ruakura developmemnt stage 1: pavement options report · the california bearing ratio (cbr) test is...

RUAKURA DEVELOPMEMNT Stage 1: Pavement Options Report Tainui Group Holdings Limited

Ruakura Development: Stage 1: Pavement Options Report i

2-32113.00 | August 2013 Opus International Consultants Ltd

Contents

1 Introduction ........................................................................................................1

2 Scope of the Report .............................................................................................1

3 Geotechnical Conditions .................................................................................... 2

3.1 General Summary.................................................................................................................. 2

3.2 Re-Moulded CBR Tests ......................................................................................................... 2

3.3 Scala Penetrometer ............................................................................................................... 2

3.4 Groundwater .......................................................................................................................... 3

3.5 CBR’s from Recent Projects in this Area ............................................................................. 3

3.6 CBR’s for use in the Designs ................................................................................................. 4

3.7 Subgrade Soils – Practical Considerations .......................................................................... 4

4 Residential Zone and Business Zone Pavements ................................................ 6

4.1 Governing Pavement Design Guides.................................................................................... 6

4.2 Typical Pavement Designs .................................................................................................... 6

5 Logistics Zone Pavements .................................................................................. 9

5.1 Key Data on Operations ........................................................................................................ 9

5.2 Design Traffic ...................................................................................................................... 10

5.3 Preliminary Pavement Designs ........................................................................................... 11

5.4 Logistics Zone Pavements - Conclusions and Recommendations .................................... 15

6 References and Bibliography.............................................................................16

Appendices

Appendix A: Intermodal Terminal Staging Plans

Appendix B: Hyster Reach Stacker Product Catalogue

Appendix C: Preliminary Design Calculations for the Roller Compacted Concrete (RCC)

Pavement

Appendix D: Outputs from the HIPAVE Software for the Flexible Pavement Design Options

Ruakura Development: Stage 1: Pavement Options Report 1


1 Introduction

Tainui Group Holdings Limited (TGH) and Chedworth Park Limited (CPL) are currently

undertaking investigations for the rezoning and structure planning of approximately 600 ha of

land to the east of Hamilton as part of the Ruakura development.

The location and extent of the Ruakura Development area is shown on Figure 1 below.

Figure 1: Location and Extent of Ruakura Development (source Harrison Grierson, Drawing 132241-GA003 Rev 2)

Stage 1 of the development areas is formed by the following areas

• Residential Zone (91 ha comprised of a combination of general and medium density

development)

• Industrial Zone (139 ha of mixed business and industrial use)

• Logistics Zone (Phased Development of 117 ha of intermodal terminal)

2 Scope of the Report

This report presents the scheme level pavement options considered for each of the zones listed

above. The designs presented are not detailed designs, but are intended to show the concepts

involved and identify the likely pavement composition (material types and likely depths). In the

Logistics Zone an outline of likely pavement costs for comparison of the different options has also

been provided.

N



3 Geotechnical Conditions

3.1 General Summary

Geotechnical Report G3127 (Opus 2013) contains the results of the geotechnical field and

laboratory investigations. The geotechnical report should be referred to in conjunction with this

report as part of the interpretation of the geotechnical investigations.

A brief summary of the soils relevant to the pavement designs are given below;

• Soils are predominantly Hinuera formation soils consisting of volcanically derived pumicious

fine grained interbedded silts and sands, gravels and interbedded peat.

• Walton subgroup soils similar in composition to the Hinuera formation are likely to be located

at the surface in some places.

• Potential for localised deposits of organic material.

• Rapid lateral and vertical variation in the sand and silt layers of the Hinuera formation (and of

the Walton subgroup).

3.2 Re-Moulded CBR Tests

The California Bearing Ratio (CBR) test is a simple laboratory strength test that compares the

bearing capacity of a material with that of a well-graded crushed stone and is used to assess the

strength of pavement subgrades and pavement materials.

Table 5 in Section 8.5 of the Opus Geotechnical Report G3127 (2013) presents the results of CBR

tests of soaked and un-soaked samples compacted at natural moisture content.

The results indicate a high degree of variability in the CBR results as summarised below;

• Un-soaked CBR values of silt soils vary between 0.5% to 25%

• Soaked CBR values of silt soils vary between 0.5% to 9%

• Un-soaked CBR values of sand soils vary between 20% to 30%

• Soaked CBR values of sand soils vary between 7% to 25%

The above results clearly indicate the considerable variation that exists between the soil types

encountered on the site and the sensitivity of the CBR results to moisture, especially for the silt

soils.

3.3 Scala Penetrometer

The Scala penetrometer test is a simple field test that measures the in-situ penetration resistance of

soils by means of a cone that is impacted upon dynamically by a falling weight.

The test provides results in terms of blows per 100mm. Then, using a conversion factor, the blows

per 100mm is converted to an inferred CBR value. This inferred CBR value derived from the scala

penetrometer conversion should be considered an approximation.

Review of the Scala blow counts confirms the highly variable nature of the soils with depth and

with material type, with Scala derived CBR ranging between 0.5% to >30%.



3.4 Groundwater

Table 1 in Section 7.1 of the Opus Geotechnical Report G3127 (2013) outlines the groundwater

levels which are summarised below;

Residential Zone – The groundwater level varied between 1.0m to 4.0m below the existing

ground level at the time of testing.

Industrial Zone –The groundwater level varied between 1.0m to 4.5m below the existing ground

at the time of testing.

Logistics Zone – The groundwater varied between 2.0m to 4.0m below the existing ground level

at the time of testing.

The Opus Geotechnical Report G3127 (2013) notes that the groundwater levels are approximately

1m deeper in the residential zones and approximately 2m deeper in the other zones than may be

expected from levels typically observed towards the end of the winter period. This assessment is

based on a comparison of groundwater monitoring results conducted by others. The deeper than

expected groundwater levels would be caused by seasonal weather patterns and the dry 2012/2013

summer would be a major contributor to the deeper than expected groundwater levels.

3.5 CBR’s from Recent Projects in this Area

3.5.1 Wairere Drive Stage III Extension

The construction of the Wairere Drive Stage III extension project was undertaken between 2007

and 2010. Opus undertook the pavement design for Hamilton City Council on the basis of a

subgrade CBR of 3%. Feedback received from Hamilton City Council’s Site Engineer1 indicated

that;

• CBR of 3% for the pavement design was generally about right where no trafficking of the

subgrade occurred.

• Rapid lateral and vertical variation in soil types and strengths was encountered.

• Subgrade soils were sensitive to moisture and need protection during the works (no trafficking

by construction traffic when wet, trafficking requires a sacrificial working platform).

• Where trafficking occurred the remoulded CBR dropped to about 2%

• White silts where encountered, these were extremely sensitive to moisture and could not be

dried back easily or economically and generally needed to be undercut to waste.

• Subgrade soils needed to have a working platform and positive grades to ensure water did not

pond and further soften the soils.

• Subgrade strength was season dependant (better in summer where drying could be achieved).

1 Personal Communication with David Bastion ex MWH (now with Opus)



3.5.2 Hamilton Ring Road Extension (Tramway Road to Ruakura Road)

The construction of this project commenced in late 2010/early 2011 and the first stage to Ruakura

Road was completed in 2013. From feedback received from AECOM2 the design consultant for the

project, Opus understands that the pavement was designed on the basis of a CBR of 2%.

The feedback received was similar to that listed in Section 3.5.1 above. The white silts encountered

again proved to be extremely sensitive to moisture and proved to be problematic.

A sand working platform was specified as part of the pavement design and proved to be effective in

protecting the natural subgrade.

3.6 CBR’s for use in the Designs

Section 11.2.4 (Residential Zone), section 11.3.4 (Business Zone) and section 11.4.4 (Inland Port

Zone) of the Opus Geotechnical Report G3127 (2013) outlines the geotechnical assessment made

for the pavement subgrade, the main points of which are as follows;

• Highly variable subgrade CBR values reflecting the interbedded and variable nature of the

subgrade soils.

• Coarser grained subgrade soils (sand and silty sand) tend to exhibit higher strength (CBR 6%)

values than the finer grained soils (silt, sandy silt and clayey silt: CBR 1% to 4%)

• Subgrade CBR results are sensitive to moisture especially the silt soils.

• Subgrade soils are sensitive to re-working from machinery especially when the materials

become wet.

• Preliminary pavement designs are recommended to be undertaken on the basis of

a CBR of 3%

3.7 Subgrade Soils – Practical Considerations

As stated in Opus Geotechnical Report G3127 (2013), the CBR encountered will depend on the soil

type encountered after stripping the topsoil and cutting the subgrade to the required level.

Where organic (peat) soils are encountered they should be cut to waste and backfilled and

compacted with clean fill material.

Subgrades founded on courser soils could be expected to have a CBR of 6% though this depends on

the silt fraction, the moisture content, plasticity and how carefully the subgrade is protected during

the works.

Subgrades founded on the finer grained soils (silt, sandy silt and clayey silt) are likely to have a

CBR range of 1% to 4% depending on its moisture content and plasticity. Where white silt soils are

encountered they will with past experience, be sensitive and problematic especially if they become

wet and should be cut to waste and backfilled and compacted with clean fill material.

The use of a CBR 3% for the design therefore represents a lower bound value but is consistent with

design practice that requires that the subgrade CBR design value has a 90% confidence of being

achieved. (i.e. 90% of the subgrade areas would have a CBR ≥ 3%).

2 Personal Communication with David Van Staden (AECOM)



A common construction practice in the Hinuera soils is to selectively cut and use the coarser soils

as an improved subgrade layer.

We have found that outcomes with such an approach can vary depending on the success of

selectively cutting the coarser material, the silt content of the selectively cut material, the soil

plasticity and moisture content.

We have also found that initially high CBR values can decrease with time as the subgrade wets-up.

The preliminary designs therefore assume that where sand is specified (such as in the working

platform or lower pavement layers) that is a clean free draining imported coarse sand with a soaked

CBR≥15%.

To provide the required confidence of achieving the subgrade design parameters the following

aspects are considered important for the detailed design and construction phases;

• The detailed design and construction phase must incorporate a working platform to protect the

natural subgrade soils during construction. This may consist of ;

» The use of Geotextile and geogrid layers with either a free draining coarse sand layer

(soaked CBR ≥15%) or a lower quality granular subbase material (Blue, Brown Rock (BBR)

or an AP65 granular material)

or

» 150 to 200mm depth of subgrade stabilisation or improvement using lime

• The pavement design needs to include subsoil drainage. The subsoil drains may be to one or

both sides of the pavement (on the high side as a minimum) where the pavements are narrow

(residential and industrial zones). Under wide pavements (logistics zone) the subsoil’s should

be placed at regular lateral intervals. Inclusion of subsoil drains is good practice and allows

excess moisture that may become trapped within the pavement to escape and therefore assists

in preventing the subgrade from softening in service.

• Testing the natural subgrade soils for soft spots by proof-rolling, Scala penetrometer testing

and deflection testing to confirm that the design parameters have been achieved.



4 Residential Zone and Business Zone Pavements

4.1 Governing Pavement Design Guides

The governing design guides for the pavement used in the residential and business zones is

outlined in Section 3.7 of the Hamilton City Development Manual, Volume 2 Design Guide, Part 3

Roadworks (August 2010 version) hereafter called the HCC design guide.

The HCC design guide allows pavement designs to be conducted by two methods as follows;

• Method 1 - Use of the Austroads Pavement Design guide (Austroads (2004)) for industrial

and high volume (over 3000 vpd) collector residential roads and arterial roads.

• Method 2 - Use of a catalogue of pavement design given in Table 3.1 of the HCC design

guide and applicable to local roads and collector roads with an Average Annual Daily Traffic

(AADT) less than 3000 vpd.

The catalogue of pavement designs for use in method 2 is based on an in situ subgrade having a

soaked CBR of 15% for a minimum depth of 0.6m. If this does not occur then the pavement design

shall be carried out using Method 1.

As the in situ subgrade does not have a CBR of 15%, the typical residential and industrial zone

pavements presented below have been designed by method 1.

4.2 Typical Pavement Designs

4.2.1 Design Parameters

The design parameters used in the pavement designs for various road classifications and

hierarchies are given in Table 1 on the following page.

The parameters used are taken from a number of sources including the HCC design guide.

4.2.2 Typical Pavement Designs

Typical pavement designs given in Table 2 based on a CBR of 3% and the Design Equivalent

Standard Axles (DESAs) given in Table 1.

The pavement designs are based on Figure 8.4 of Austroads (2004) for the mainline pavements.

High stress areas on heavily trafficked roads such as at roundabouts and signalised intersections

will need special consideration and design.

The pavement surfacing is specified as thin asphalt on top of a waterproofing membrane seal. As is

typical of development roading work, placing the thin asphalt surfacing should be delayed for at

least a year. This allows any settlement and consolidation to occur first which can then be corrected

as part of the asphalt works.

The waterproofing membrane seal shall be either single coat, racked in or two coat seals with a

minimum application of binder of 3 l/sq.m.


2-32113.00 | August 2013

Classification Hierarchy Design Life

AADT (vpd) %HCV HCV Growth Rate

ESA/HCV DESA

Residential Roads

Local Road

Short Cul-de-sac

25 years

Upto 100 2.5% 0.0% 0.6 6.8 x 103

Local Road

Long Cul-de- sac

100 to 400 0.0% 0.6 2.7 x 104

Local Road

Minor Access

400 to 800 0.5% 0.6 5.8 x 104

Collector 800 to 3000 3% 3.0% 0.8 4.5 x 105

Industrial Roads

Local Road Upto 1000 10% 3.0% 1.0 6.2 x 105

Collector 1000 to 3000 3.0% 1.0 1.9 x 106

Arterials Minor 3000 to 6000 3% 3.0% 1.4 1.7 x 106

Major 6000 to 12000 3% 3.0% 1.4 3.3 x 106

Table 1: Residential Zone and Business Zone Pavements - Pavement Design Parameters


2-32113.00 | August 2013

Classification Hierarchy AADT (vpd)

DESA Surfacing Base course

Subbase Working Platform

Undercut for CBR 2%

Residential Roads

Local Road

Short Cul-de-sac

Upto 100 6.8 x 103 30mm NZTA M/10 AC10 on waterproofing membrane

100mm GAP40 210mm GAP65

100mm sand 100mm undercut and increase the depth of the working platform by the same amount Local Road

Long Cul-de- sac

100 to 400 2.7 x 104 100mm GAP40 250mm GAP65

100mm sand

Local Road

Minor Access

400 to 800 5.8 x 104 100mm GAP65 270mm GAP65

100mm sand

Collector 800 to 3000

4.5 x 105 40mm NZTA M/10 AC15 on waterproofing membrane

125mm NZTA M/4 AP40

350mm WHAP65

150mm sand or BBR + geotextile or 150mm – 200mm subgrade stabilisation

125mm undercut and increase the depth of the working platform by the same amount

Industrial Roads

Local Road Upto 1000 6.2 x 105 50mm NZTA M/10 AC15 or SMA on waterproofing membrane

130mm NZTA M/4 AP40

360mm WHAP65

150mm sand or BBR plus geotextile or 150mm – 200mm subgrade stabilisation


Collector 1000 to 3000

1.9 x 106 150mm NZTA M/4 AP40

410mm WHAP65

Arterials Minor 3000 to 6000

1.7 x 106 40mm NZTA M/10 AC15 or SMA on waterproofing membrane

140mm NZTA M/4 AP40

410mm WHAP65

150mm sand or BBR plus geotextile or 150mm -200mm subgrade stabilisation


Major 6000 to 12000

3.3 x 106 150mm NZTA M/4 AP40

410mm WHAP65

Table 2: Residential Zone and Business Zone Pavements - Typical Pavement Designs



5 Logistics Zone Pavements

5.1 Key Data on Operations

The following parameters were provided as part of the brief;

• Proportion of 20 ft (TEU) to 40 ft (FEU) containers expected to be 25% : 75%

• Containers are expected to be general cargo variety with gross weights typically as follows;

» 40 ft containers: gross operating weight typically: 21 t (30.4 t max gross weight

allowable)

» 20 ft containers: gross operating weight: 16 t (30.4 t is the max gross weight)

• Container volumes are expected as follows;

» 12,000 to 20,000 TEU’s per annum in the first year of operation

» 1,000,000 TEU when the Inland port zone is fully developed (forty to fifty years)

• The Intermodal Terminal (IMT) will be staged development with two distinct phases of

operation as follows;

» First Phase: Initial low volume stages

» Reach stackers will load and unload the train from/to tractor trailer units

» Truck and trailer units will deliver the containers to/from the container stack area

» Second Phase: Later High volume stages

» Loading/unloading of trains will move to an overhead rail mounted gantry operation

in conjunction with tractor trailer units and gantries in the storage yards and stack

areas

Refer to the drawings in Appendix A showing the two distinct operational phases. Figure 2 below

shows the operating areas within the IMT.

Figure 2: Operating Areas within the Intermodal Terminal



5.2 Design Traffic

5.2.1 Load Repetitions

We have used a 20 year pavement design life. The use of a 20 year period is typical of container

port operational areas and optimises the balance between initial capital costs and maintenance

costs.

On the basis of 20,000 containers in the first year and increasing at a constant rate of 24,500

containers per year thereafter to the end of the 20 year design life we have calculated 5,565,000

containers through the IMT in the first 20 years.

The assumption is that the reach stackers and the tractor trailer units will operate for the first 20

year phase after which the operation moves to the second phase operation using the overhead rail

mounted gantry in conjunction with tractor trailer units and the gantries in the storage yards and

stack areas.

For the calculations of the pavement load repetitions, we have assumed that the reach stacker and

truck and trailer operations will be concentrated over a 300m length of siding. This assumption

ensures that the loadings are not under-represented should the operations occur predominantly in

one area. This assumption also accounts for channelisation such as occurs in the internal roads

adjacent to the container stack areas.

The load repetitions are calculated as follows;

5,565,000 containers over 20 years /300m length = 18,550 containers per metre of siding over the

20 years.

18550 x 2 = 37,100 (assuming 1 forward and 1 back movement of the reach stacker associated with

each container) rounded to 40,000 load repetitions of the reach stacker at any one location.

40,000 load repetitions is then used as the design parameter for input into the pavement design

calculations for the reach stackers.

5.2.2 Reach Stacker

We have assumed a Hyster RS45-31 CH reach stacker as the main operating vehicle. This vehicle

has a lift capacity of 45t on the first row and 31t on the 2nd row and can therefore lift both 20 ft and

40 ft containers at maximum gross weights onto the 2nd container row. The Hyster RS45-31 CH

reach stacker has a maximum front axle loading of 99.6t. Refer to the Hyster product catalogue in

Appendix B for the vehicle details.

5.2.3 Truck and Trailer Units

Truck and trailer units will be an important part of the operation. We have assumed that a Kalmar

Ottawa 50 (off-road) unit with a roll trailer will be used. The design repetitions are assumed to be

the same as the reach stackers (40,000 repetitions at any one location).



5.3 Preliminary Pavement Designs

Preliminary pavement designs have been presented for the following pavement systems;

• Rigid concrete pavement

• Flexible pavements

5.3.1 Rigid Concrete Pavements

There are three main variants of rigid concrete pavements can be used as follows;

• Roller Compacted Concrete (RCC)

• Traditional pumped and formed concrete pavement

• Steel Fibre Reinforced Concrete

Concrete pavement thickness is not very sensitive to the load repetitions nor is it overly sensitive to

changes in subgrade support conditions. A small increase of say 20mm to 50mm in the concrete

thickness can increase the design life of the pavement greatly or conversely reduce the risk of a

softer subgrade.

Concrete pavements are however sensitive to the axle loading so it is important not to overload the

pavements. The concrete pavement design presented below is based on a 100t maximum front axle

load (for all loads) which is conservative.

The main advantages of concrete pavements are;

• Resistant to container corner casting damage and to the steel wheels of the rolling trailer

• Low risk

• Low maintenance

It should be emphasised that the roll trailers used with the truck and trailer units are likely to have

small steel wheels that are extremely damaging to pavements. Concrete pavements are better able

to cope with these damaging effects; however, these wheels can be very ‘destructive’ on a pavement

and a 40MPa concrete is recommended to mitigate against damage from the small steel wheel s of

the roll trailers.

Concrete pavements are very effective in areas of highly channelised traffic where flexible

pavements have a tendency to rut and shove.

5.3.1.1 Roller Compacted Concrete (RCC)

A preliminary pavement design has been conducted and a typical composition is as follows;

• 500mm of minimum 40MPa Roller Compacted Concrete

• 150mm to 200mm WHAP 65 subbase (2% cement modified)

• Geotextile layer



RCC uses concrete with little or no slump and is compacted using rollers rather than pumped and

vibrated into place. RCC pavements have been used in port terminals mainly in the USA and have

generally performed well.

They are suitable for the construction of large areas of pavement without the time and cost

associated with supplying and laying mesh and the construction of joints associated with

traditional pumped and formed concrete.

Because RCC pavements have no mesh or joints they are prone to cracking but this usually isn’t a

significant problem. Crack inducers placed on a 1m x 1m grid on top of the subbase can be used to

ensure that cracking is controlled.

The 500mm depth of the concrete would need to be laid and compacted in two layers.

One of the main disadvantages of an RCC pavement is that they are not common in New Zealand.

Therefore there would be a learning curve associated with the manufacture and compaction of the

concrete to achieve good pavement performance.

Expected costs for a RCC pavement is on the order of $235 to $260 per square metre (on the basis

of $425/cu.m for the concrete) and including the subbase and geotextile.

The RCC pavement had been designed in accordance with the method outlined in the following

technical guide: Portland Cement Association (1987), Structural Design of Roller-Compacted

Concrete for Industrial Pavements. The calculations for the design of the RCC pavement are

included in Appendix C.

5.3.1.2 Traditional pumped and formed concrete pavement

A pavement thickness similar to that given in section 5.3.1.1 is expected of a traditional pumped

and formed concrete pavement.

Due to the shrinkage of the concrete, these types of pavements are designed with joints and are

usually mesh or steel fibre reinforced (to control cracking and increase the bay size).

These types of pavements are very common. The disadvantage of this type of pavement compared

to the RCC option is the cost and time associated with the mesh placement and the forming of the

joints.

Expected costs for a traditional concrete pavement is on the order of $250 to $290 per square

metre (on the basis of $460/cu.m for the concrete including joints and mesh) and including the

subbase and geotextile.

5.3.1.3 Steel fibre reinforced concrete

Steel fibre reinforced concrete pavements have heavy dosages of steel fibre (say approx. 60kg/cu.m

of steel fibre) added to the concrete.

The design of such systems is usually the responsibility of the steel fibre reinforcement

manufacturer based on their test data which is specific to the steel fibre being used.

Usually reductions in thickness of the concrete of around 15% to 20% are obtained compared to a

traditional pumped and formed concrete pavement. In addition the ability to increase the bay sizes



and thus reduce the amount of jointing required will also provide some cost savings. We do not

have any current costing for such systems but it is believed that saving commensurate with the

reduced concrete thickness can be obtained.

The steel fibre does not prevent cracking, indeed cracking still occurs but the steel fibre holds the

cracks together. A steel fibre reinforced slab that is cracked will therefore retain a bending moment

capacity beyond the initial crack formation.

We don’t believe that such a system offers any advantage over the RCC option presented as joints

would still be needed.

5.3.2 Flexible Pavements

Two preliminary flexible pavement options have been developed incorporating thin and thick

asphalt layers with unbound aggregate layers (cement modified where necessary). These options

have been designed using the HIPAVE (Heavy Industrial PAVEment) design process and software

which is suitable for non-road legal vehicles. Pavement design using highway design methods are

not applicable to heavily loaded non-road legal vehicles such as reach stackers and other container

handling equipment.

The two preliminary designs developed are presented in Table 3.

Layer Option 1 - Thin Asphalt Option 2 - Thick Asphalt

Asphalt 80mm PMB modified AC20 on waterproofing seal coats

180mm PMB modified AC20 (in 2 layers) on waterproofing seal coats

Base course 400mm with 2% cement stabilised NZTA M/4 AP40

300mm with 2% cement stabilised NZTA M/4 AP40

Subbase 400mm WHAP65 Subbase (with the top 150mm 2% cement stabilised)

400mm WHAP65 Subbase (with the top 150mm 2% cement stabilised)

Lower Subbase/Working platform

400mm coarse clean free draining sand soaked CBR ≥15%) on a geotextile layer

400mm coarse clean free draining sand soaked CBR ≥15%) on a geotextile layer

Total pavement depth 1280mm 1280mm

Indicative cost (Note 1) $180 to 200 per sq.m $225 to $245 per sq.m

Note 1: For costing purposes it has been assumes that approx. 600mm on average of the existing ground is cut to waste

offsite in order to construct the pavement.

Table 3: Preliminary Flexible Pavement Designs (using unbound aggregates)

Refer to Appendix D for the outputs from the HIPAVE software for the flexible pavement options.

The asphalt in the two designs above are specified to have a PMB binder so as to resist the damage

from the steel wheels of the trailer units and from container corner castings which are a feature of

container handling operations. Typical PMB binder will be of a SBS type at 4% to 5% application

rates.

Of the two pavement design offered, the thin AC surfaced pavement (option 1) is considered to be a

high risk, high maintenance pavement due to the container corner casting loadings and consequent

damage and is not recommended.



Option 2 is generally considered to be a medium risk, medium maintenance pavement. Option 2 is

similar to the Crawford Street Freight yard design implemented for Fonterra in Hamilton.

Rutting would be expected in areas of high channelisation, emanating from the subgrade, the

granular materials and from shoving of the asphalt. The cement modification of the aggregates and

the use of PMB binders in the asphalt have therefore been included in the preliminary designs to

mitigate this risk.

We have looked at an option using bound aggregate layers to reduce the overall depth. Bound

aggregate layers use higher quantities of cement (in the order of 4% to 5%) added to the aggregate

material to create a stiff bound layer to reduce the overall depth of the pavement.

Due to the fatigue characteristic of these bound layers, the overall depths are only marginally

smaller than those given in Table 3 above and at a greater cost. Pavements incorporating cement

bound aggregate layers would have a lower risk profile in terms of rutting compared with pavement

options 1 and 2 presented in Table 3.



5.4 Logistics Zone Pavements - Conclusions and

Recommendations

A number of preliminary pavement designs have been undertaken and costed for the pavements in

the Logistics zone.

The RCC pavement option appears to be competitively priced and would be expected to perform

significantly better than flexible pavement options given the types of damage that the pavement

will sustain during operations.

It is recommended that detailed design of the RCC pavement option is progressed followed by the

detailed costing in order to confirm definitively the square metre unit rates.

The design of the site should allow pavement levels to be raised by approximately 250mm in the

future. This will allow flexibility to increase the pavement depths and allows for pavement

strengthening to be able to take place for operations beyond the 20 year design life and without the

need to undercut the existing pavements.



6 References and Bibliography

Austroads (2004), Pavement Design – A Guide to the Structural Design of Road Pavements,

Revision 2 – 2004.

Britpave (2007), Technical Guideline 3: HBM and Stabilisation, The design and specification of

Heavy Duty Paving, Published by Britpave 2007.

Arnold (2000), Unbound Granular Pavement Design to reduce Risk of Early Failure, Published as

pavespec tech Note #0003 ver 1 (www.rltt.co.nz).

British Ports Association, Knapton J.,Meletiou M, (1996), The Structural Design of Heavy Duty

Pavement for Ports and Other Industries, The British Precast Concrete Federation Ltd, 60 Charles

Street, Leicester.Geotechnical Report G3127 (2013), Ruakura Development Stage 1: Geotechnical

Investigation: Geotechnical Interpretative Report. Prepared by Opus International Consultants for

Tainui Group Holdings.

Minicad Systems (2007), HIPAVE User Manual, Revision: 5.0.035

(Web:http://www.mincad.com.au)

Pioneer Road Services and Minicad Systems (2007), Heavy Duty Industrial Pavement Design

Guide (Web: http://www.mincad.com.au/hdipdg/).

Portland Cement Association (1987), Structural Design of Roller-Compacted Concrete for

Industrial Pavements.

Portland Cement Association (1988), Design of Heavy Industrial concrete Pavements.

Wardle l.J, and Rodway B, (1998), Layered Elastic Design of Heavy Duty and Industrial Pavements

Proc. AAPA Pavements Industry Conference, Surfers Paradise, Queensland, 1998.

Wardle, L.J., Rickards, I., and Hudson, K., (2005). HiPave – A Mechanistic design tool for heavy

duty industrial pavements. AAPA 2005 Pavements Industry Conference, Surfers Paradise,

Queensland, 18-21 September, 2005.

Appendix A

Intermodal Terminal Staging Plans

File Ref: U:\Auckland\2008\A08274_PSt_Tainui_Ruakura\Graphics\A08274_IMT_phasing\A08274_IMT_phasing_2and_4_Rev_A.indd

www.boffamiskell.co.nz

RUAKURA STRUCTURE PLAN

| Date: 09 April 2013 | Revision: A |

Plan prepared for Tainui Group Holdings Limited by Boffa Miskell Limited

Author: [email protected] | Checked: PSt

This plan has been prepared by Boffa Miskell Limited on the specific instructions of our Client. It is solely for our Client’s use in accordance with the agreed scope of work. Any use or reliance by a third party is at that party’s own risk. Where information has been supplied by the Client or obtained from other external sources, it has been assumed that it is accurate. No liability or responsibility is accepted by Boffa Miskell Limited for any errors or omissions to the extent that they arise from inaccurate information provided by the Client or any external source.

Intermodal Terminal - Phase 21:5,000 @ A3

150m0

Logisitcs Zone Warehousing

220kV Powerline

110kV Powerline

Waikato University

Silv

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le R

oad

Ruakura Road

Spine Road

Innovation Precinct

Ryburn Road

East Coast Main Trunk Line

Perc

ival

Roa

d

Spin

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Wai

kato

Exp

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way

File Ref: U:\Auckland\2008\A08274_PSt_Tainui_Ruakura\Graphics\A08274_IMT_phasing\A08274_IMT_phasing_2and_4_Rev_A.indd

www.boffamiskell.co.nz

RUAKURA STRUCTURE PLAN

| Date: 09 April 2013 | Revision: A |

Plan prepared for Tainui Group Holdings Limited by Boffa Miskell Limited

Author: [email protected] | Checked: PSt

This plan has been prepared by Boffa Miskell Limited on the specific instructions of our Client. It is solely for our Client’s use in accordance with the agreed scope of work. Any use or reliance by a third party is at that party’s own risk. Where information has been supplied by the Client or obtained from other external sources, it has been assumed that it is accurate. No liability or responsibility is accepted by Boffa Miskell Limited for any errors or omissions to the extent that they arise from inaccurate information provided by the Client or any external source.

Intermodal Terminal - Phase 41:5,000 @ A3

150m0

Logisitcs Zone Warehousing

Waikato University

Silv

erda

le R

oad

Ruakura Road

Spine Road

Innovation Precinct

Ryburn Road

East Coast Main Trunk Line

Perc

ival

Roa

d

Spin

e Ro

ad B

ridg

e

Wai

kato

Exp

ress

way

220kV Powerline

110kV Powerline

Appendix B

Hyster Reach Stacker Product Catalogue

ReachStacker Container HandlersRS 45-27 CH, RS 45-31 CH, RS 46-36 CH

RS 46-41L CH, RS 46-41S CH, RS 46-41LS CH

ReachStacker Intermodal HandlersRS 45-24 IH, RS 45-28 IH, RS 46-33 IH

RS 46-38L IH, RS 46-38S IH, RS 46-38LS IH

2

Built on Experience

ReachStacker Development Story

Hyster began building ReachStackers in 1995 and since that

time, hundreds have been delivered to customers worldwide.

The latest generation of trucks in the RS45-46 range consists of

12 models, starting with ‘ rst row’ Container Stackers through

to ‘second-rail’ Intermodal Handlers.

These ReachStackers, in addition to adopting the best features

of the previous generation, are available with either Stage IIIA

or Stage IIIB compliant engines, in order to meet the different

legislative requirements, regarding exhaust emissions.

3

The Hyster RS range of ReachStackers has been designed to achieve maximum space utilisation on container terminals, thanks to outstanding manoeuvrability, superior handling speed and unrestricted stacking capabilities, delivering class leading productivity and at the same time, keeping operating costs toa minimum.

Compact

Compact machine with a standard wheelbase of 6.2 m, and a turning radius of just 8.42 m to 8.5 m (depending on the model). The RS46-41LS CH and RS46-38LS IH models have a wheelbase of 6.7 m and a turning radius of 9.17 m.

Fast Lifting Speeds

The practical average 4-mode speed is a fantastic 0.41 m/sec., with the 224 kW (300 Hp) Stage IIIA engine.

Strong and Durable

Capacities of up to 41 tonnes in the 2nd row - for the CH model - ensuring that there are no container weight limitations when handling containers in the 2nd row.

Stacking Ability

Ability to stack containers ve-high (9’6” in the 1st row and 8’6” in the second row, with 6-high 8’6” in the rst row now available as an option).

All-round Visibility

Excellent visibility all-round, thanks to a Powered Sliding Cab, wide-spaced rear boom supports, and the sloping contours of the rear counterweight.

Proven Concept

Proven concept using the re ned structures (frame, boom and spreaders) of the original Hyster ReachStacker, together with proven driveline, hydraulic and control components.

First, Second and Third Row ReachStackers

Fastest Lifting Speeds

All-round Visibility &Sliding Vista Cab

Compact Design

Proven Concept

Lowest Cost of Operation and Ownership

4

A Framework of Experience

Power & Performance

Frame

The frame and boom structures offer excellent durability.

The frame is immensely strong, as heavy-duty welding of the main sections and the wide-spaced rear supports provide rigidity. Furthermore, the design delivers excellent visibility to the rear.

The new boom design, with increased plate thickness on the inner boom, offers increased durability, easier maintenance, as well as less wear and improved component life. This results in lower service costs and improved uptime, which help to reduce overall operating costs.

The pivot points for the boom are positioned right at the back of the frame and therefore minimise the ‘overhang’, resulting in a very compact machine and ensuring that the excellent rearward visibility is maintained, even when the boom is raised.

The two-stage boom is rectangular in shape, is welded both inside and outside, and telescopes on self-lubricating self-aligning non-metallic bearings.

Fastest

The hydraulic system is highly ef cient, and features‘Power on demand’ and ‘Two-speed lift’ functions.

The result is lifting speeds that are class leading:The practical 4-mode average lifting speed is a fantastic 0.41 m/sec. with the 224 kW (300Hp) Stage IIIA engine.

Average of four lifting modes:

› Unladen lift speed = 0.48 m/sec.

› Laden lift speed = 0.25 m/sec (with 78% load = 35 ton).

› Unladen lowering speed = 0.45 m/sec.

› Laden lowering speed = 0.46 m/sec.

Clean Power Choice

The Hyster ReachStackers are available with two engine options. Stage IIIB compliant trucks (for EU countries, and other territories where Ultra-Low Sulphur Diesel is available), feature the new Cummins QSL9 9-litre engine. Stage IIIA compliant trucks (for other markets) have the Cummins QSM11 10.8 litre engine.

The ‘Cooling on Demand’ and ‘Load Sensing Hydraulics’ systems only use power when needed and therefore help to reduce overall fuel consumption.

Cooling on Demand is provided by a hydraulically-driven fan, which reduces both noise and power consumption during cooling - The fan can operate at variable speeds (depending on cooling needs) to ensure that during driving and handling operations the maximum engine power is available, so reducing overall operating costs.

Two Variable Displacement Pumps (VDP) are used to provide the steering and main hydraulic functions. When the engine is

operating at a low r/min, one pump is active with the second cutting in only when the system senses that increased engine power is being applied. A third VDP provides pressure and ow to the hydraulic fan, which always provides minimum pressure and ow for ltration and axle cooling, so preventing unnecessary power (and fuel) usage.

Power Packages

Stage IIIB:

For use mainly within EU (European Union) countries, trucks with Stage IIIB diesel engines have signi cantly reduced exhaust gas emissions. Also by downsizing the engine and applying Hyster Intelligent Design criteria, these trucks are not only cleaner running but also more economical, achieving up to 20% fuel saving.

- The new Stage IIIB compliant Cummins QSL9 9-litre engine has a maximum performance of 276 kW (370 Hp) at 1900 rpm and maximum torque of 1491 Nm at 1500 rpm. The transmission available as standard with the engine is the TE-27 series, with the TE-32 available as an option.

NOTE: A Stage IIIB engine must run on Ultra Low Sulphur Diesel (ULSD) fuel, with a maximum of 15 ppm sulphur content. Diesel fuel with a higher sulphur content than 15 ppm will compromise the emissions performance of the Stage IIIB engine and may resultin damage to components.

5

Stage IIIA:

This existing diesel engine conforms to Stage IIIA emission standards and will continue to be supplied into markets where the NRMM (Non Road Mobile Machinery) Stage lllB legislation does not apply.

The standard Stage IIIA compliant Cummins QSM11 10.8 litre engine has a maximum performance of 224 kW (300 Hp) @ 1800 rpm and maximum torque of 1424 Nm @ 1000-1400 rpm. The transmission available as standard with this engine is also the TE-27 series, with the TE-32 available as an option.

As an option, for use in the heaviest duty applications, a version of the Stage IIIA Cummins QSM11 engine is available, with maximum performance of 272 kW (365 Hp) @ 1800 rpm. Maximum torque is a mighty1674 Nm @ 1000-1400 rpm. The standard transmission is the TE-27 series, with the TE-32 available asan option.

This power package results in noticeably quicker acceleration and agility, plus a 12% higher laden lift speed, and up to 2 km/h faster laden drive speed.

Drive Axle

The wide heavy duty drive axle with reinforced spindles offers excellent sideways stability and long-term durability thanks to the strong end-reduction shafts and gears.

Oil-immersed brakes on the drive axle feature oil cooling for durability and are virtually maintenance free.

Fuel Tank

890 litres (830 litres useable) - more than ample for a three-shift operation resulting in lower service costs and improved uptime.

Autoshift

All trucks feature S.O.H. transmissions, which are tted with the industry leading ‘APC216’ automatic gear change system. This auto-shift system features:

› Load-sensitive shifting action.

› Finely tuned shift points, which deliver low fuel consumption.

› A ‘soft-shift’ characteristic (through electronic ‘throttle-back’ function during gear change). In addition to providing improved driver comfort, the system also eliminates shifting-shocks on the driveline.

› An ‘on the move’ forward-reverse shifting lock-out function protects the transmission and drive-line against overloading, during abrupt direction changes.

› Back-up (reverse driving) alarm.

Cooling

The cooling air outlet is located between the boom towers, for an improved cooling air ow path. This avoids dust being drawn from underneath the truck and hot air being circulated inside the truck. The hydraulically driven cooling fan only operates on-demand, consuming less energy, improving fuel economy and reducing noise.

A tropical cooling system is standard: This provides additional cooling of the engine and hydraulic system, for

working in ambient temperatures of up to maximum 50°C.

Protection Systems

An engine protection system, acting on low oil pressure and high coolant temperature, is standard equipment.

A transmission protection system, acting on high oil temperature, is also standard equipment.

In order to minimise damage to the truck, these systems will initially decrease the engine power when a problem is detected and will derate the engine to creep mode if immediate action is not taken.

Hyster Steer Axle

The steer axle features a double-acting, single steering cylinderwith non-adjustable tie rods. It is renowned for its long lifespan andlow maintenance requirements.

Steer wheel nut protection(recessed studs) is also standard.

6

Ease of Operation & Excellent All-round Visibility

The RS series features the Hyster “Vista” cab, which has been designed to be the industry-leading ergonomic operator environment, and focuses on optimising driver comfort and visibility for maximum productivity.

Large windows, tted with tinted safety glass, offer excellent all-round visibility. This is further enhanced in poor weather conditions by a fresh air inlet, sliding windows, an effective heater and defroster and wipers (with intermittent wipe function) and washers on front, top and rear screens.

The optional air-conditioning system is integrated into the heating and ventilation system, with manual temperature control. Sunshade screens are tted on the top and rear windows.

A joystick provides an intuitive control of boom lift and telescope, and spreader functions: Sideshift, Rotation, Telescope 20’-40’ and Twistlock unlocking (locking is automatic).

Automatic ‘throttle-up’ function when lifting: When operating the lifting function, either when not in

gear or when the inching pedal is pushed, the engine automatically revs up to 1800 rpm. When in gear, the‘auto-throttle-up’ function is deactivated.

This gives additional fuel savings as the optimum engine rpm is ‘auto-matched’ to the hydraulics performance requested by the operator.

Optional two speed lifting. High speed up to 10 tonnes load.

Optional ‘Straight lift’ function. When activated, the boom derricking and telescoping functions are synchronized to give a functional ‘straight’ (vertical) lift movement of the container / load.

Proportional controls for the spreader rotation functionsand Powered Pile Slope (PPS – optional on CH).

Full- ow return line lter with 5 micron cartridge on themain system.

Optional drive speed on load limits vehicle speed between7 km/h and maximum speed, depending on load weight and height. It can be set to user preferences.

Improved controllability of functions:

› Optional pre-de ned user modes (smooth, medium, or direct).

› Optional soft start/stop of hydraulic functions.

The cab features:

A full-suspension fully adjustable driver’s seat with a high backrest, seat belt, operator presence system and “park brake off” warning buzzer.

Optional map reading light and extra air circulation fan.

An adjustable steering column, power-assisted steering and lever controls, push-button parking brake and conveniently positioned instruments.

Responsive, fully hydraulic brakes and an automotive style pedal layout further contribute to driver con dence and comfort.

Wide-view rear view mirrors inside cab, outside rear view mirrors on front fenders.

The truck is equipped with a comprehensive set of road and work lights and two orange ashing beacons. For further details see under Lights.

7

Powered Sliding Cab

A powered Partial-sliding cab standard on CH models:

When the cab is located at the rear of the machine, it offers the most comfortable viewing angle when stacking containers 4-5 high, and this is often preferred by drivers, due to its position behind the lift cylinders.

The cab can be moved to various positions for optimum visibility in variable operating conditions and/or to accommodate drivers preferences.

The Powered Sliding Cab is operated by a switch inside the cab - to save time this can done while driving and/or lifting.

The partial forward (0.9 m max.) cab position offers an unobstructed view of 40’ (and 45’) containers, from low (lorry bed) height up to higher lifting heights. Cab entry / exit is only possible in the rearward position.

A Powered Full-sliding cab is standardon IH models (optional on CH models):

The cab can slide from the rear of the machine over 2.6 m to a fully forward position. This is essential for IH models when handling swap-bodies or trailers, so that the driver can see the grapple feet at ground level.

Some drivers also prefer the fully forward position for low height container handling.

Access is easy, thanks to convenient staircases plus platforms with handrails, and wide opening doors.

For the version with powered full-sliding cab, extra steps and handrails are provided, on the left-hand front fender, to facilitate for cab entry / exit in the forward position. A second set of rear view mirrors, positioned on the front fenders is included as standard.

The cab features a low noise level of 70 dB(A), according to the DIN 45635 standard.

Rearward visibility is excellent, thanks to:

The widely spaced rear boom supports, and rear sloping design of the counterweight.

The length of the counterweight extending out at the rear of the machine has been kept to a minimum.

This has been achieved by using a solid piece of metal for the rear section of the box-type frame, so keeping much of the required ballast inside the machine.

The unique ‘boomerang’ shaped frame, with the pivot point of the boom at the furthest point to the rear.

Illustration shows CH model with optional Full-sliding cab

8

Hydraulic & Electrical Systems

Hydraulics

E-hydraulics, proportional controls and optional soft start / stop improve controllability and durability.

Pumps: Two variable-displacement piston pumps, with a total performance of maximum 585 l/min.

Hyster two-speed system with regenerative function resultsin high lift speeds.

Leak-free ORFS (O-ring) type ttings are used throughout the whole machine.

When hydraulic temperature is too low for operating conditions, the engine will derate. To prevent overheating of the hydraulic oil, an option is available which will reduce truck speed, giving time for the oil to cool down to the correct operating temperature.

Filtration: Extremely ef cient ltration, with new breathers. Full- ow return line lter with 5 micron cartridge on the main system, plus in-line pressure lter with 5 micron on power-assist and support systems.

Large oil cooler for the hydraulic system, suitable for working in ambient temperatures of up to 50°C. 6000 hrs oil service interval means lower service cost.

Hydraulic oil tank: 600 litre useable volume, with level and temperature gauge and magnetic drain plugs, providing additional cooling and reserve capacity.

Hydraulic control program for easy status and diagnostics and custom settings. Hydraulic temperature protection means lower service costs and improved uptime.

Emergency lowering device, to lower the spreader when the engine is not running.

Centralised pressure check points.

Damping system on the longitudinal (forwards / backwards) oscillating movement of the spreader, providing an effective ‘controlled sway’ of the spreader, under varying load weight and operating conditions.

Electrics

24 Volt system, 70 A alternator (Stage IIIA) or 120 A Prestolite alternator (Stage IIIB), 184 Ah battery with master switch.

‘CANbus’ diagnostic connection in the cab for engine, transmission, instruments, and load-moment protection system.

9

Ease of Servicing

Servicing

The hydraulic oil tank features a sight glass for the oil level, as well as magnetic drain plugs. A sensor, with a warning light in the cab, to identify overheating of the oil temperature is available as an option.

The cab is powered (Partial or Full-sliding) in combination with quickly removable (lightweight aluminium) oor plate sections, which provides truly excellent access for service work.

New side panel design, plus the open structure, galvanized steps and running boards offer easier access to major systems and components.

Easier access to electrics, oil and air lters.

Driver access from the right-hand side is now optional.

10

Spreader Specifi cations

Container Handling Spreader

The Hyster ‘CH’ type Telescopic Container spreader, for handling 20’-40’ ISO containers, features:

A uniquely wide spaced boom head, to provide strong support for the spreader.

A rotator with two hydraulic oil-immersed brakes and one hydraulic motor.

Ample rotation angle of +195 / -105 degrees.

A very smooth and precise rotation function, thanks to the E-hydraulic proportional controls, with an optional soft start / stop function for improved controllability and durability. In addition the rotation function is cushioned by a hydraulic accumulator.

The Powered Damping Cylinders (PDC) function, (optional on CH and standard on IH models) ‘tilts’ the spreader forwards and backwards, over +/- 5 degrees, with limited power.

› Operated by a control knob on the joystick. › Facilitates, for example, the easier positioning of the

spreader onto containers, which are located on sideways (not front to back) sloping trailers. (For IH models, it is also

used to facilitate easier engagement onto the bottom-lift points of trailers / swap-bodies).

Free (non-powered) sideways articulation of +/- 2.5 degrees, to facilitate easy handling of containers on / off sloping trailers.

1600 mm total sideshift movement, 800 mm to each side.

Pendular oating ISO twistlocks.

Twistlocks turn automatically to locked position, unlocking is done manually.

Twistlock indicator lights are standard equipment, and are positioned on the spreader, under the boom, and also inside the cab on the roof.

Twistlock lock-out device, to help prevent;

› Picking up of a container on less than 4 corners › Unlocking when carrying a container.

Lift interrupt system on partially turned twistlocks, so lifting is possible only when twistlocks are either in the fully locked or in the unlocked position*.

* With optional extra 30’ automatic stop: Also suitable for general cargo lifted at 9 m length position.

11

4 Lifting eyes on the 4 corners of the end-beams of the telescopic container spreader, for lifting general cargo (of minimum 6 m length).

NOTE: Full capacity use (40 tonne) is only allowed in 20’ (6 m) or in the 40’ (12 m) end-positions of the spreader, not in any in-between positions.

Intermodal Spreader

Equipped as the ‘CH’ spreader, with, in addition:

PPS: ‘Powered Pile Slope’ (hydraulically powered sideways articulation of +/- 6.0 degrees), operated by 4 cylinders, to facilitate the precise positioning of the bottom-lift grapple feet onto (sloping) swap-bodies / trailers.

Free (non-powered) sideways articulation is +/- 1.5 degrees, to facilitate easy handling of containers on / off sloping trailers.

4 integrally mounted ‘bottom-lift’ legs (at a xed lateral distance of 4875 mm centre to centre), to handle swap-bodies / trailers (European types with bottom-lift points according to ISO 1496/1).

When handling containers, all 4 legs can be hydraulically rotated (swivelled) upwards. The ‘block-stacking’ feature (standard equipment) allows the bottom-lift legs to fold-up within the contours of a (2.44 m wide) ISO container.

With a swap-body or trailer in the four grapple arms, the truck will only drive 10km/h, in compliance with the ISO 3691 ruling. (This ruling does not apply when carrying a container by the twistlocks).

12

Other Features

Brakes

Service Brake: Multiple oil immersed discs on the drive axle, with cooling system.

Parking Brake: Dry disc brake on the drive axle input shaft, spring applied and hydraulically released.

Electronic Load Moment Control System

With automatic shut-off beyond the rated load-moment.

Automatic shut-off function on boom lowering and telescope-out).

Warning lights in the dash board: Green, Orange (at 90% load-moment),Red (at 100% rated load moment)

Digital display unit, showing actual load, max. rated load, and load distanceplus load height.

Lights

10 front work lights (4 on the boom and 4 on the front fenders and 2 rear, all halogen type) 2 front marker lights, 4 direction indicators, 2 tail/stop lights, one orange ashing beacon, elevated above the boom, 2 work lights on the container spreader, directed towards the engagement points (4 work lights with intermodal spreader).

13

Optional Equipment

Special tyres: Bias or diagonal type, with tread or as ‘slicks’.

Automatic greasing system: On the truck, the boom and the CH or IH spreader. ‘Twin-line’ greasing system for precise and even distribution of grease to the many grease points.Two displays in the cab indicate the selected interval grease mode (light/medium/heavy duty).

Special RAL colour(s) paint.

Spare wheel (complete tyre and rim).

Full-Sliding cab on a CH model.

Right-hand cab access system.

Storage box on running board for container stacking cones.

Hydraulic (oil) temperature protection. This option reduces truck speed, if the hydraulic oil becomes too hot (> 85°C) in order to protect the hydraulic system components from damage. (A system to protect the truck when the hydraulic temperature is too low for operating conditions (<10°C) is tted as standard.)

H.I.D. (‘High Intensity Discharge’ Xenon lights) work lights,(4 x on the boom and 1 x on the rear of the truck), instead of standard Halogen lights.

NOTE: Only suitable for (non-public) on-terminal use, as these very bright lights may cause inconvenience for other operators / personnel.

On the Container or Intermodal Spreader:

30’ Automatic stop, is required when handling (a) 30’ container(s). Consists of: Spreader reinforcements and electrically operated mechanical stop locks at 30’ spreader position.

Extra lifting eyes (4 x) on the underside of the container spreader. Placed at 2500 mm (width) distance, for lifting compact general cargo (e.g. coils, blocks, machinery). Capacity 40 tonnes maximum, 10 tonnes per lifting eye. Includes reinforcements of the spreader structure.

NOTE: The 4 lifting eyes at the four corners of the spreader (near the twistlocks), are standard equipment.

PPS (Powered Pile Slope) function on the CH spreader (standard on IH). Please consult your dealer for application advice on the PPS function.

In-Cab and Operator Convenience Items Include:

Large multi-function colour display (screen size 86 x 115 mm) on the Load Moment Control system, with extra functions: Engine rpm, travel speed, engine temperature.

Deluxe air suspended seat, instead of mechanically suspended seat. Also available with seat heating.

Trainer seat (small extra seat cushion)

Support stand with mounting plate, to t computer terminal or communications equipment, in right-front area of the cab. (Restricts access via the right-hand cab door).

Converter: 24 Volt DC to 12 Volt DC, to use 12 V accessories.

14

Rated Capacities and Stacking Heights – Container Handlers

RS 45–27 CH Container Spreader RS 46–41L CH Container Spreader

RS 45–31 CH Container Spreader RS 46–41S CH Container Spreader

RS 46–36 CH Container Spreader RS 46–41LS CH Container Spreader

43

c3

9‘6” containers 8‘6” containers

c2 c1 c3 c2 c1

45

45

45

45

27

27

27

27

13

13

13 2713

2713

2713

2713

45

45

45

45

43

h4

27

43

c3


c2 c1 c3 c2 c1

45

45

45

45

31

31

31

31

16

16

16 453116

453116

453116

453116

43

h4

31

43

c3


c2 c1 c3 c2 c1

46

46

46

46

36

36

36

36

19

19

19 463619

463619

463619

463619

43

h4

36

43

c3


c2 c1 c3 c2 c1

46

46

46

46

40

41

41

41

23

23

23 46 41 23

46 41 23

46 41 23

46 41 23

46

h4

36

43

c3


c2 c1 c3 c2 c1

46

46

46

46

38

38

38

38

21

21

21 46 3821

46 3821

46 3821

46 3821

46

h4

36 43

c3

9‘6” containers Note: All load centres c1, c2, c3 are taken from the front face of the (front) tyres, deduct 100mm for load centres taken from the front face of the Stabilizer.

Stabilizer applied (truck static) Stabilizer NOT applied

8‘6” containers

c2 c1 c3 c2 c1

46

46

46

46

40

41

41

41

28

28

28 46 41 28

46 41 28

46 41 28

46 41 28

46 36

43

c3


c2 c1 c3 c2 c1

46

46

46

46

40

41

41

41

23

23

23 46 41 23

46 41 23

46 41 23

46 41 23

46

h4

36 43

c3

9‘6” containers Note: All load centres c1, c2, c3 are taken from the front face of the (front) tyres, deduct 100mm for load centres taken from the front face of the Stabilizer.

Stabilizer applied (truck static) Stabilizer NOT applied

8‘6” containers

c2 c1 c3 c2 c1

46

46

46

46

40

41

41

41

30

30

30 46 41 30

46 41 30

46 41 30

46 41 29

46 36

NOTE: Care must be exercised when handling elevated loads.When the load is elevated, truck stability is reduced.

15

Rated Capacities and Stacking Heights – Intermodal Handlers

RS 45–24 IH Intermodal Spreader RS 46–38S IH Intermodal Spreader

RS 45–28 IH Intermodal Spreader

RS 46–33 IH Intermodal Spreader

RS 46–38L IH Intermodal Spreader

RS 46–38LS IH Intermodal Spreader

39

c3


c2 c1 c3 c2 c1

45

45

45

45

24

24

24

24

10

10

10452411

452410

452410

452410

4524

43

h4

24

c3

swap-bodies & containers

c2 c1

39

c3


c2 c1 c3 c2 c1

45

45

45

45

28

28

28

28

13

13

13452813

452813

452813

452813

4528

43

h4

28

c3


c2 c1

39

c3


c2 c1 c3 c2 c1

46

46

46

46

33

33

33

33

16

16

16463317

463316

463316

463316

4633

43

h4

33

c3


c2 c1

39

c3


c2 c1 c3 c2 c1

46

46

46

46

36

38

38

38

20

20

20463820

463820

463820

463820

4638

43

h4

33

c3


c2 c1

39

c3


c2 c1 c3 c2 c1

46

46

46

46

35

35

35

35

18

18

18463518

463518

463518

463518

4635

43

h4

33

c3


c2 c1

Stabilizer NOT applied

Stabilizer applied (truck static)

39

c3


c2 c1 c3 c2 c1

46

46

46

46

36

38

38

38

25

25

25463825

463825

463825

463825

4638

43

h4

33

c3


c2 c1

Note: All load centres c1, c2, c3 are taken from the front face of the (front) tyres,deduct 100mm for load centres taken from the front face of the Stabilizer.

c3


c2 c1 c3 c2 c1

463820

20 20

20

20

20

20

h4

c3


c2 c1

Stabilizer NOT applied

39

46

46

46

46

36

38

38

38 4638

4638

4638

4638

4333

Stabilizer applied (truck static)

c3


c2 c1 c3 c2 c1c3


c2 c1

Note: All load centres c1, c2, c3 are taken from the front face of the (front) tyres,deduct 100mm for load centres taken from the front face of the Stabilizer.

h4

463827

39

46

46

46

46

36

38

38

38

27

27

27 463827

463827

463827

4638

4333

NOTE: Care must be exercised when handling elevated loads. When the load is elevated, truck stability is reduced.

16

RS 45-27 CH - RS 46-41LS CH Container Handlers

Speci cation data is based on VDI 2198

CHAR

ACTE

RIST

ICS

WEI

GHTS

WHE

ELS

& T

YRES

DIM

ENSI

ONS

PERF

ORM

ANCE

POW

ER U

NIT

OTHE

R

1.1 Manufacturer

1.2 Model designation RS 45-27 CH RS 45-31 CH RS 46-36 CH

1.3 Power: battery, diesel, LPG, electric mains Diesel Diesel Diesel

1.5 Load capacity fi rst / second / third container row Q (kg) 45 000 27 000 13 000 45 000 31 000 16 000 46 000 36 000 19 000

Load capacity fi rst / second / third row, with Stabilizer applied (truck static) Q (kg) N/A N/A N/A

1.6 Load centre fi rst/second/third container row, from face of front tyres ◆ c1/c2/c3 (mm) 1 865 3 815 6 315 1 865 3 815 6 315 1 865 3 815 6 315

1.8 Load distance to face of front tyres / front of Stabilizer x (mm) 840 / NA 840 / NA 930 / NA

1.9 Wheelbase y (mm) 6 200 6 200 6 200

2.1 Unladen weight kg 68 500 72 200 79 300

2.2 Axle loading at load centre c1, with rated load, front / rear kg 99 900 13 600 99 600 17 600 103 200 22 100


2.3 Axle loading at load centre c1, unloaded, front / rear kg 35 300 33 200 35 000 37 200 36 500 42 800


3.1 Tyres: L=pneumatic, V=solid, SE=pneumatic-shaped solid L L L

3.2 Tyre size, front 18.00 x 25 18.00 x 25 18.00 x 33

3.3 Tyre size, rear 18.00 x 25 18.00 x 25 18.00 x 33

3.5 Number of wheels front/rear (X = driven) 4X / 2 4X / 2 4X / 2

3.6 Track width, front mm 3 033 3 033 3 033

3.7 Track width, rear mm 3 020 3 020 3 020

4.1 Boom angle minimum / maximum degrees 0° / 59° 0° / 59° 0° / 59°

4.2 Boom height, minimum h1 (mm) 4 700 4 700 4 760

4.3 Minimum distance spreader from ground h2 (mm) 1 342 1 342 1 440

4.4 Maximum lift height under spreader, in fi rst container row / second container row h4 (mm) 15 260 13 850 15 260 13 850 15 370 13 960

4.5 Boom height, maximum h6 (mm) 18 110 18 110 18 200

4.8 Seat height h7 (mm) 2 555 2 555 2 645

4.19 Overall length l1 (mm) 11 873 11 873 12 073

4.20 Length without boom l2 (mm) 8 360 8 360 8 650

4.21 Overall width over front tyres b2 (mm) 4 220 4 220 4 220

4.30 Sideshift movement, from centre to left / right b8 (mm) 800 / 800 800 / 800 800 / 800

4.31 Ground clearance lowest point, without load m1 (mm) 312 312 400

4.32 Ground clearance, center of wheelbase m2 (mm) 495 495 585

4.34 90º Stacking Aisle 20’ / 40’, spreader central above front axle,

without operating clearance † Ast (mm) 9 817 12 569 9 817 12 569 9 977 12 569

90º Stacking Aisle 20’ / 40’, without operating clearance Ast (mm) 12 439 14 203 12 439 14 203 12 608 14 203

90º Stacking Aisle 20’ / 40’, with 200mm operating clearance Ast (mm) 12 639 14 403 12 639 14 403 12 808 14 403

90º Stacking Aisle 20’ / 40’, with 10% operating clearance according FEM TN01 Ast (mm) 13 683 15 623 13 683 15 623 13 869 15 623

4.35 Turning radius Wa (mm) 8 495 8 495 8 562

5.1 Travel speed with load / without load - with 224 kW Stage IIIA engine km/h 20 23 20 23 20 25

Travel speed with load / without load - with optional 272 kW Stage IIIA engine km/h 21 23 21 23 23 26

Travel speed with load / without load - with 276 kW Stage IIIB engine km/h 20 22 20 22 21 23

5.2 Lifting speed with load (35 ton) / without load, fi rst row average

- with 224 kW Stage IIIA engine m/s 0,25 0,48 0,25 0,48 0,25 0,48

Lifting speed with load (35 ton) / without load, fi rst row average

- with optional 272 kW Stage IIIA engine m/s 0,28 0,48 0,28 0,50 0,28 0,50


- with 276 kW Stage IIIB engine m/s 0,28 0,48 0,28 0,50 0,28 0,50

5.3 Lowering speed with / without load m/s 0,46 0,45 0,46 0,45 0,46 0,45

5.6 Maximum drawbar pull with load (with all engines) kN 378 378 378

5.7 Gradeability with load (with all engines) @1.6 km/h ¶ % 22 26 22 26 22 26

5.8 Maximum gradeability with load (with all engines) ¶ % 34 33 32

5.10 Service brake Oil immersed brakes Oil immersed brakes Oil immersed brakes

7.1 Engine make and type Cummins QSM11/QSL9 Cummins QSM11/QSL9 Cummins QSM11/QSL9

7.2 Engine power, in accordance with ISO1585,

Stage IIIA: maximum @ 1800 rpm / nominal @ max. 2100 rpm kW(hp) Stage IIIA: 224 (300) / 216 (290) optional Stage IIIA: 272 (365) / 261 (350)

Stage IIIB: maximum @ 1900 rpm / nominal @ max. 2100 rpm kW(hp) Stage IIIB: 276 (370) / 261 (350)

7.3 Governed maximum engine speed rpm 2 100 2 100 2 100

7.4 Number of cylinders/displacement cm3 Stage IIIA: QSM11: 6 / 10 800 Stage IIIB: QSL9: 6 / 8 900

7.5 Fuel consumption, average l/h Stage IIIA QSM11: 20 Stage IIIB QSL9: 17

8.1 Drive control 4-speed autoshift SOH TE27 optional SOH TE32

8.2 Pressure for attachments bar 260 260 260

8.3 Oil fl ow for attachments l/min 110 110 110

8.4 Noise level LpAZ, inside cab, according to DIN 45635 dB (A) 70

Noise level LWAZ outside truck dB (A) Stage IIIA: QSM11: 112 Stage IIIB: QSL9: 109

8.5 Towing coupling type - - -

17

Practical 90 degrees Stacking aisle

V (theoretical stacking aisle) + a (total

operating clearance)

R2 + the larger of R1 or Wa

200 mm (100 mm each side acc. VDI)

See line 4.34

10% of V (acc. FEM TN01

recommendation).

Ast =

=

Where V =

a =

a =

c1/c2/c3

h2

xy

h7

m1

L2

L1

Illustration shows CH model

b2

6.10–12.20 m

Wa

a/2

V = R2 + R1 / Wa

a/2

R1

B

Ast = V + aa = 0,1 x V

R2

h1

h1

m2

90 Degree Stacking Aisle(According to FEM TN01)

Notes:Please refer to notes on the following page.

CHARACTERISTICSW

EIGHTSW

HEELS & TYRES

DIMENSIONS

PERFORMANCE

POWER UNIT

OTHER

RS 46-41L CH RS 46-41S CH RS 46-41LS CH

Diesel Diesel Diesel

46 000 41 000 23 000 46 000 38 000 21 000 46 000 41 000 23 000

N/A 46 000 41 000 28 000 46 000 41 000 30 000

1 865 3 815 6 315 1 865 3 815 6 315 1 865 3 815 6 315

930 / NA 930 / 1 030 930 / 1 030

6 700 6 200 6 700

82 600 83 600 84 600

103 400 25 200 105 400 24 200 105 600 25 000

113 100 10 500 111 900 10 200 115 300 10 300

38 200 44 400 38 700 44 900 40 400 44 200

43 000 39 600 43 900 39 700 45 300 39 300

L L L

18.00 x 33 18.00 x 33 18.00 x 33

18.00 x 33 18.00 x 33 18.00 x 33

4X / 2 4X / 2 4X / 2

3 033 3 033 3 033

3 020 3 020 3 020

0° / 59° 0° / 59° 0° / 59°

4 760 4760 4 760

1 440 1 440 1 440

15 370 13 960 15 370 13 960 15 370 13 960

18 200 18 200 18 200

2 645 2 645 2 645

12 573 12 073 12 573

9 150 8 750 9 250

4 220 4 220 4 220

800 / 800 800 / 800 800 / 800

400 250 250

585 585 585

10 477 12 569 9 977 12 569 10 477 12 569

12 608 14 203 12 608 14 203 12 608 14 203

12 808 14 403 12 808 14 403 12 808 14 403

13 869 15 623 13 869 15 623 13 869 15 623

9 062 8 562 9 062

19 22 19 22 19 22

20 24 20 24 20 24

21 23 21 23 21 23

0,25 0,48 0,25 0,48 0,25 0,48

0,28 0,50 0,28 0,50 0,28 0,50

0,28 0,50 0,28 0,50 0,28 0,50

0,46 0,45 0,46 0,45 0,46 0,45

374 376 374

19 22 19 22 19 22

29 29 29

Oil immersed brakes Oil immersed brakes Oil immersed brakes

Cummins QSM11/QSL9 Cummins QSM11/QSL9 Cummins QSM11/QSL9

Stage IIIA: 224 (300) / 216 (290) optional Stage IIIA: 272 (365) / 261 (350)

Stage IIIB: 276 (370) / 261 (350)

2100 2100 2100

Stage IIIA: QSM11: 6 / 10 800 Stage IIIB: QSL9: 6 / 8 900

Stage IIIA QSM11: 20 Stage IIIB QSL9: 17

4-speed autoshift SOH TE27 optional SOH TE32

260 260 260

110 110 110

70

Stage IIIA: QSM11: 112 Stage IIIB: QSL9: 109

- - -

18

RS 45-24 IH - RS 46-38LS IH Intermodal HandlersCH

ARAC

TERI

STIC

SW

EIGH

TSW

HEEL

S &

TYR

ESDI

MEN

SION

SPE

RFOR

MAN

CEPO

WER

UNI

TOT

HER

1.1 Manufacturer

1.2 Model designation RS 45-24 IH RS 45-28 IH RS 46-33 IH

1.3 Power: battery, diesel, LPG, electric mains Diesel Diesel Diesel

1.5 Load capacity fi rst / second / third container row Q (kg) 45 000 24 000 11 000 45 000 28 000 12 000 46 000 33 000 17 000

Load capacity fi rst / second / third row, with Stabilizer applied (truck static) Q (kg) N/A N/A N/A

1.6 Load centre fi rst/second/third container row, from face of front tyres ◆ c1/c2/c3 (mm) 1 865 3 815 6 315 1 865 3 815 6 315 1 865 3 815 6 315

1.8 Load distance to face of front tyres / front of Stabilizer x (mm) 840 / NA 840 / NA 930 / NA

1.9 Wheelbase y (mm) 6 200 6 200 6 200

2.1 Unladen weight kg 72 400 76 100 83 200





3.1 Tyres: L=pneumatic, V=solid, SE=pneumatic-shaped solid L L L

3.2 Tyre size, front 18.00 x 25 18.00 x 25 18.00 x 33

3.3 Tyre size, rear 18.00 x 25 18.00 x 25 18.00 x 33

3.5 Number of wheels front/rear (x = driven) 4X / 2 4X / 2 4X / 2

3.6 Track width, front mm 3 033 3 033 3 033

3.7 Track width, rear mm 3 020 3 020 3 020

4.1 Boom angle minimum / maximum degrees 0° / 59° 0° / 59° 0° / 59°

4.2 Boom height, minimum h1 (mm) 4 700 4 700 4 760

4.3 Minimum distance spreader from ground h2 (mm) 882 882 981

4.4 Maximum lift height under spreader, in fi rst container row / second container row h4 (mm) 14 780 13 375 14 780 13 375 14 880 13 375

4.5 Boom height, maximum h6 (mm) 18 110 18 110 18 200

4.8 Seat height h7 (mm) 2 555 2 555 2 645

4.19 Overall length l1 (mm) 11 873 11 873 12 073

4.20 Length without boom l2 (mm) 8 360 8 360 8 650

4.21 Overall width over front tyres b2 (mm) 4 220 4 220 4 220

4.30 Sideshift movement, from centre to left / right b8 (mm) 800 / 800 800 / 800 800 / 800

4.31 Ground clearance lowest point, without load m1 (mm) 312 312 400

4.32 Ground clearance, center of wheelbase m2 (mm) 495 495 585

4.34 90º Stacking Aisle 20’ / 40’, spreader central above front axle,

without operating clearance † Ast (mm) 9 817 12 569 9 817 12 569 9 977 12 569

90º Stacking Aisle 20’ / 40’, without operating clearance Ast (mm) 12 439 14 203 12 439 14 203 12 608 14 203

90º Stacking Aisle 20’ / 40’, with 200mm operating clearance Ast (mm) 12 639 14 403 12 639 14 403 12 808 14 403

90º Stacking Aisle 20’ / 40’, with 10% operating clearance according FEM TN01 Ast (mm) 13 683 15 623 13 683 15 623 13 869 15 623

4.35 Turning radius Wa (mm) 8 495 8 495 8 562

5.1 Travel speed with load / without load - with 224 kW Stage IIIA engine km/h 20 23 20 23 20 25

Travel speed with load / without load - with optional 272 kW Stage IIIA engine km/h 21 23 21 23 23 26

Travel speed with load / without load - with 276 kW Stage IIIB engine km/h 20 22 20 22 21 23

5.2 Lifting speed with load (35 ton) / without load, fi rst row average

- with 224 kW Stage IIIA engine m/s 0,24 0,47 0,24 0,47 0,24 0,47


- with optional 272 kW Stage IIIA engine m/s 0,27 0,47 0,27 0,47 0,27 0,47


- with 276 kW Stage IIIB engine m/s 0,27 0,47 0,27 0,47 0,27 0,47

5.3 Lowering speed with / without load m/s 0,46 0,45 0,46 0,45 0,46 0,45

5.6 Maximum drawbar pull with load (with all engines) kN 378 378 378

5.7 Gradeability with load (with all engines) @1.6 km/h ¶ % 22 26 22 26 22 26

5.8 Maximum gradeability with load (with all engines) ¶ % 33 32 31

5.10 Service brake Oil immersed brakes Oil immersed brakes Oil immersed brakes

7.1 Engine make and type Cummins QSM11/QSL9 Cummins QSM11/QSL9 Cummins QSM11/QSL9

7.2 Engine power, in accordance with ISO1585,

Stage IIIA: maximum @ 1800 rpm / nominal @ max. 2100 rpm kW(hp) Stage IIIA: 224 (300) / 216 (290) optional Stage IIIA: 272 (365) / 261 (350)

Stage IIIB: maximum @ 1900 rpm / nominal @ max. 2100 rpm kW(hp) Stage IIIB: 276 (370) / 261 (350)

7.3 Governed maximum engine speed rpm 2 100 2 100 2 100

7.4 Number of cylinders/displacement cm3 Stage IIIA: QSM11: 6 / 10 800 Stage IIIB: QSL9: 6 / 8 900

7.5 Fuel consumption, average l/h Stage IIIA QSM11: 20 Stage IIIB QSL9: 17

8.1 Drive control 4-speed autoshift SOH TE27 optional SOH TE32

8.2 Pressure for attachments bar 260 260 260

8.3 Oil fl ow for attachments l/min 110 110 110

8.4 Noise level LpAZ, inside cab, according to DIN 45635 dB (A) 70

Noise level LWAZ outside truck dB (A) Stage IIIA: QSM11: 112 Stage IIIB: QSL9: 109

8.5 Towing coupling type - - -

Speci cation data is based on VDI 2198

19

Notes:Speci cations are affected by the condition of

the vehicle and how it is equipped, as well as the

nature and condition of the operating area. If these

speci cations are critical, the proposed application

should be discussed with your dealer.

Deduct 100 mm for load centre from front

side of Stabilizer

For CH models only: With optional P(owered)

P(ile) S(lope) function: Deduct 310mm from

dimension h4.

† Spreader at 8.0m high

This data applies to when the container is

carried 500 mm in front of the wheels (load

centre 1720 mm)

¶ Gradeability gures (lines 5.7 & 5.8)

are provided for comparison of tractive

performance, but are not intended to endorse

the operation of the vehicle on the stated

inclines. Follow instructions in the operating

manual regarding operation on inclines.

Add 2 dB(A) for option with additional cab fan

All capacities are according to prEN1459

All speci cations and capacities are valid for trucks

equipped with a Hyster container handling spreader

for handling ISO containers.

Safety: This truck conforms to the current

EU requirements.

Operators must be trained and adhere to the

instructions contained in the Operating Manual.

100mm

CHARACTERISTICSW

EIGHTSW

HEELS & TYRES

DIMENSIONS

PERFORMANCE

POWER UNIT

OTHER

RS 46-38L IH RS 46-38S IH RS 46-38LS IH

Diesel Diesel Diesel

46 000 38 000 20 000 46 000 35 000 18 000 46 000 38 000 20 000

N/A 46 000 38 000 25 000 46 000 38 000 27 000

1 865 3 815 6 315 1 865 3 815 6 315 1 865 3 815 6 315

930 / NA 930 / 1 030 930 / 1 030

6 700 6 200 6 700

86 500 87 500 88 500

108 800 23 700 111 000 22 500 111 000 23 500

114 500 10 000 112 500 10 000 116 700 9 800

43 600 42 900 44 200 43 300 45 800 42 700

49 600 36 900 50 700 36 800 51 900 36 600

L L L

18.00 x 33 18.00 x 33 18.00 x 33

18.00 x 33 18.00 x 33 18.00 x 33

4X / 2 4X / 2 4X / 2

3 033 3 033 3 033

3 020 3 020 3 020

0° / 59° 0° / 59° 0° / 59°

4 760 4 760 4 760

981 981 981

14 880 13 375 14 880 13 375 14 880 13 375

18 200 18 200 18 200

2 645 2 645 2 645

12 573 12 073 12 573

9 150 8 750 9 250

4 220 4 220 4 220

800 / 800 800 / 800 800 / 800

400 250 250

585 585 585

10 477 12 569 9 977 12 569 10 477 12 569

12 608 14 203 12 608 14 203 12 608 14 203

12 808 14 403 12 808 14 403 12 808 14 403

13 869 15 623 13 869 15 623 13 869 15 623

9 173 8 562 9 173

19 22 19 22 19 22

20 23 20 23 20 23

21 23 21 23 21 23

0,24 0,47 0,24 0,47 0,24 0,47

0,27 0,47 0,27 0,47 0,27 0,47

0,27 0,47 0,27 0,47 0,27 0,47

0,46 0,45 0,46 0,45 0,46 0,45

376 376 376

18 21 19 22 18 21

28 29 28

Oil immersed brakes Oil immersed brakes Oil immersed brakes

Cummins QSM11/QSL9 Cummins QSM11/QSL9 Cummins QSM11/QSL9

Stage IIIA: 224 (300) / 216 (290) optional Stage IIIA: 272 (365) / 261 (350)

Stage IIIB: 276 (370) / 261 (350)

2100 2100 2100

Stage IIIA: QSM11: 6 / 10800 Stage IIIB: QSL9: 6 / 8900

Stage IIIA QSM11: 20 Stage IIIB QSL9: 17

4-speed autoshift SOH TE27 optional SOH TE32

260 260 260

110 110 110

70

Stage IIIA: QSM11: 112 Stage IIIB: QSL9: 109

- - -

Hyster EuropeFlagship House, Reading Road North, Fleet, Hants GU51 4WD, England.Tel: +44 (0) 1252 810261

Strong Partners, Tough Trucks, for Demanding Operations, Everywhere.

Hyster supplies a complete product range, including Warehouse

trucks, IC and Electric Counterbalanced trucks, Container

Handlers and Reach Stackers. Our aim is to offer a complete

partnership capable of responding to the full spectrum of material

handling issues:

Whether you need professional consultancy on your eet

management, fully quali ed service support, or reliable parts

supply, you can depend on Hyster. Our network of highly trained

dealers provides expert, responsive local support.

They can offer cost-effective nance packages and introduce

effectively managed maintenance programmes to ensure that

you get the best possible value. Our business is dealing with your

materials handling needs so you can focus on the success of your

business today and in the future.

@@www.hyster.eu [email protected] /HysterEurope @HysterEurope /HysterEurope

HYSTER and FORTENS are registered trademarks in the European Union and certain other jurisdictions.

MONOTROL is a registered trademark, and DURAMATCH and are trademarks in the United States and in certain other jurisdictions.

Hyster products are subject to change without notice. Lift trucks illustrated may feature optional equipment.

Form number: 901113/6. Printed in England. TLC/03/12. A division of NACCO Materials Handling Limited.

Appendix C

Preliminary Design Calculations for the Roller Compacted Concrete (RCC)

Pavement

Portland Cement Association (1987), Structural Design of Roller-Compacted Concrete for Industrial Pavements

Maximum front axle load = t say 100 t Assume that all the wheel loads are at this load level (conservative)

Dual wheel spacing = mm = 25 inches (centre to centre - data from HIPAVE vehicle library and manufacturers data)

Tyre Contact Pressure = 1000 kPa = 1 MPa (145 psi) From HIPAVE library and supported by other information

Tyre Contact Area = 220,500/4/145 = sq.in (each tyre)

Select 40MPa (5,800 psi) concrete with a flexural strength (fs ) of 685 psi (4.7 MPa)

E = 4,340,000 psi

Subgrade Strength

With reference to Fig 2 from the reference (to the right) for a CBR of 3% the modulus

of subgrade reaction (k) is 100 psi/in

With reference to the table above from the reference, for a 150mm (6 inches) subbase

and with a subgrade k value of 100 pci the combined subgrade-subbase

strength k value = pci

With reference to the table above, for 40,000 load repetitions the allowable Stress Ratio (SR) is 0.5

Allowable stress σ = fs x SR = 685 x 0.5 = psi say 340 psi

Selecting a trial pavement thickness of 19.5 inches (495mm) and with a K value of 140 pci the corresponding value of the radius

of relative stiffness is 66.5 inches

l = inchesFrom Fig 6 to the left the F value (stress-influence factor per 1000 lb dual wheel load is

Computing the stress as follows;

Stress = x x F

Stress = x x

Stress = 307 say 310 psi

Wheel stress of 310 psi is less than the allowable stress of 340 psi determined from sheet 1.

Adopting a 19.5in (495mm and rounded to 500mm) 40MPa RCC will carry 40,000 repetitions of a 100t front axle load

Note:500mm is slightly conservative as not all wheel loads will be 100t. Potential to optimise (reduce) the pavement thickness at detailed design or reduce the SR to below 0.4 and provide a pavement that will be able to theoretically take an unlimited number ofrepetitions of a 100t wheel load to be explored at the detailed design phase.

PF-BR-202 09/12 Opus International Consultants Ltd

1060

1060

1000

1

(slab thickness)2

Dual wheel Load

220,500/2

342.5

140

66.5

1000

1

(19.5)2

635

380

= 220,500 lb99.6

Checked: Michael Haydon

Calculation Sheet

Project/Reference No: 2- 32113_00 Ruakura Stage 1: Pavements Sheet No: 1 of 1

Project and Description: Preliminary Design Calculations of Roller Compacted Concrete (RCC) Pavement Office: Hamilton

Computed: George Tsatsas

Appendix D

Outputs from the HIPAVE Software for the Flexible Pavement Design Options

Flexible Pavement: Option 1

HIPAVE Version 5.0q (19 April 2013)

Job Title: Ruakura Inland Port

Damage Factor Calculation

Assumed number of damage pulses per movement:

One pulse per axle (i.e. use NROWS)

Traffic Spectrum Details:

ID: RIP Title: Ruakura Inland Port

Load Load Movements

No. ID

1 Hyster HR45-31 4.00E+04

2 Ottawa 4 x 2 40 foot 4.00E+04

N.B. Full details of Load Groups will be provided in a future release.

Layout of result points on horizontal plane:

Xmin: 0 Xmax: 3000 Xdel: 100

Y: 0

Details of Layered System:

ID: RIP Opt 1 Title: Ruakura Inland Port - Option 1

Layer Lower Material Isotropy Modulus P.Ratio

No. i/face ID (or Ev) (or vvh) F Eh vh

1 rough Asph2800 Iso. 2.80E+03 0.40

2 rough BBBase Iso. 0.00E+00 0.30

3 rough BBSubbase Iso. 0.00E+00 0.30

4 rough cbr10 Iso. 1.00E+02 0.40

5 rough cbr3 Iso. 3.00E+01 0.40

Performance Relationships:

Layer Location Performance Component Perform. Perform. Traffic

No. ID Constant Exponent Multiplier

1 bottom Asph2800 ETH 0.004169 5.000 1.000

4 top chic-cbr10 EZZ 0.002400 14.998 1.000

5 top chic-cbr3 EZZ 0.003200 9.496 1.000

Reliability Factors: Not Used.

Details of Layers to be sublayered:

Layer no. 2: Barker-Brabston sublayering


Results:

Layer Thickness Material Load Payload Critical CDF

No. ID ID Strain

1 80.00 Asph2800 Total 2.58E-01

Hyster HR45-31 4.20 (Front) -2.06E-04 2.43E-03

Hyster HR45-31 4.20 (Rear) -1.75E-04 1.07E-03


Hyster HR45-31 8.10 (Rear) -1.79E-04 3.40E-03


Hyster HR45-31 13.10 (Rear) -1.85E-04 6.16E-03


Hyster HR45-31 18.20 (Rear) -1.90E-04 9.81E-03


Hyster HR45-31 22.00 (Rear) -1.94E-04 6.54E-03


Hyster HR45-31 27.60 (Rear) -2.00E-04 3.96E-04


Hyster HR45-31 32.80 (Rear) -2.05E-04 1.70E-05

Ottawa 4 x 2 40 foot 4.20 (Front) -2.04E-04 2.32E-03

Ottawa 4 x 2 40 foot 4.20 (Rear) -1.55E-04 5.92E-04













2 400.00 BBBase n/a n/a

3 400.00 BBSubbase n/a n/a

4 400.00 cbr10 Total 1.01E-02

Hyster HR45-31 4.20 (Front) 4.48E-04 1.34E-06

Hyster HR45-31 4.20 (Rear) 5.00E-04 6.97E-06


Hyster HR45-31 8.10 (Rear) 4.84E-04 1.20E-05


Hyster HR45-31 13.10 (Rear) 4.64E-04 9.80E-06


Hyster HR45-31 18.20 (Rear) 4.43E-04 6.73E-06


Hyster HR45-31 22.00 (Rear) 4.27E-04 2.36E-06


Hyster HR45-31 27.60 (Rear) 4.04E-04 5.35E-08


Hyster HR45-31 32.80 (Rear) 3.82E-04 8.92E-10

Ottawa 4 x 2 40 foot 4.20 (Front) 9.82E-05 1.73E-16

Ottawa 4 x 2 40 foot 4.20 (Rear) 9.55E-05 1.14E-16













5 0.00 cbr3 Total 7.42E-01


Hyster HR45-31 4.20 (Rear) 5.35E-04 1.14E-03


Hyster HR45-31 8.10 (Rear) 5.18E-04 2.32E-03


Hyster HR45-31 13.10 (Rear) 4.95E-04 2.36E-03


Hyster HR45-31 18.20 (Rear) 4.72E-04 2.05E-03


Hyster HR45-31 22.00 (Rear) 4.55E-04 8.67E-04


Hyster HR45-31 27.60 (Rear) 4.29E-04 2.63E-05


Hyster HR45-31 32.80 (Rear) 4.06E-04 5.85E-07















Flexible Pavement: Option 2

HIPAVE Version 5.0q (19 April 2013)

Job Title: Ruakura Inland Port

Damage Factor Calculation

Assumed number of damage pulses per movement:

One pulse per axle (i.e. use NROWS)

Traffic Spectrum Details:

ID: RIP Title: Ruakura Inland Port

Load Load Movements

No. ID

1 Hyster HR45-31 4.00E+04

2 Ottawa 4 x 2 40 foot 4.00E+04

N.B. Full details of Load Groups will be provided in a future release.

Layout of result points on horizontal plane:

Xmin: 0 Xmax: 3000 Xdel: 100

Y: 0

Details of Layered System:

ID: RIP Opt 1 Title: Ruakura Inland Port - Option 2

Layer Lower Material Isotropy Modulus P.Ratio

No. i/face ID (or Ev) (or vvh) F Eh vh

1 rough Asph2800 Iso. 2.80E+03 0.40

2 rough BBBase Iso. 0.00E+00 0.30

3 rough BBSubbase Iso. 0.00E+00 0.30

4 rough cbr10 Iso. 1.00E+02 0.40

5 rough cbr3 Iso. 3.00E+01 0.40

Performance Relationships:

Layer Location Performance Component Perform. Perform. Traffic

No. ID Constant Exponent Multiplier

1 bottom Asph2800 ETH 0.004169 5.000 1.000

4 top chic-cbr10 EZZ 0.002400 14.998 1.000

5 top chic-cbr3 EZZ 0.003200 9.496 1.000

Reliability Factors: Not Used.

Details of Layers to be sublayered:



Results:

Layer Thickness Material Load Payload Critical CDF

No. ID ID Strain

1 180.00 Asph2800 Total 3.86E-01


Hyster HR45-31 4.20 (Rear) -2.89E-04 1.34E-02


Hyster HR45-31 8.10 (Rear) -2.87E-04 3.59E-02


Hyster HR45-31 13.10 (Rear) -2.84E-04 5.28E-02


Hyster HR45-31 18.20 (Rear) -2.80E-04 6.78E-02


Hyster HR45-31 22.00 (Rear) -2.77E-04 3.86E-02


Hyster HR45-31 27.60 (Rear) -2.72E-04 1.85E-03


Hyster HR45-31 32.80 (Rear) -2.67E-04 6.41E-05















2 300.00 BBBase n/a n/a

3 400.00 BBSubbase n/a n/a

4 400.00 cbr10 Total 4.49E-03


Hyster HR45-31 4.20 (Rear) 4.61E-04 2.08E-06


Hyster HR45-31 8.10 (Rear) 4.47E-04 3.57E-06


Hyster HR45-31 13.10 (Rear) 4.28E-04 2.89E-06


Hyster HR45-31 18.20 (Rear) 4.08E-04 1.97E-06


Hyster HR45-31 22.00 (Rear) 3.94E-04 6.87E-07


Hyster HR45-31 27.60 (Rear) 3.72E-04 1.55E-08


Hyster HR45-31 32.80 (Rear) 3.52E-04 2.57E-10















5 0.00 cbr3 Total 4.76E-01


Hyster HR45-31 4.20 (Rear) 5.06E-04 6.75E-04


Hyster HR45-31 8.10 (Rear) 4.90E-04 1.37E-03


Hyster HR45-31 13.10 (Rear) 4.68E-04 1.40E-03


Hyster HR45-31 18.20 (Rear) 4.47E-04 1.21E-03


Hyster HR45-31 22.00 (Rear) 4.30E-04 5.12E-04


Hyster HR45-31 27.60 (Rear) 4.06E-04 1.55E-05


Hyster HR45-31 32.80 (Rear) 3.84E-04 3.45E-07















Opus International Consultants Ltd Opus House, Princes Street Private Bag 3057, Waikato Mail Centre, Hamilton 3240 New Zealand t: +64 7 838 9344 f: +64 7 838 9324 w: www.opus.co.nz

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