. Dimensioning of rehabilitation

1. Calculation of remaining life time for current structures with new traffic

The needed rehabilitation structures to obtain theoretical remaining life time of 20 years

Strengthening structuresBasic rehabilitation structure to obtain theoretical remaining life time of 20 years

Strengthening structuresSpecial rehabilitation structure: new lane for heavy trucks on weakest sections

heavy truck lanepassing laneopposite directionlane

Heavy haulage options

Standard 60 ton

”Boliden” 72 ton

”En trave till” 90 ton

”Double Link”136 ton, 145 ton & 153 ton

9t 9t9t 9t

Heavy haulage options

BISAR CALCULATIONS:Weak subgrade displacement induced by the heaviest axle group of each truck option

• Subgrade is the most critical part of the structure• Pavement is not critical, if 200 mm thick bound layers are used

BISAR CALCULATIONS:Weak subgrade displacement induced by the heaviest axle group of each truck option

(+ “Double link” options with additional strengthening)

BISAR CALCULATIONS:Cumulative displacement of weak subgrade induced by each truck option

BISAR CALCULATIONS:Cumulative displacement of weak subgrade induced by each truck option

(+ “Double link” options with additional strengthening)

• Failures will show up quickly, if no improvements will be done.

• Bearing capacity dimensioning of new structures will take care of most of the frost heave problems.

• GPR data showed in many places problems with road shoulders road widening would be beneficial • Basic rehabilitation structure for 20 years consists of:

• 200 mm bound + 100–350 mm unbound layers• new lane for heavy trucks on weakest sections• climbing lanes for at least two steep hills• geometry improvement for one section• intersections should be redesigned and acceleration lanes should be built

Conclusions (1):

• Truck options:

• With 200 mm bound structure thickness risks are focused on weak subgrade sections, especially during the spring thaw.

• In winter and in dry summer months it is possible to use higher axle loads and total loads.

• Analysis of subgrade related pavement distress Standard 60 ton truck is the best option. The 72 ton and 90 ton options are nearly as good. “Normal" rehabilitation designed for the 60 ton truck is also enough for the 72 ton and 90 ton options. The "Double link" options are worse, but the difference can be diminished by additional strengthening.

• Evaluation of pavement performance based on the "fourth power rule” All heavier options are better than the standard 60 ton truck.

Conclusions (2):

• Recovery time will be an issue, especially on the weakest road sections. However, there should be sufficient recovery time for all of the truck options, due to longer time interval between heavier trucks.But convoy driving is strictly forbidden.

• Cost estimate for the work 373 million SEK + 12 million SEK for additional strengthening costs for ”Double link” options

• Recommendations:• monitoring of road structures and loads• system for preventative maintenance

Conclusions (3):

Thank You