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High-Performance Concretes

A State-of-Art Report (1989-1994)

6.  APPLICATIONS OF HIGH PERFORMANCE CONCRETE

6.1  Pavements

During the past decade, there has been an increasing interest in using high performance concrete for highway pavements. The main reason for this heightened interest is the potential economic benefit that can be derived from the early strength gain of high performance concrete, its improved freeze-thaw durability, reduced permeability, and increased wear resistance. While the conventional normal strength concrete continue to be used in most cases of pavement construction, different types of high performance concrete are being considered for repair and rehabilitation projects on experimental basis. These projects can be classified into three categories: (1) pavement repairs for early opening to traffice, (2) bridge deck overlays, and (3) special applications and other developments.

6.1.1  Pavement Repairs for Early Opening to Traffic

6.1.1.1  "Fast Track" Concrete

"Fast track" concrete is designed to give high strength at a very early age without using special materials or techniques, and it is durable. The early strength is controlled by the water-cement ratio, cement content and characteristics. Typically, a rich, low-water-content mix containing 1 to 2 percent calcium chloride will produce adequate strength and abrasion resistance for opening to traffic in 4-5 hours at temperatures above 10 C (50 F). Fast track concrete paving (FTCP) was developed originally by the concrete paving industry in Iowa [Grove et al. 1990]. This technology is now well known and widely used in other parts of the country. According to Walker [1990], it has also been introduced to the UK in late July 1990 after a British study team visited Iowa in 1989, which identified five areas of application of the technology: (1) complete pavement reconstruction, (2) partial replacement by an inlay of at least one lane, (3) strengthening of existing bituminous or concrete pavements by a concrete overlay, (4) rapid maintenance and reconstruction processes, and (5) airfield pavements. It was pointed out that the benefits of applying FTCP technology in such applications are (1) a reduced contract period, thus reducing the contract overhead cost, (2) early opening of the pavement to traffic, (3) minimizing the use of expensive concrete paving plant and traffic management systems, and (4) reduced traffic delay costs.

6.1.1.2  SHRP C-205

In their study of high performance concrete under SHRP Contract C-205, the investigators, in cooperation of the various state transportation departments, constructed in June 1991 to July 1992 test pavements with very early strength and high early strength concretes in five states including Arkansas, Illinois, Nebraska, New York, and North Carolina. Except for the North Carolina installation, all sites involved the construction of full-depth and full-lane replacement patches. The patch layout, materials and construction techniques used, and tests performed were similar at four locations. In contrast to the other locations, the North Carolina site involved new construction, made use of a variety of paste and aggregate combinations, and employed both conventional concrete and standard construction techniques (as control) and high performance concrete with a rapid construction schedule.

The five installations provided an opportunity to study the effects of a fairly wide range of exposure conditions. The New York and Illinois installations are in regions where a hard winter freeze is likely. The North Carolina site is in a mild marine environment. The potential for freezing-thawing cycles is high in Arkansas and very high in Nebraska. Traffic varies from light volume with occasional heavy loads in Nebraska to heary volume with a high percentage of trucks in Arkansas. Details of the construction of the five test pavements and the early findings (as of spring 1993) have been described by Zia et al. [1993] and Schemmel and Leming [1993].

6.1.1.3  SHRP C-206

Following the SHRP C-205 project, additional tests of full-depth repair (slab replacement) of concrete pavements using different types of rapid strength cements and admixtures were conducted under the SHRP Contract C-206. Two sites were selected for field evaluations, one a test section of I-20 near Augusta, Georgia and the other a test section of State Route 2 near Vermilion, Ohio. Three different projected traffic opening times were selected: 2 to 4 hours, 4 to 6 hours, and 12 to 24 hours. Three different concrete mixes were used at the Georgia site and eight at the Ohio site, including the Very Early Strength (VES) and the High Early Strength (HES) mixes developed by the reseachers of SHRP C-205. The details of this investigation can be found in a series of publications by the investigators [Nagi et al. 1994; Nagi and Whiting 1994; Nagi and Whiting 1995; Whiting et al. 1994]. Based on the results of their evaluation, it was concluded that it is possible to perform full-depth pavement repairs using a variety of concrete mixtures. Opening of repaired areas to traffic is possible in as short a time as 2 to 4 hours after placement of the repair if special rapid-strength-gain cements are used. Opening can be accomplished in 4 to 6 hours using mixes containing large amounts of Type III cement plus various chemical accelerators and high-range water reducers (VES and HES mixes). More conventional mixes, such as 'Fast Track' designs, may also be used, however, these may take up to 12 hours to develop enough strengths for traffic opening. Regarding durability of the repair mixes, the following conclusions were reached:

1. At the I-20 site in Georgia, VES and Fast Track mixes showed very good freezing and thawing resistance, in comparison with Georgia DOT mix which uses calcium chloride as an accelerating admixture and has relatively low air content.
2. Freezing and thawing resistance of cores taken from the I-20 site, when measured using ASTM C 666, Procedure A, was comparable to that conducted on prisms using the modified ASTM C 666, Procedure B.
3. At the SR2 site in Ohio, durability factor of all mixes except HES and RSC 2 were very low. Expansion exceeded 0.1% at 300 cycles of freezing and thawing.
4. Linear traverse analyses showed that HES and RSC 2 mixes have more than adequate air content and low spacing factor.
5. Performance of core specimens for all mixes, when tested using ASTM C 666, Procedure A, was better than corresponding beams tested using the modified ASTM C 666, Procedure B.

Currently the Federal Highway Administration (FHWA) has an on-going project to monitor the long-term performance of the experimental pavements constructed under SHRP C-205 and SHRP C-206.

6.1.1.4  Other Studies

Field studies of special rapid-strength-gain cements such as MPC (Magnesium Phosphate Cement) used for patching [Seehra et al. 1993], and PBC (Pyrament blended cement) used for full-depth pavement replacement [Ozyildirim 1994] have also been carried out and very satisfactory results have been obtained.

6.1.2  Bridge Deck Overlays

6.1.2.1  Washington Overlays

Twelve concrete bridge decks were rehabilitated and/or protected with latex-modified concrete (LMC) and low-slump dense concrete overlays in the State of Washington. These decks were evaluated by Babaei and Hawkins [1990] to identify the factors that have affected the serviceability of the overlaid bridge decks. The evaluation included overlay freeze-thaw scaling, surface wear and skid resistance, surface cracking, bond with the underlying deck, chloride and water intrusion, and the overlay's ability to retard continued reinforcing steel corrosion. The results of the evaluation indicate that, regardless of concrete deterioration caused by reinforcing steel corrosion, concrete overlaid bridge decks will require resurfacing after about 25 years of service, as a result of traffic action and weathering. Typical forms of distress are freeze-thaw scaling, extensive wear in wheel lines, lack of skid resistance, and the loss of overlay bond. Concrete overlays are resistant but not impermeable to chloride infiltration. If the overlay surface is without cracking, there is indication that corrosion of steel reinforcement in the salt-contaminated underlying deck is less extensive.

6.1.2.2  Virginia Overlays

An alternate to LMC often used by the departments of transportation is dense concrete containing silica fume. In Virginia, a two-lane, four-span bridge deck was overlaid with such concrete with addition of silica fume at 7% or 10% by weight of cement. Test results [Ozyildirim 1993] indicated that the concrete bonds well with the base concrete and has very low permeability, high strength, and satisfactory freeze-thaw resistance. Over a 5-year evaluation period in the field, there was evidence of cracking and increase in half-cell potentials and chloride content, indicating a tendency to corrosion. However, the same evidence was observed with LMC ovelays. Thus silica fume concrete can be used effectively as an alternate to LMC. Just like LMC, plastic shrinkage is recognized as a potential problem with silica fume concrete. Therefore, immediate and proper curing after placement is an essential step to take.

6.1.2.3  Oregon Overlays

Similar study was conducted in Oregon using microsilica modified concrete [Miller 1991]. Seven concrete bridge decks were covered with microsilica concrete in 1989. After one year in service, cracking and delamination were observed in the overlays. However, the cracks and delaminations were not extensive (the worst deck had only 2.5% of its surface delaminated) and comparable to what had also been observed in LMC overlays. More serious crackings and delaminations were observed near construction and expansion joints. The only maintenance performed was the sealing of cracks on one deck with methacrylate and sand at a cost of $4,000. The sealant was effective. The overlay met two of their three design objectives after one year in service. They were adding strength to the deck and providing a smooth and durable wearing surface. However, because of crackings, they could no longer seal the underlying deck from the intrusion of chlorides.

6.1.2.4  Polymer Concrete Overlays

Sprinkel [1993] reviewed the status of polymer concrete overlays for concrete bridge decks, and provided information on the properties of the concretes used, the proper application methods, and the performance record of the overlays. He pointed out that polymer overlays constructed with epoxy, methacrylate, and polyester styrene binders and graded silica and basalt aggregates can provide skid resistance and protection against chloride intrusion for 1 to 20 years. They are an economical technique for extending service life of reinforced concrete decks, especially when the overlays must be constructed during off-peak traffic periods to minimize inconvenience to the travelling public.

6.1.3  Special Applications and Other Developments

6.1.3.1  High Strength Concrete Pavement

High strength concrete has been used for highway pavements in Norway because of the need to provide increased wear resistance to steel studed tires [CEB-FIP 1994; Gjorv et al. 1990]. During the summer of 1989, 110,000 m2 (131,560 yd2) of Highways E-6 and E-18 were paved with high strength concrete. The pavement thickness was 18 cm (7.1 in.) for E-6 and 22 cm (8.7 in.) for E-18. The total volume of concrete used was 22,000 m3 (28,770 yd3). The 28-day cube strength was 90 MPa (13,050 psi) for E-6 and 85 MPa (12,330 psi) for E-18. The slump of the concrete was in the order of 2 to 6 cm (0.8 to 2.4 in.). After four years of service, the wearing resistance of the HSC pavements seems to meet the original expectation. However, at E-6, some longitudinal cracks have appeared close to some of the joints. The problem is now under investigation, but one hypothesis is that the pavement thickness is insufficient such that the damage has been caused by fatigue.

There are many other cases of using high strength concrete for highway pavement in Norway and Sweden to improve the abrasion resistance. The pavements were constructed within the past five year. A fairly extensive listing of these projects can be found in the CEB-FIP report [1994].

6.1.3.2  Long-Term Performance of Fly Ash Concrete

Fly ash has had a long history in its use as a partial replacement for cement in concrete. A study [Vruno et al. 1991] was conducted in North Dakota to determine the effect on properties and performance of paving concrete containing lignite fly ash as replacement for various percentages of portland cement. The fly ashes used in the study do not conform fully to the chemical and physical requirements of the current version of ASTM C 618. However, the fly ashes were used in the pavement construction only after laboratory testing indicated their potentials for providing satisfactory performance. The study included both laboratory and field evaluations of compressive and flexural strengths and freeze-thaw durability. After 15 years of field exposure, the concrete provided very good performance which supports the original laboratory findings.

A similar study has been reported in United Kingdom [Dunstan et al. 1993]. Concrete cores containing high fly ash content were extracted from a number of structures constructed since 1979. The structures investigated were a road pavement, a major road viaduct, water-retaining and industrial structures, and a spillway subjected to marine exposure. After 10 years of service, the concrete properties measured included compressive strength, depth of carbonation, permeability, and chloride and sulphate penetration profiles. Petrographic analysis of thin sections was also made. The test results indicate that the concrete is durable with continued increases in compressive strength beyond 28 days. There is little evidence of cabonation, low to average permeability, and good resistance to chloride penetration.

6.1.3.3  High Performance Base Concrete

A continuously reinforced concrete pavement was constructed in Sydney, Australia [Leshchinsky and Pattison 1994]. The pavement consisted of a 150 mm (6 in.) thick, 5 MPa (725 psi) lean-mix sub-base and a 200 mm (8 in.) thick , 32 MPa (4,600 psi) reinforced concrete pavement. In November and December of 1992, 10,000 m3 (13,000 yd3) of the pavement concrete were placed. A quality assurance program was set up by the concrete supplier to ensure that the concrete strength and its uniformity were achieved. No information on the reinforcement detail is available.

6.1.3.4  Robot Revibrator

A robot revibrator called Rollit Robot Method (RRM) has been developed recently in Sweden for the surface treatments of high strength concrete pavements [Molina and Alvarsson 1994]. The robot travels on the fresh surface layer achieving a higher flatness, and securing a high density of the outer concrete layer. Densification of concrete results from mechanical consolidation and increased hydration. The size of the robot can be produced as a small remotely controlled machine or as a large drivable vehicle that covers the full width of a road or bridge deck. A prototype of the motor vibrator mounted on the robot has been used successfully in Sweden and actual trials at construction sites are planned in Scandinavia.

6.2  Bridges

The benefits of using high strength concrete for bridges are well known to bridge engineers. Over the past several years, there have been a series of design studies published in the literature, all leading to the same conclusion that the use of high strength concrete would enable the standard prestressed concrete girders to span longer distances or to carry heavier loads [Zia et al. 1989; Adelman and Cousins 1990; Schemmel and Zia 1990; Taerwe 1991; Russell 1994].

As discussed in the previous state-of-the-art report [Zia et al. 1991], the use of high strength concrete for bridges has received much wider and earlier acceptance in Europe and Japan even though the concrete strength levels were somewhat lower than what is being used in the U. S. today [FIP-CEB 1990]. However, the trend is towards higher concrete strength levels [CEB-FIP 1994]. Table 6.1 shows a listing of some of the earlier and recent bridges built with high strength concrete. Another fairly extensive listing of high strength concrete bridges, mostly in Japan, Canada, France, and Norway can be found in the report of CEB-FIP [1994]. In the following, brief summaries of selected bridges using high strength concrete, both here and abroad, will be given.

6.2.1  Japan

Three high strength concrete (HSC) bridges built for Japan National Railway in 1973 are of historical importance. The reasons for utilizing HSC were to lower the deadload, to reduce deflection as well as to reduce the vibration and the noise. An additional reason was to reduce the maintenance cost. After over 20 years of service, the bridges representing the first generation of HSC bridges worldwide have performed according to all the expectations [CEB-FIP 1994].

The 2nd Ayaragigawa bridge was the first HSC bridge built and consisted of post-tensioned bulb T-beams with 60 degrees skew. Concrete design strength of 60 MPa (8,600 psi) was chosen to reduce the weight of individual beams to less than 150 tons for lifting. If ordinary (lower) strength concrete was used, the weight would be 170 tons.

Iwahana bridge was the first medium span prestressed concrete truss bridge in Japan made with HSC of over 80 MPa (11,500 psi). The bridge is a 45 m (148 ft) single span Warren truss which was selected to satisfy the clearance under the bridge and to reduce deflection. The members of the truss including the jointing parts were prefabricated in the factory and were transported to the site. The prefabricated members were joined by using concrete and/ or polymer adhesive. The concrete design strength was 89 MPa (12,750 psi) and the average strength obtained by the standard specimens was 84 MPa (12,000 psi) with a coefficient of variation of less than 4%. For the particular project, a steel truss bridge might be more economical but could not be used because of the problem of noise with the trains running on the bridge. Concrete structures are preferable for railway bridges to eliminate noise and vibration problems.

Otanabe railway bridge is a 24 m (79 ft) single span Howe truss built with HSC of 80 MPa (11,5000 psi). HSC was used again to reduce noise and minimize the maintenance cost.

The Akkagawa railway bridge is another 305 m (1,000 ft) truss bridge built in 1975 with main spans of 45 m (148 ft). The required concrete strength for the prefabricated members was 80 MPa (11,500 psi), and the average strength obtained was 96 MPa (13,750 psi) with a standard deviation of 4.4 MPa (630 psi). After cast, the members were steam cured at 65oC (149oF)for 12 hours, then the concrete was autoclave cured at 180oC (356oF) and 10 atmospheres for additional 20 hours. The different parts were finally assembled into 45 m (148 ft) sections and lifted into position. The joints were cast in-situ with 60 MPa (8,600 psi) concrete [FIP-CEB 1990].

CNT Super bridge was built in 1993 as a pedestrian bridge between two laboratories. It is a 40 m (132 ft) single span post-tensioned box beam with outstanding flanges. For aesthetic reason, the beam span/depth ratio was kept at 40. To reduce the beam depth, a very flowable HSC of 102 MPa (14,600 psi) was chosen. The mix proportion of the concrete had water/binder ratio of 0.20 with a 25 ± 2 cm (10 ± 0.8 in.) slump and a slump flow of 60 ± 5 cm (24 ± 2 in.). The shallowness of the beam created a vibration problem which was overcome by the use of a vibration controller attached under the beam deck [CEB-FIP 1994].

6.2.2  France

The Pertuiset bridge is a cable-stayed bridge built over the Loire river in 1987-1988. To make the construction cost effective, a flowable HSC was chosen for the towers and the 18 cm (7 in.) thick deck. Design concrete strength was specified as 60 MPa (8,600 psi), while the maximum stress under sustained load is 23 MPa (3,300 psi) and under extreme overload 38 MPa (5,400 psi). The mean strength of concrete obtained at 16 hours was 33 MPa (4,700 psi) and at 28 days was 80 MPa (11,500 psi). The W/CM was 0.33 and the slump was more than 200 mm (8 in.) [FIP-CEB 1990].

Joigny bridge is an experimental structure built in 1988-1989 to demonstrate the production of HSC in commercial ready-mixed concrete plant without using silica fume. It is a three-span bridge with the center span of 46 m (152 ft). Its double I-sections were prestressed externally. The average concrete strength achieved was 78 MPa (11,200 psi). Design studies indicated that by using a specified strength of 60 MPa (8,600 psi) rather than an ordinary 35 MPa (5,000 psi) concrete, there was a 30% savings of concrete and a 24% load reduction on the pier, abutments and foundations. The reduction in weight also resulted in some savings by reducing the number of prestressing strands. The bridge has been instrumented to obtain its long-term performance record. Temperature and deformation have been monitored since construction [Malier et al. 1989; Malier and Pliskin 1990; Malier et al. 1991; Malier 1992]

Elorn bridge is a 400 m (1,320 ft) span cable-stayed bridge built in 1991-1994. High strength concrete of 97 MPa (13,900 psi) with silica fume was used for structural efficient and durability. For the same reason, high strength concrete of 60 MPa (8,600 psi) with silica fume was chosen for Nomandie bridge, a 850 m (2,800 ft) cable-stayed bridge constructed in 1990-1995 [CEP-FIP 1994]

6.2.3  Norway

Since 1989, the majority of all concrete bridges and highway structures built in Norway have followed a general requirement of using a water-binder ratio of less than 0.40 combined with the use of silica fume so as to improve the chloride resistance due to deicing agents and marine environment. Annual consumption of such concrete ranged from 150,000 to 200,000 m3 (196,000 to 262,000 yd3) [CEB-FIP 1994].

Sandhornoya bridge was built in 1989 with lightweight high strength concrete (LWHSC) of 56 MPa (8,000 psi). It is a 3-span cantilever bridge with a center span of 154 m (500 ft). The use of LWHSC provided the advantages of reduced weight and increased strength.

Stongsundet bridge involving four precast girders was built in 1990. The 65 m (215 ft) long girder was post-tensioned. By using HSC of 75 MPa (10,700 psi) with W/CM of 0.35, the weight of the girder was reduced during transportation and handling.

Stovset bridge built in 1992-1993 is a prestressed cantilever bridge. LWHSC of 74 MPa (10,600 psi) was used for its 220 m (725 ft) center span to obtain the advantages of reduced weight and increased strength.

6.2.4  Denmark

To cross the Great Belt, a major tunnel and bridge connection is now under construction. This US$7 billion project (including financial cost) consists of two single track railway tunnels, each of 8,000 m in length between the islands of Sprogoe and Zealand, and a parallet road bridge (East Bridge) of 6,800 m (22,440 ft). The central part of this bridge will be a suspension bridge with a main span of 1,624 m (5,360 ft) and pylons of 254 m (835 ft) in height. The islands of Sporogoe and Funen will be connected by the West Bridge, a combined road and railway bridge with a total length of 6,600 m (21,780 ft). This structure consists mainly of 110 m (363 ft) long precast concrete girders. The construction work started in 1988 and the connection is expected to be opened in 1998 for the road and in 1996 for the railway. The service life requirement for the project was established as 100 years. Therefore durability is a major consideration. The limits established for the concrete proportions selected for the project are given in Table 6.2 [CEB-FIP 1994].

6.2.5  Germany

Deutzer bridge crossing the Rhine river close to Cologne was built in 1978. The bridge is a free cantilever construction with three spans of 132 m, 185 m, and 121 m (435 ft, 610 ft, and 399 ft). Sixty-one meters (200 ft) of the middle span was cast with a lightweight concrete and the rest of the bridge with a normal weight concrete. The specified strength for both concretes was 55 MPa (7,860 psi). However, the mean strength obtained in the field was 69 MPa (9,890 psi) for the normal weight concrete and 73 MPa (10,500 psi) for the lightweight concrete [FIP-CEB 1990].

6.2.6  Canada

Portneuf bridge in Quebec was constructed in 1992. It uses precast post-tensioned beams of 24.8 m (81.5 ft) span. The average strength of concrete was 75 MPa (10,750 psi) with a W/C of 0.29 and 5 to 7.5% air content. By using HSC, smaller loss of prestress and consequently larger permissible stress and smaller cross-section were achieved. In addition, enhanced durability allowed extended service life of the structure.

A pedestrian bridge of 35 m (115 ft) span with Z-shaped girders was built in Laval, Quebec, in 1992. For the same reasons as the Portneuf bridge, HSC of 70 MPa (10,000 psi) was used. The concrete had a W/C of 0.30 and 5% air content.

St. Eustache bridge in Quebec is a replacement for a 17 m (56 ft) short span bridge superstructure. It uses precast pretensioned channel-shaped girders made with 60 MPa (8,600 psi) concrete. W/C was 0.26 and the air content was 4.5%. HSC was chosen not for strength but for durability. The initial cost of the design proved to be more economical than steel-concrete composite girder.

HSC was also used for a Highway 50 overpass in Mirabel, Canada. It was selected for economy and prolonged service life. The HSC design resulted in a 5% saving. The specified concrete strength was 60 MPa (8,600 psi), but the actual average strength of cylinders was 80.7 MPa (11,560 psi) with 6.2% air content [CEB-FIP 1994].

6.2.7  United States

While the published record indicates that the use of high strength concrete in the United States has had a history of more than 20 years and much of that activity has occurred in the area of high-rise buildings, it is well known that prestressed concrete girder bridges with a design compressive strength of 62 MPa (9,000 psi) have been used in the state of Washington for some time; and in recent years there has been an ever increasing interest in the use of high strength concrete for bridge applications. The trend is clear that more bridges will be built with higher and higher concrete strength in the foreseeable future as the industry becomes more familiar with the technology. However, published record documenting the accomplishments achieved so far is still quite sparse.

An overview of the Federal outlook for high strength concrete bridges has been presented by Lane and Podolny [1993]. Several examples of recent high strength concrete bridges were described and the results of a number of research and design studies were discussed. The issues of codes and specifications and future research needs were addressed.

Brake Lane bridge over I-35 in Austin, Texas is perhaps one of the first bridges constructed in the U. S. utilizing standard pretensioned girders. The bridge is a straight, simply supported, two-span structure with 22 Texas Type C girders, each 26 m (85 ft) long. The girders are spaced at 2.6 m (8.4 ft) apart, and they were designed with a specified concrete strength of 66 MPa (9,600 psi). If the normal concrete strength of 41 MPa (6,000 psi) were used, the maximum span for Type C girder would be only 22 m (71 ft) at 2.6 m (8.4 ft) spacing. Thus the use of the higher strength concrete resulted in a 20% increase in the maximum span length. An extensive materials devlopment program to produce the high strength concrete for the bridge, utilizing the locally available materials, was described by Durning and Rear [1993]. The concrete actually produced for the bridge achieved an average 28-day strength of 92 MPa (13,400 psi) and it also developed a compressive strength of 51 MPa (7,400 psi) in 17 hours, necessary for release of prestressing force.

Three full-sized Texas Type C pretensioned girders of 14.6 m (48 ft) span, made with 69 MPa (10,000 psi) concrete, were tested to evaluate their static and fatigue behavior. Each girder was tested in flexure by a combination of static overloads and repeated service loads.. The number of repeated loads varied from a minimum of 225,000 cycles to a maximum of 700,000 cycles. Two of the girders contained debonded strands and the third girder contained draped strands. The test results confirmed that the behavior of pretensioned girders made with HSC can be adequately predicted by the current design procedures, and that debonded strands is a viable alternative to fully bonded draped strands [Russell and Burns 1993].

An extensive experimental program has been conducted to evaluate the feasiblity of using high-strength concrete in the design and construction of highway bridge structures. Four full-size 137 cm (54 in.) deep pretensioned bulb-tee girders were cast with 68 MPa (9,800 psi) concrete. Each girder is 21.3 m (70 ft) long and contained the same number and configuration of longitudinal prestressing strands and same amount of web reinforcement. A deck slab was cast on two of the four girders. One girder with a deck slab and one girder without a deck slab were tested for flexural and shear strength. The second girder with a deck slab was used to determine long-term behavior under full design dead load over an 18-month period, and the remaining girder without a deck slab was subjected to fatigue test under 5 million cycles of loading. The two girders tested in flexure and shear performed well with respect to both design and specification requirements. The long-term sustained load test indicated that prestess losses were significantly less than expected. Using the measured prestress loss value, measured camber and deflection correlated well with predicted values by conventional analysis. The girder under a fatigue loading of 5 million cycles satisfied all strength and serviceability requirements. Thus this investigation confirmed that high strength concrete girders can be expected to perform satisfactorily over the long term when designed and fabricated in accordance with the current AASHTO provisions [Bruce et al. 1992; Roller et al. 1993; Roller et al. 1995]

Louetta Road Overpass including two adjacent bridges on State Highway 249 in Houston, Texas, currently under construction, is a showcase project to demonstration the use of HSC. The structures are the first bridges in the United States to fully use HSC in all aspects of design and construction. They are also the first on the U. S. to use 15.24 mm (0.6 in.) diameter strands in pretensioned bridge girders and on a 50 mm (1.97 in.) grid spacing. The structures used pretensioned concrete U-beams ( maximum span of 41.5 m or 136 ft) with concrete strength in the range of 69 to 89.6 MPa (10,000 to 13,000 psi) at 56 days. The U-beams were specially designed as an economical and aesthetic alternative to the standard I- beams. The U-beams supporting pretensioned concrete panels as stay-in-place forms were made composite with cast-in-situ reinforced concrete deck to provide finished roadways. For purposes of comparison, the southbound mainlanes used 55 MPa (8,000 psi) concrete and the northbound mainlanes used Texas standard 28 MPa (4,000 psi) concrete [Ralls et al. 1993; Ralls and Carrasquillo 1994]

6.3  References

• D. Adelman and T. E. Cousins. 1990. Evaluation of the Use of High Strength Concrete Bridge Girders in Louisiana. PCI Journal, Sep-Oct, Vol. 35, No. 5, pp. 70-78.
• G. Babaei and N. M. Hawkins. 1990. Performance of Bridge Deck Concrete Overlays: Extending the Life of Bridges. ASTM Special Technical Publication, No. 1100, pp. 95-108.
• R. N. Bruce, H. G. Russell, J. J. Roller, and B. T. Martin. 1992. Feasibility Evaluation of Utilizing High Strength Concrete in Design and Construction of Highway Bridge Structures. Interim Report, Louisiana Transportation Research Center, Baton Rouge, LA, xxii, 228 pp. (FHWA/LA-92/264; PB93-212140)
• M. R. H. Dunstan, M. D. A. Thomas, J. B. Cripwell, and D. J. Harrison. 1993. Investigation into the Long-Term In-Situ Performance of High Fly Ash Content Concrete Used for Structural Applications. Fly Ash, Silica Fume, Slag, and Natural Pozzolans in Concrete. Proceedings of the Fourth International Conference, Istanbul, Turkey, May 1992; Ed. by V. M. Malhotra; American Concrete Institute, Detroit, MI,American Concrete Institute, Detroit, MI, Vol. 1, pp. 1-20. (ACI SP-132)
• T. A. Durning and K. B. Rear. 1993. Braker Lane Bridge — High Strength Concrete in Prestressed Bridge Girders. PCI Journal, may-Jun, Vol. 38, No. 3, pp.46-51.
• O. E. Gjorv, T. Baerland, and H. R. Ronning. 1990. Abrasion Resistance of High-Strength Concrete Pavements. Concrete International: Design and Construction, Jan, Vol.12, No. 1, pp. 45-48.
• J. D. Grove, K. B. Jones, K. S. Bharil, A. Abdulshafi, and w. Calderwood. 1990. Fast Track and Fast Track II, Cedar Rapids, Iowa. Transportation Research Record, No. 1282, pp. 1-7.
• Joint CEB-FIP Working Group on High Strength/High Performance Concrete. 1994. Application of High Performance Concrete. CEB Bulletin No. 222, Lausanne, Switzerland, Nov, 66 pp.
• Joint FIP-CEB Working Group on High Strength Concrete. 1990. High Strength Concrete: State of the Art Report. CEB Bulletin No. 197 (FIP SR 90/1), Federation Internationale de la Prescontrainte, London, England, Aug, 61 pp.
• S. N. Lane and W. Podolny, Jr. 1993. The Federal Outlook for High Strength Concrete Bridges. PCI Journal, may-Jun, Vol. 38, No. 3, pp.20-33.
• A. Leshchinsky and J. Pattison. 1994. High-Performance Concrete for Australian Freeways. Concrete International, Oct, Vol. 16, No. 10, pp.45-48.
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Table 6.1

Table 6.2