Case Studies

Renolith Case Study – Kruger National Park Home Construction cost savings of 40% achieved for Kruger National Park roads Conventional road construction cost 100% Road construction cost using Renolith-enhanced cementitious stabilisation 60% Context South Africa’s national parks (SANParks) conserve the country’s rich diversity of flora and fauna through a system of 21 national parks, including three world heritage sites and the world-renowned Kruger National Park (KNP).  The Kruger National Park offers a wildlife experience that ranks with the best in Africa. Established in 1898 to protect the wildlife of the South African Lowveld, this national park is unrivalled in the diversity of its life forms and a world leader in advanced environmental management techniques and policies. Kruger is home to an impressive number of species: 336 trees, 49 fish, 34 amphibians, 114 reptiles, 507 birds and 147 mammals. The National Environmental Management Protected Areas Act requires SANParks to create destinations for nature-based tourism in a manner that is not harmful to the environment. SANParks embarked on a commercialisation programme to increase funds for SANP’s core function, nature conservation. The principle is to have private operators build and operate tourism facilities within the national parks, under stringent and monitored conditions. Amongst other things, the construction and operation of roads requires careful consideration of social, environmental and financial factors. African wildlife at Kruger National Park Specification SANParks released a manual (Specifications for the Construction of Roads in the Kruger National Park and Concession Areas) which compiled a set of uniform and functional guidelines for the construction of new roads and the upgrading and maintenance of existing roads within the boundaries of the Kruger National Park. Key excerpts from the manual are shown below. 12.10 The use of alternative stabilising agents in road construction  General The dwindling supplies of natural sources of road building material in the KNP are being further curtailed by the high cost of exploitation and rehabilitation of borrow pits and under the present circumstances several environmental considerations. This fact gives greater emphasis to the need for improving the utilisation of marginal, sub marginal and problem in situ materials through stabilisation techniques. Some of the most important advantages of stabilisation are: The strength of the material is increased; Durability and resistance to the effects of water are improved; Wet soils can be dried out; and The workability of clayey materials can be improved. Although soil is an abundant natural resource, many types cannot be used for construction purposes due to the lack of a suitable and affordable stabilisation technology. There are many stabilisers that are marketed as a replacement for the conventional stabilising agents, such as cement, lime, etc. From a risk management point of view, there is reluctance by engineers to employ these so-called replacement stabilisers. The marketing of these products is done conventionally by product representatives who may lack objectivity. The role of an independent materials engineer to act as an “honest broker” is often missed. Key point #1: Stabilisation can have environmental advantages, but choice of an appropriate stabilisation technology requires expertise and objectivity. 2.5 Cement additives are mainly used to improve the strength and reduce the water permeability of concrete products. Because of high costs very few of these additives have been used in road stabilisation successfully.The only product that has been used with success in and outside Southern Africa is a non-toxic liquid concrete additive for use in building and road construction by the name of Renolith. It allows concrete to be made without coarse aggregate, instead is using soil as the filler. Renolith and Portland Cement together bind and waterproof the soil particles to form a stable and durable polymer with improved compressive load bearing and flexibility. Renolith may be applied by using in situ material, such as sand, clay, any clay/sand/silt mix, sea sand etc. Key point #2: Renolith and cement has been successfully used to form roads from a variety of in-situ materials including sand, clay, any clay/sand/silt mix, sea sand etc. 2.6 Cement additives are normally successful under most circumstances, but very expensive. Renolith has been applied successfully in areas, where construction material was not available, by the utilisation of the in situ material. In several cases pure sand and even clayey material were used to construct base courses successfully. Although the initial cost of the product seems to be high, savings of almost 40% on the construction of pavement layers were generated, because no construction material of whatever nature was imported. The cement content varies between 2% and 8% per m2. Key point #3: Construction cost savings of 40% were achieved. Conclusion Stabilisation of in-situ materials can provide multiple advantages to road construction and maintenance, particularly in environmentally sensitive areas such as the Kruger National Park. Most stabilisation techniques are only suitable in limited scenarios. Renolith and cement has been successfully used to form roads in Southern Africa from a variety of in-situ materials including sand, clay, any clay/sand/silt mix and sea sand. Construction cost savings of nearly 40% were achieved. African wildlife at Kruger National Park Share this article More Articles Understanding Rutting in Road Pavements The Hidden Challenges of Maintaining Mine Haul Roads Understanding Cementitious Stabilisation Triple Bottom Line The Hidden Dangers of Potholes: Why We Shouldn't Ignore Them

Crushed rock was stabilised with Renolith and cement to form the base layer for the Rachadamnoen Klang Road. The construction process was fast, low-cost and low-carbon. The pavement remains in very good condition after more than 25 years – a truly sustainable outcome.

In-situ silty-sand soil was stabilised with Renolith and cement to form the base layer for the Ekkamai-Ram Inthra Road bicycle track. The construction process was fast, low-cost and low-carbon. The bicycle track remains in good condition after more than 25 years. The project stands as a testament to the successful integration of environmental considerations into urban infrastructure development. It is an inspiration for cities worldwide to prioritize eco-friendly transportation alternatives and create a greener, more resilient urban landscape.

MADI Trials: Enhancing Soil Stabilisation with Renolith Home Source/Context The article contains a roughly translated summary and excerpts from the Scientific Report: V. Prikhodko and E. Kotlyarsk, “Construction of an experimental section of the foundation from the soil, strengthened with Portland cement using the additive Renolith on the educational and scientific base MADI (STU),” Ministry of Education and Science of the Russian Federation, Moscow, 2008 Original language – German: Bau von einer Versuchsstrecke des Untergrundes aus dem mit Portlandzement verfestigten Boden, mit Einsatz von Renolith auf der Untersuchungsstation von MADI (STU) English, Machine translated by Google: Construction of a test section of the subsoil from the soil consolidated with Portland cement, using Renolith on the MADI Investigation Station (STU) Overview The investigation and construction work on pavement layers made of soil consolidated with Portland cement and Renolith additive was carried out in June-July of 2008 at the Institute for Automotive and Road Construction Moscow (MADI) State Technical University (STU) test field. The objectives were: Approval of soil cement mix preparation technology with use of Renolith admixture on the mobile mixing plant “BERTOLI”; Determination of technological physico-mechanical properties of soil cement mix and soil cement in constructive layers of road beds. Introduction Because heavy transport in Russia and in neighboring countries continues to increase, it is necessary to adapt quickly to the growing volume of traffic and to expand the road network. This problem can be solved thanks to new technology, which can use the on-site soil for the road substructure and thus greatly reduce dependence on foreign materials in road construction. The use of soil stabilized with various binding materials is in ever wider use in road construction. The consolidation (stabilisation) of local soils allows a much greater range of usable materials in road construction. Recycling and use of local soil means reducing the materials to be delivered (e.g. gravel, coarse and small-grain sand); reducing the costs and transport impost for the construction of base layers in road construction. The existing soils, with the addition of cement and special admixture (Renolith), can be used for the construction of the road substructure and achieve the necessary physical-mechanical properties (pressure and deformation resistance, frost resistance). High load capacity of the road substructure can be achieved. The biggest benefit of using this binder is that the mixtures can be prepared directly on site. Special mixing plants are required such as road milling machines and stationary mixing plants. Generally, such methods have application in the technical-economic effectiveness in road construction. However, traditional stabilisation construction methods have a number of significant disadvantages: Restricted use in road construction as not all soil types can be stabilized. The available material often has a high level of inhomogeneity and is therefore not suitable for traditional road construction. It is very challenging to stabilise soils with high water content and achieve the required carrying capacity. Asphalt laid on top of traditional base courses made with cement-only stabilised soils tend to form transverse cracks, leading to rapid destruction. To improve the structural properties of soils solidified with cement, various additives are used here and abroad. Additives can make soils and aggregates hydrophobic and increase frost resistance of the material, or improve physical-chemical interactions with soil fines to form a denser and firmer material structure. The additive to be examined – Renolith – can enable otherwise unsuitable soils to be utilised in road bases. Test Field #1 The first test field was constructed on 05 June 2008. The composition of the solidified soil mixture was: Sand 100% Portland cement 8% Additive Renolith – 10% of cement mass The sandy soil had a moisture content of 10%. 500 m3 of large grain sand was obtained from a pit near Moscow, bulk density 1.5 g/cm³. Storage of the sand at the MADI test field Portland cement brand 400 was made in Turkey and delivered in bulk bags. Because of improper storage and/or transport, the cement lost some effectiveness. Also, lumps had accumulated, causing partial malfunctions of the dosing device and affecting homogeneity of the mixtures. The preparation of the above composition was made using a Bertoli brand mixer. This mixing plant has an output of 100 m³/h. Bertoli mixing plant The delivery of the mixture to the installation site was no more than 200 meters. Transportation was carried out using Kamaz trucks with a load capacity of 15 tons. The application was done with the Vogele brand paver with a layer thickness of 18 cm installed. Delivery of the cement soil mixture by truck and its unloading into the bunker of the brig. Application of the test section to the fire brigade aisle of the MADI test field The pavement was compacted with a 12 ton two-roller vibrating roller brand DU 82 at a running speed of 1.3 km/h. 5-6 passes on each track were required to achieve full compaction. Compaction of the mixture using a large roller During the work process, the MADI specialist laboratory was used to determine the properties of the ingredients and mix. Reference samples were manufactured from 20kg of sand, 5kg of Portland cement and 2 litres of Renolith additive.   During the installation process, the layer density, layer thickness and width of the applied mixture was checked, as well as the number of rolling passes. 9 series of core samples (total of 63 cylinders) were drilled after 28 days cure. Scheme of the test track on MADI test field with indication of the places where the cement soil mix samples were taken (9 places) Laboratory tests were carried out in accordance with GOST 23558-94. Test Field #2 The second test field was constructed on 15 June 2008. The technology for the construction of this road bed as well as the machines, mechanisms and soil mix were the same as for test field #1. Core samples were taken from the installed base after 28 days curing. The sampling scheme for the core samples was similar to test field #1. Sample core drilling Drilled core sample Control samples