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A cement and concrete industry publication

CCIP002 High Strength Concrete in Bridge Construction Concrete Bridge Development Group

High Strength Concrete in Bridge Construction


A state-of-the-art report
Technical Guide No. 6

CONCRETE BRIDGE DEVELOPMENT GROUP

Acknowledgements
This report was commissioned by the Concrete Bridge Development Group, supported by The Concrete Centre. It was researched and authored by Nadia Waleed of BRE. The contributions of the following are fully acknowledged. Dr T D Gerard Canisius (BRE) for his time and effort, for providing guidance in structuring the report, and for imparting useful technical input and suggestions for improving the report. Dr Stuart Matthews (BRE) for taking the time to thoroughly review the report and provide helpful suggestions and technical contributions. Mr Ian Holton, Dr Keith Quillin and Dr Philip Nixon (BRE) for providing valuable information. Mr Shri Bhide, Chairman National Concrete Bridge Council, PCA, USA Mr Jerry L Potter at Ofce of Bridge Technology, FHWA, USA Dr Hans Rudolf Ganz at VSL International Ltd. Mr Gordon Bell and Mr Stephen Cardwell at VSL Systems (UK) Ltd. Mr Mouloud Behloul at Bouygues Travaux Publics, France Mr Neil Loudon at Highways Agency, UK Mr Gordon Clark at Gifford and Partners Ltd., UK Mr Chris Clear at British Cement Association, UK Mr Richard Cooke at Ove Arup & Partners, UK Mr Colin McKenna at Scott Wilson, UK Mr David Simons at Edmund Nuttall Ltd., UK Members of the CBDG Technical Committee
Published for and on behalf of the Concrete Bridge Development Group by The Concrete Society Riverside House 4 Meadows Business Park Station Approach Blackwater Camberley Surrey GU17 9AB Tel: +44 (0)1276 607140 Fax: +44 (0)1276 607141 E-mail: enquiries@concrete.org.uk Website: www.concrete.org.uk First published 2005 Concrete Bridge Development Group 2005 ISBN 1 904482 155 Order reference: CBDG/TG6
All rights reserved. Except as permitted under current legislation no part of this work may be photocopied, stored in a retrieval system, published, performed in public, adapted, broadcast, transmitted , recorded or reproduced in any form or by any means, without the prior permission of the copyright owner. Enquiries should be addressed to The Concrete Society. Although the Concrete Bridge Development Group (limited by guarantee) endeavours to ensure that any advice, recommendations or information it may give either in this publication or elsewhere is accurate, no liability or responsibility of any kind (including liability for negligence) howsoever and from whatsoever cause arising, is accepted in this respect by the Group, its servants or agents. This report is made on behalf of BRE. By receiving the report and acting on it, the client or any third party relying on it accepts that no individual is personally liable in contract, tort or breach of statutory duty (including negligence). For further copies of this publication, please visit the Concrete Bookshop at www.concreteinfo.org

High Strength Concrete in Bridge Construction


Contents
Executive summary 1. Introduction 1.1 Denition of high strength concrete 1.2 Denition of very high strength concrete 1.3 Ultra high strength concrete 1.4 Advantages of HSC in bridge construction 2. Constituents and mix design for HSC 2.1 Cementitious materials 2.2 Aggregates 2.3 Additions 2.4 Admixtures 2.5 Mix design for HSC 3. Production, curing and quality control for HSC 3.1 Considerations for production and placing 3.2 Curing 3.3 Quality control 4. Test methods/requirements for HSC 4.1 Consistence tests 4.2 4.3 4.4 4.5 Conformity and identity testing Compressive strength test In-situ tests Concrete core test 3 4 4 5 5 6 7 7 8 8 10 11 12 12 13 14 16 16 16 16 17 18 18 19 19 19 20 20 21 23

4.6 Concreteconcrete bond test 4.7 Reinforcementconcrete bond test 4.8 Abrasion resistance test 4.9 Permeability tests 5. Challenges in the use of HSC 5.1 Challenges related to design 5.2 Challenges related to construction 5.3 Research needs for HSC

Contents

6. HSC in bridges case studies 6.1 United Kingdom 6.2 United States of America 6.3 Canada 6.4 France 6.5 Norway 6.6 Japan 6.7 Denmark 6.8 6.9 6.10 6.11 Germany Spain South Korea List of further HSC bridges

24 24 25 30 31 32 35 37 38 39 39 40 41 42

7. Conclusions 8. References

Executive summary

Executive summary
Over the last decade there has been a phenomenal increase in the use of high strength concrete (HSC) in bridge construction in countries such as the USA, Norway, Canada, and France. This is a state-of-the-art report that provides an overview of the issues related to the use of high strength concrete, including the denitions used for HSC, the constituent materials for HSC, the production and placement practices for HSC and the test methods used for HSC. The scope of this report is to highlight the salient points, with further information being available from the cited references, amongst which the state-of-the-art reviews by Zia et al. provide extensive and all-encompassing information. From the literature survey and information gathered from the industry, one example of the use of HSC in the UK has been found where concrete with a characteristic (cube) compressive strength of 70 N/mm2 was used. Furthermore, details of a number of HSC bridges in the USA, Canada, France, Norway, Japan, Denmark, Germany, Spain and South Korea have been produced. A further list of HSC bridges built around the world has been compiled along with the references for obtaining more information about these bridges. As this is a concise report produced under budgetary and consequently time constraints some papers referred to here could not be sourced directly and it was necessary to rely on information contained within other documents. The case studies present selected information about the HSC employed. It may be necessary to refer to the original (cited) sources in the literature to obtain more detailed information such as the detailed HSC specications and benets arising from the use of HSC. Furthermore, in this report the concrete compressive strengths are identied as cylinder or cube strengths, characteristic or target mean strengths only where the information was available from the consulted references; where the details were not available the strength has been referred to only as compressive strength. The advantages of using HSC in bridge construction are manifold, such as the use of smaller or fewer structural components, the possibility of achieving longer spans, increase in the load-carrying capacity without an increase in the bridge member sizes, lower maintenance costs, longer service lives and increase in the speed of construction.

1 Introduction

1. Introduction
In recent years, the trend in the construction industry has been to develop special concretes to satisfy requirements that could not be met by the use of traditional concrete. These concretes are called high performance concretes, where the high performance may be in attaining high durability characteristics, high early strength or high long-term strength. Thus, a high strength concrete (HSC) is always a high performance concrete (HPC), whereas a high performance concrete need not be a high strength concrete. The development of high strength concrete has been gradual and has occurred over a period of many years. The denition of HSC has also changed within this time, with the advances in technology and materials for its production. Concrete with a compressive strength of 35 N/mm2 was considered as high strength concrete in the 1950s, whereas concretes with compressive strengths of 4050 N/mm2 were being used as high strength concretes in the 1960s. The compressive strengths of 60 N/mm2 were achievable in the early 1970s. Currently concretes with compressive strengths of 7080 N/mm2 are routinely used in the construction of bridges. Furthermore, ultra high strength concretes (UHSC) with 28-day strength up to 200 N/mm2 have been developed. UHSC incorporates steel bres and a very dense cementitious paste to achieve this high strength.

1.1 Denition of high strength concrete


* The International Federation for Structural Concrete (b fdration internationale du bton) was created in 1998 by the merger of FIP (Fdration Internationale de la Prcontrainte) and CEB (Comit Euro-International du Bton)

There are several denitions used to describe high strength concrete, depending on the construction industrys requirements and limitations in various countries where HSC is being utilised. Some of the important denitions are given below. A joint FIP-CEB* working group dened high-strength concretes in 1990 as being [FIP-CEB 1990]: Concretes with a cylinder compressive strength above the present existing limits in national codes, i.e. about 60 N/mm2 (8,700 psi), and up to 130 N/mm2 (18,800 psi), the practical upper limit for concretes with ordinary aggregates. de Larrard and Bostvironnois [Roper, 1991] dened HSC as follows: High strength concrete is concrete containing chemical admixtures, mainly for water reduction, and having a compressive strength between 50 N/mm2 and 80 N/mm2 (7,250 psi and 11,600 psi). In the European standard EN 2061:2000, high strength concrete is dened as: Concrete with a compressive strength class higher than C50/60 in the cases of normal-weight or heavy-weight concrete and LC50/55 in the case of light-weight concrete.

Introduction 1

In the above denition C50/60 is concrete with minimum characteristic cylinder strength of 50 N/mm2 and minimum characteristic cube strength of 60 N/mm2. Similarly, LC50/55 is concrete with minimum characteristic cylinder strength of 50 N/mm2 and minimum characteristic cube strength of 55 N/mm2. In the United States, ACI Committee 363 has dened high-strength concrete as [ACI 363R-92 (97)]: Concretes that have specied compressive strengths for design of 41 MPa (6,000 psi) or greater and excluding concrete made using exotic materials or techniques. The word exotic refers to materials such as polymer-impregnated concrete, epoxy concrete and concrete with articial (manufactured) normal and heavyweight aggregates. The ACI denition does not specify a maximum compressive strength and is open-ended.

1.2 Denition of very high strength concrete

As with high strength concrete, very high strength concrete is dened differently by different researchers. The following denition of very high strength concrete has been provided by de Larrard and Bostvironnois [1991]: Very high-strength concrete (VHSC) is dened as concrete containing, in addition to the chemical admixtures found in HSC, a nely graded pozzolanic material, such as silica fume, and having a compressive strength in excess of 80 N/mm2 (11,600 psi). VHSC is dened by Zia et al. [1991] as concrete with a compressive strength of at least 69 N/mm2 (10,000 psi) at 28 days.

1.3 Ultra high strength concrete

The ultra high strength concrete (UHSC) is denser than regular concrete with very high tensile and exural strength. Due to the high density of UHSC, it is nearly impermeable to degradation by abrasion and chemicals. UHSCs are usually self-levelling brereinforced concretes. For structural applications of UHSC, steel bres are utilised in the mix, whereas organic bres are used for architectural applications such as faade panels. The compressive strength range for UHSC is from 150 N/mm2 to 230 N/mm2. BSI and Ductal are the two leading UHSC manufacturers in France [Behloul and Lee, 2002]

1 Introduction

1.4 Advantages of HSC in bridge construction

A number of design studies by Adelman and Cousins [1990], Schemmel and Zia [1990], Taerwe [1991] and Russell [1994] have shown the following advantages of using high strength concrete in bridges:
They can be constructed with smaller or fewer structural components. Longer spans can be achieved. HSC makes it possible to increase the load-carrying capacity without increasing

member sizes in the bridge substructure and superstructure.


HSC helps increase the durability of bridge members. This is specically true for high

performance concrete, where concrete mixes can be produced to meet specic durability requirements such as low permeability for bridges exposed to a marine environment. Lower maintenance costs and longer service lives are achieved. The speed of construction can be increased with the use of high early strength concrete and more workable concrete (however, there may be an increased risk of early age thermal cracking).

Constituents and mix design for HSC 2

2. Constituents and mix design for HSC


Appropriate selection of the concrete constituents is an important factor in obtaining high strength concrete that attains the required properties with respect to strength and durability. In addition to the usual constituents for concrete, i.e. cement, water and aggregates, high strength concretes also incorporate additions and chemical admixtures to achieve the specied strength properties with an acceptable level of durability. The high strength concretes usually have a higher cement content with a lower water/cementitious material ratio. Furthermore, generally the aggregates used in HSC are stronger than those used for normal strength concrete (NSC) when target mean strength required is higher than 70 N/mm2.

2.1 Cementitious materials

High strength concrete can be made using Portland cement (CEM I) provided no special properties from the cement are required. Other types of cements may be used to achieve high early strength, rapid set and resistance against sulfate attack etc. Brief details of some of the cements that can be used for producing HSC are given below:
High early strength cements: High early strength cements are used to achieve much

higher strength than that provided by Portland cement at early ages of 1, 3 and 7 days. With the use of these cements concrete compressive strengths of 2048 N/mm2 can be achieved within a period of 24 hours. There is generally little difference in the 28-day strength of concretes made with Portland cement and high early strength cement. The high early strength cements are used for situations such as early load application, early formwork removal etc. Low heat cements: In order to reduce the heat of hydration for large concrete placements or for construction in hot weather, low heat cements may be utilised in the concrete. Sulfate-resisting cements: Sulfate-resisting cements can be used for concrete placement in environments where exposure to sulfate is a problem. Low alkali cements: The low alkali cements may be used as one means of controlling the potential risk of alkali-silica reaction. Shrinkage compensating cements: Use of shrinkage compensating cements has been studied with respect to use in the construction of jointless slabs, including bridge decks. The concretes constituting these cements have good strength characteristics and exceptional sulfate durability; however, there are serious concerns regarding the durability of the concrete when exposed to de-icing salts. Where the bridge members produced with shrinkage compensating cements have been sealed, the performance has been good [Zia et al. 1997]. Blended cements: See section 2.3 for the properties of concrete containing blended cements.

2 Constituents and mix design for HSC

2.2 Aggregates

The aggregates used in a high strength concrete should be strong and durable. For high strength concretes, the maximum size of the coarse aggregate used is usually smaller than that for normal strength concretes (NSC). The surface texture and mineralogy of the coarse aggregate affects the bond between the aggregate particles and the cementitious paste, and also the stress levels at which microcracking begins. The ne aggregate used in HSC can be coarser than that used for NSC because of the high nes content of the HSC mix.

2.3 Additions

Additions excepting pigments, dened in EN 206-1: 2000, are either the products of natural rock deposits or are obtained as by-products in production of other materials such as iron, silicon and ferrosilicon alloys etc. These are used extensively in the production of HSC to achieve the strength and durability characteristics. Four types of addition are described below.

Pulverized fuel ash (y ash)

The pulverised fuel ash (pfa), also called y ash, as used in concrete, is the residue resulting from the combustion of ground or powdered coal in coal-red power stations. This by-product is used extensively in the production of high strength concrete. pfa consists of siliceous and aluminous ingredients and possesses modest cementitious properties.

Advantages of using pfa


pfa improves the resistance to chloride penetration of concrete compared to a

concrete without pfa having equal strength.


pfa increases the consistence of concrete by virtue of the increase in the overall

cementitious paste volume.


With the use of pfa the early age (37 day) strength gain may be lower, but strength

gain takes place at later ages as the pozzolanic activity of the pfa in the concrete continues. The ultimate compressive strength of concretes with pfa is greater than concretes without pfa. Many investigations have demonstrated that concretes with pfa generally exhibit lower long-term creep strains because of the higher rate of late-age strength gain. The use of pfa in concrete generally reduces the degree of alkalisilica reaction. This is facilitated by the neutralisation of alkali hydroxides in the cement paste by the siliceous glass in the pfa. As the pozzolanic reaction of pfa is slower than the hydration of Portland cement, it is also used to control the amount of early heat generation and the consequential detrimental effects which may be experienced in massive concrete structures (e.g. early age thermal cracking, delayed ettringite formation).

Constituents and mix design for HSC 2

Ground granulated blastfurnace slag

The ground granulated blastfurnace slag (ggbs) is a by-product of the iron production process. It consists of silicates and aluminosilicates of calcium and other bases. The slag is ground to a neness equal to that of the cement.

Advantages of using ggbs


Use of ggbs improves resistance to chloride penetration of concrete compared to a

concrete without ggbs having equal strength and water/cementitious material ratio. The use of ggbs reduces the permeability of the mature (hardened) concrete.

Silica fume

Silica fume (sf), also called condensed silica fume or microsilica, is used most widely as an addition to concrete to produce high-performance concrete. Silica fume is a nely powdered amorphous silica that is highly pozzolanic and is produced as a by-product in the production of silicon and ferrosilicon alloys from electric arc furnaces. Silica fume consists of extremely ne particles (0.10.12 m) and contains large amounts of silicon dioxide. The silica fume particles are almost two orders of magnitude smaller than cement particles. The small size of sf particles is benecial for concrete as these can then ll the voids between the larger cement particles, resulting in a dense cement paste [Nawy, 2000]. Silica fume can be obtained in the dense form, loose bulk form, slurry form, and in the blended silica fume Portland cement form. The usual proportions of silica fume in concrete mix range from 6% to 10% by mass of cement.

Advantages of using silica fume


Silica fume is used to reduce the water/cementitious material ratio and increase the

compressive, tensile and exural strengths by reducing the voidage (water demand). The permeability of the silica fume concrete is reduced, improving the durability of the concrete. Further performance improvements from inclusion of silica fume replacement include higher resistances to sulfate attack, alkali-silica reaction, as well as freezing and thawing [Hooton, 1993].

Requirements for the use of silica fume


The use of silica fume in concrete increases the water demand; hence the use of a

superplasticiser is necessary to maintain consistence without increased water/cement ratio. Silica fume concretes should be moist cured in order for them to optimally gain compressive strength and to avoid plastic shrinkage cracking and crazing.

2 Constituents and mix design for HSC

High reactivity metakaolin

High reactivity metakaolin is a reactive aluminosilicate pozzolan. Under well-controlled conditions replacement of part of the cement by high reactivity metakaolin has produced concrete with a compressive strength of 110 N/mm2 [Nawy, 2000].

Advantages of using high reactivity metakaolin


Concrete produced with 620% addition by mass of metakaolin give high early age

and long-term compressive strengths. The use of metakaolin reduces the permeability of the concrete. Tests have shown that resistance to freezethaw deterioration is increased by using 510% by mass of metakaolin in the concrete [Caldarone et al. 1994]. Use of metakaolin enhances the resistance to chloride penetration [Ding and Li, 2002]. Metakaolin is effective in mitigating the expansion arising from alkali-silica reaction [Gruber et al. 2001].

Requirements for the use of high reactivity metakaolin


When metakaolin is to be used in concrete, the addition of superplasticisers, entrained

air, and/or pfa is recommended to help increase the consistence without increasing the water content.

2.4 Admixtures

Admixtures are produced by chemical processes and they full a number of different functions to modify the fresh and hardened concrete.

Superplasticisers (high-range water-reducing admixtures)

Superplasticisers are used to facilitate the production of very low water/cement ratio (below 0.40) concretes yet retain good consistence. They are used to achieve the following benets:
Increase in consistence for a given water/cementitious material ratio (and strength). Reduction in water/cement ratio to increase concrete strength and durability. Reduction of both water and cement content to reduce creep, shrinkage and thermal

strains.

Retarding admixtures

Retarding admixtures decrease the rate at which the concrete sets and increase the duration over which the concrete is workable. They are usually required when:
Concrete has to be placed in hot weather, to decrease the early stiffening and improve

workability retention.
Concrete has to be placed under difcult circumstances, such as in large pours, to

prevent differential setting of concrete.


Concrete has to be pumped/conveyed over long distances.

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Constituents and mix design for HSC 2

Accelerating admixtures

Accelerating admixtures increase the rate at which concrete sets. They are usually required when:
Concrete has to be placed in cold weather. A high early strength or a faster setting time is required.

2.5 Mix design for HSC

The desired performance requirements from a high strength concrete can be achieved with the use of appropriate raw materials proportioned based on prior experience. Laboratory and eld trials should be conducted to achieve the optimum mix for the particular application. It is generally advantageous for the mix design to make as much use of locally available materials as possible. Guidance on mix design for high strength concretes for use in the UK is provided in Concrete Society Technical Report No. 49 [1998]. The ACI Committee 363 report, ACI 363R-92(97) [1998], gives an extensive review of the concrete mix design considerations for high strength concrete. In eld trials conducted for High Early Strength (HES), Very Early Strength (VES) and Very High Strength (VHS) concretes by Zia et al. [1991], the existing proportioning methods for NSC were found to be valid with only minor modications.

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3 Production, curing and quality control for HSC

3. Production, curing and quality control for HSC


The full potential of high strength concrete can only be achieved if thorough attention is paid to various production and placement requirements. Good quality control and proper curing are also important factors in obtaining a HSC that satises the desired strength and durability requirements. The main production considerations, along with quality control and curing requirements, are discussed below.

3.1 Considerations for production and placing

Conventional methods for the production of normal strength concretes should be

used for high strength concretes, but additional control may be required. As for NSC the dosage of superplasticisers and other admixtures should be properly controlled. If the time to travel to site is variable, procedures to adjust the consistence at site should be agreed. The optimum mixing time should be determined to get the best quality product. The sequence of mixing can affect the workability and compressive strength of very high strength concretes [Kakizaki et al. 1993]. To avoid problems, the proper mixing sequence for the addition of admixtures should be adhered to. The moisture content of the aggregate should be measured regularly to ensure that the free water content in the concrete is constant. The chances of getting crazing of the struck surface when impermeable formwork, e.g. steel- or glass-reinforced plastic is used, are higher when using HSC compared to when NSC is used. This is due to cohesive nature of HSC. This problem can be alleviated by the use of ply forms [Concrete Society, 1998] or controlled permeability formwork. The maximum temperatures and thermal gradients for thick concrete placements should be determined using pre-construction trial mix productions. The effect of these on constructability and long-term design properties should be determined and addressed in the project specications [ACI 363.2R-98]. Preconstruction trials also help in developing estimates for the loss in consistence and entrained air during transfer of fresh concrete between the mixer and the location where the HSC is to be placed [Zia et al. 1997]. As HSC can be rich in cementitious material and may have a low water content, the potential for plastic shrinkage cracking is high. To avoid this, curing should be commenced immediately after placing of concrete. In hot weather conditions the placement of high strength concrete at night helps minimise rapid drying of the surface by reducing evaporation of water from the concrete surface. A pre-construction meeting between all parties concerned with the concrete pour helps to identify and to ensure a successful placement.

12

Production, curing and quality control for HSC 3

3.2 Curing

High strength concretes typically have a low water/cement ratio and include one or more additions such as silica fume and admixtures such as superplasticisers. These contribute to increased risk of self-desiccation in HSC resulting in termination of hydration within the concrete if additional moisture is not provided. In order to ensure that hydration of HSC continues, the water consumed by hydration needs to be replaced by continuous external moisture input; this external moisture is provided through wet curing, especially during the rst 7 days after placement of the concrete. For thick concrete sections the provision of external moisture input through the whole depth of the section, and consequently complete hydration of the concrete, may not be possible. In these situations particular care must be exercised. However, in some cases it has been found that adequate high strength development has been achieved without complete hydration. There is general consensus among researchers that for a high strength concrete to achieve its full potential, wet curing is paramount [ACI 363.2R-98; Zia et al. 1991]. However, there is still no agreement as to what is optimum curing practice for HSC, where optimum means a balance between the economy of construction and the development of concrete properties [Meeks and Carino, 1999]. The following gives some observations from the literature on the curing of HSC:
For high strength concrete incorporating silica fume, high early-age curing

temperatures are benecial for early strength development. For example, the ratio of the 7-day to the 28-day strength increased from 76% to 97% when HSC was cured at 20 C and 50 C, respectively. However, the compressive strength at the age of 100 days was independent of the curing temperatures used [Sabir 1995]. For high strength concrete without silica fume, high early-age curing temperatures of up to 70 C enhanced the strength development up to an age of about 100 days [Mak and Torii 1995]. Some evidence has been found by Carino et al. [1992] that the long term strength development of concretes with low water/cementitious material ratios (0.29 and 0.36) may not be reduced by the use of high curing temperatures as for NSC. However, more research is needed on this aspect.

Curing methods

The best curing methods for HSC are the ones with water addition, as the effects of selfdesiccation are countered by water curing. Ponding or immersion are the best watercuring methods; however, where these are not practical (e.g. for vertical surfaces), other methods of water curing such as covering with wet burlap, cotton mats, rugs or other absorbent materials can be used [ACI 363R-92(97)]. The above mentioned curing methods have certain limits of applicability, for example, it may not be possible to wet cure the whole depth of thick sections. Where it is not possible to wet cure most of the other curing methods for normal strength concrete, such as the use of plastic sheeting and curing compounds, have been successfully applied for HSC.

13

3 Production, curing and quality control for HSC

A novel way of curing high strength concrete is to replace a portion of the normal weight aggregate with saturated lightweight aggregate to provide a supply of water within the concrete. This enhances the curing of the concrete without signicantly reducing strength [Weber and Reinhardt 1996].

Duration of curing

Research is being conducted internationally to determine new criteria and standards to establish the required duration of curing for high strength concrete. New criteria are needed to account for effect on curing duration of HSC of major factors such as water/cement ratio, cement type and exposure conditions. Some of the recommendations from research conducted on the topic are as follows:
Holland [1989] recommended that high strength concretes containing silica fume

should be given a minimum of 7 days of wet curing.


Asselanis et al. [1989] concluded that for low water/cementitious ratio concretes with

silica fume, after 7 days of moist curing the concrete is sufciently impervious and any further moist curing does not improve the properties of the concrete. This observation is consistent with the recommendation given above by Holland [1989] for a minimum 7-day wet curing period for HSC. According to Hilsdorf [1995], the following four parameters should be considered when establishing minimum curing durations: 1. Curing sensitivity of the concrete which is affected mainly by the properties of cementitious materials and water/cementitious material ratio; 2. Concrete temperature; 3. Expected ambient conditions during and immediately after curing; 4. Anticipated exposure conditions for the structure in service. In most cases achieving a certain compressive strength is the controlling criteria.

3.3 Quality control

HSC generally requires additional quality control procedures compared to NSC. HSC is more sensitive to small deviations from specied mixing and production procedures and placement requirements. Thus it is essential that good practices for the production of HSC be followed. Important considerations for quality control are given below.

Importance of teamwork

For successful mix design and production of HSC the teamwork and partnering between supplier, contractor and client are crucial elements. Teamworking should be included as an objective of the contract, with pre-bid, pre-fabrication and pre-construction meetings. The pre-construction meetings can be benecial in resolving the issues related to procurement of suitable materials for the concrete, special construction requirements and curing procedures etc. If a plant is using materials that are not normally stocked,

14

Production, curing and quality control for HSC 3

time is needed to develop a set of mix designs. The importance of a team approach for production and delivery of HSC has been emphasised by Howard and Leatham [1989] and Sanchez and Hester [1990].

Trial batching and trial pours

It has been shown by experience that for developing an optimum HSC, a much larger number of trial batches is required compared with a normal strength concrete. Trial batching and trial pours are recommended by various users of HSC to optimise production and placement issues. The ACI 363.2R-98 [1998] guide recommends that after the completion of laboratory mixes, production-sized batches should be made, as there can be differences in the behaviour of laboratory and production batches. Optimum batching and mixing sequences can be established using these trial production batches.

Quality control for mixing

The correct mixing sequence is required to prevent balling of silica fume in HSC mixes. Spalling can take place if silica fume balls accumulate in the concrete. This is usually encountered during placement of concrete for bridge decks and can be due to either batching or mixing problems. This issue does not arise when silica fume is used in the form of a slurry. The type or source of admixture or any other constituent should only be changed from the agreed and accepted ones if all the parties involved in the construction accept the changes. When superplasticisers are being used to increase the uidity of concrete for a specic time period, the quality control personnel should be aware of the time frame and whether re-dosing is allowed or not. The addition of water and admixtures at the site should only be allowed if it has been agreed beforehand and does not result in the specied water/cement ratio being exceeded [ACI 363.2R-98].

Quality control for curing

Improper and delayed curing of HSC can lead to plastic shrinkage cracking. Hence the requirements for wet curing (where practical) for the HSC should be strictly adhered to. The curing needs to be commenced promptly as the detrimental effect of any delay in the start of curing can be aggravated further if the wind speed picks up, increasing the evaporation of moisture from concrete.

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4 Test methods/requirements for HSC

4. Test methods/requirements for HSC


Tests on high strength concrete need to be conducted upon both fresh and hardened concrete to ensure conformity to the specication. The behaviour and characteristics of HSC are different from those of NSC. Thus the test methods in use for NSC have to be re-evaluated to conrm that they give representative and accurate results for HSC. Some test methods may need to be changed or modied for use with HSC. This chapter provides an overview of research into the suitability of existing test methods for HSC, along with the proposed changes for some of the test methods to make them suitable for HSC.

4.1 Consistence tests

The consistence of high strength concretes can be measured using standard slump test methods. For HSC a slump of 100 mm generally provides sufcient consistence, although HSC with higher slump values of 200250 mm have been used. For very stiff HSC mixes, vebe classes can be used Guidance on consistence tests for self-compacting concrete (SCC) will be available in European Guidelines; this will also be applicable to super-workable HSC.

4.2 Conformity and identity testing

Methods for conformity and identity testing for HSC are the same as for NSC but the frequency of tests is increased due to the criticality of the material. HSCs generally incorporate additions and admixtures. Each component plays an important role in achieving the desired concrete properties. It is therefore essential to check that the materials are consistent from batch to batch. Tests can be performed to determine the cement and water content of fresh concrete but these are specialised and require a laboratory set-up. Further details are provided by Lawrence [1994].

4.3 Compressive strength test

As for NSC, the measured strength of HSC is inuenced by the testing conditions including the age, rate of loading, method of testing and specimen geometry. The following observations have been gathered from research literature regarding the effect of testing variables on the compressive strength of HSC. They relate to cylinders as the research has mostly been carried out on this type of specimen. Cubes typically produce about 20% higher strength than cylinders.
Smaller concrete specimens (100 200 mm cylinders) generally produce greater

strength than the larger concrete specimens (150 300 mm cylinders) of the same concrete mix. The difference varies from 2% to 10% for various studies, with 5% being

16

Test methods/requirements for HSC 4

the common value. As the concrete strength increases, this difference becomes smaller [Baalbaki et al., 1992; French and Mokhtarzadeh, 1993; Aitcin et al., 1994; Carino et al., 1994]. Specimens tested under a faster nominal stress rate of 0.34 MPa/s showed 2.6% greater strength than the specimens tested under a slower nominal stress rate of 0.14 MPa/s. The tests were performed for concretes having compressive strengths of 45 and 90 N/mm2 [Carino et al., 1994]. The same trend is applicable for normal strength concretes. According to Burg et al. [1999] the important considerations for testing of HSC for compressive strength, for cyclinder specimens, relate to:
Specimen size: Cylinders made with HSC require higher loads for breaking them, thus

smaller cylinder sizes of 100 200 mm are preferred by many testing agencies (in the USA) instead of the 150 300 mm cylinders used for NSC. These smaller cylinders show greater variability in the results, hence Burg et al. [1999] have proposed that when using smaller cylinders more specimens should be tested to obtain a representative compressive strength value. Cylinder end: To obtain representative compressive strength data, it is important to prepare the cylinder ends properly. Burg et al. [1999] have proposed that for a specied cylinder compressive strength below 69 N/mm2 conventional methods can be used. However, for strengths greater than this, comparative testing should be done for cylinders with capping compounds or with surface-ground ends. In the absence of a comparative study, it is recommended that the cylinders with surface-ground ends should be used for HSC for specied cylinder compressive strength above 69 N/mm2.

4.4 In-situ tests

The break-off test is used to evaluate the strength development of in-situ concrete. The force required to break-off an in-situ concrete cylinder (55 mm dia 70 mm long) is related to the compressive strength of the concrete mix. The suitability of the break-off test for use with high strength concrete was studied by Di Maio et al. [1996]. The effects of different variables such as age, type of coarse aggregate and strength level were considered. They calculated regression equations between break-off pressure and compressive strength and concluded that the break-off test can be used satisfactorily to assess the strength development for concretes with a compressive strength up to 100 N/mm2. The suitability of various non-destructive test (NDT) methods for determining the compressive strength of HSC was researched by Pascale et al. [2000]. They used different mixes with compressive strength varying from 30 up to 150 N/mm2. The NDT tests were performed on cubic (150-mm and 200-mm cubes) and beam specimens (600 200 200-mm and 400 200 200-mm beams). They derived correlation laws between the non-destructive test parameters and compressive strength of HSC for different methods such as pulse velocity, rebound hammer, surface hardness, pull-out, probe penetration, microcoring and the combined reboundpulse velocity method. These correlation laws were compared with the ones generally employed for normal strength concrete; it was found that the exponents in the correlation laws for HSC were generally

17

4 Test methods/requirements for HSC

higher. This is attributed to the fact that the sensitivity of non-destructive parameters to strength variations reduces when the strength is very high. Some salient conclusions from their research are given below.
The results showed good correlations between the non-destructive test parameters

and compressive strength for pulse velocity, surface hardness, rebound hammer and combined reboundpulse velocity methods. Good performance was observed for the pull-out method over the entire strength range. However, for some tests, anomalous cracking was observed around the testing area making it necessary to discard those results. It was found that the working range of the probe penetration method was limited to strength values of up to 80 N/mm2 due to available commercial testing systems being inadequate for high strength concrete. The effectiveness of microcores was found to be sensitive to specimen preparation.

4.5 Concrete core test

It is advisable to establish correlation curves for HSC to relate the strength of extracted cores (measured according to EN 12504-1: 2000) to the strength of cube/cylinder specimen. This would be useful if coring is carried out at a later stage. In the absence of correlation data, provisions such as those provided by ACI 318-99 [1999] can be used. The ACI Building Code ACI 31899 [1999] criteria for NSC states that concrete represented by core tests is considered adequate when the average compressive strength of a set of three cores is equal to at least 85% of the specied strength and of no single core is less than 75% of the specied strength. The relation between compressive strength of 150 300 mm cylinders and cores, from a column for HSC with a compressive strength of 69 N/mm2, was investigated by Cook [1989]. Based on his research, he concluded that the ACI criteria also applied to HSC. European guidance is available in prEN 13791.

4.6 Concrete concrete bond test

Where new concrete is placed against old concrete, such as in bridge deck overlays, bond between the two is required. Various bonding agents may be used to achieve this. In general three methods of testing are employed for determining concreteconcrete interfacial bond strength, i.e. split shear test, direct shear test and direct tensile test [Zia et al. 1997].

18

Test methods/requirements for HSC 4

4.7 Reinforcement concrete bond test

Tests were performed by de Larrard et al. [1993] to determine bond strength between HSC and reinforcing bars using the RILEM beam test. It was found that the increase in bond strength with high strength concrete (compared with normal strength concrete) was approximately 80% for 10-mm diameter deformed bars and 30% for 25-mm diameter deformed bars. This improvement in bond strength for HSC is credited to the increase in concrete tensile strength.

4.8 Abrasion resistance test

The two ASTM test standards, ASTM C779 and ASTM C1138, used for abrasion resistance testing of concrete were found to be suitable for evaluating abrasion resistance of high strength concretes of strength up to 120 N/mm2 subjected to heavy trafc and waterborne debris [Sonebi and Khayat 2001]. European standards for abrasion resistance testing should also be suitable for HSC classes covered by EN 206-1: 2000. These incude EN 13892-4: 2002, EN 1338: 2003, EN 1339: 2003 and EN 1340: 2003 for oor screeds, concrete paving blocks, concrete paving ags and concrete kerb units, respectively.

4.9 Permeability tests

Different researchers have used different test methods to measure permeability of concrete. There are three categories of test methods for permeability measurement: air permeability, hydraulic permeability and chloride ion permeability. Basheer et al. [1993] have given a review of different methods of on-site permeability measurement for concrete. Various rapid test procedures were evaluated by Stanish et al. [2001] to determine the chloride penetration resistance of concrete. They have stated that the most promising test procedure is the Rapid Migration Test, standardised as a Nordtest procedure NT Build 492.

19

5 Challenges in the use of HSC

5. Challenges in the use of HSC


High strength concrete is still a relatively new material, hence there are still some challenges to overcome in the elds of design and construction of structures utilising HSC. Some of these challenges are outlined below.

5.1 Challenges related to design Lack of ofcial standards

The material properties of HSC are different to those of normal strength concrete basically due to lower water/cement ratios and the high cement content. These differences in behaviour have to be considered when designing structures incorporating HSC.

One of the problems faced when seeking to use high strength concrete for bridge construction is the lack of code requirements or ofcial standards for HSC in many countries. Some codes restrict the strength of concrete that can be used for design purposes. This restriction implies that if designing according to these codes the full potential of HSC cannot be taken advantage of. This problem may be overcome by using the standards from countries where the use of HSC has been much more widespread, as in the USA, France, Norway and Canada; given that this is agreed upon by the authorities and the various parties involved in construction. EN 1992-1-1: 2004 can be used for guidance on the use of HSC classes covered by EN 206-1: 2000. A review of properties and design guidance for high performance concrete in different codes of practice is provided in Concrete Society Technical Report No. 49 [1998] and by Waleed [2001]. Guidance has been provided for the use of high performance concrete (including HSC) in bridge construction by United States Department of Transportation [FHWA, 2005]. It should be noted that the forthcoming Eurocode for concrete bridges EN 1992-2, will cover high strength concrete in line with other European standards.

Transfer length

For high strength concrete there is a considerable reduction in transfer length with increased bond stresses which may result in higher bursting and splitting forces [Cordes and Burkhardt, 1996].

Fracture behaviour

High strength concrete shows a more brittle behaviour compared with normal strength concrete because of differences in the stiffness and fracture behaviour. The internal damage pattern of HSC is different to that of NSC because in the latter most of the cracks extend around the aggregate but in HSC they mostly extend through the aggregate. The fracture properties and relatively brittle behaviour of HSC should be understood and incorporated in the structural design to avoid potential problems, especially when designing long span bridges, which may be more vulnerable to damage due to wind. Other circumstances where this may be important include structures in regions with high seismic activity. In order to overcome the above challenges, the ductility of HSC structures can be increased by providing additional connement and compression reinforcement to the concrete members. The provision of adequate connement steel for ductility is stipulated in codes such as ACI 31899 [1999].

20

Challenges in the use of HSC 5

5.2 Challenges related to construction

Challenges during the placement and nishing of HSC arise due to incorporation of admixtures, high cement and low water content in HSC. All these factors make HSC more sensitive to construction practices than NSC; however, knowing how HSC would behave and acting accordingly should allow HSC to be used with condence.

Self-desiccation

Self-desiccation arises as a result of using low water/cementitious ratios, which is the normal practice for HSC. As a result of self-desiccation the hydration and maturity of the concrete may stop if additional moisture is not provided. This can be overcome by wet curing of concrete. For thick concrete sections, it may not be possible to provide external moisture input throughout the section depth (see section 3.2). However a novel way used to introduce additional water within the body of the concrete to aid curing was the replacement of a portion of the normal weight aggregate with saturated lightweight aggregate [Weber and Reinhardt 1996].

Consistence

High strength concretes usually are cement-rich; the lower concrete consistence (compared to NSC), the occulation of cement particles and high cohesion may lead to placement and nishing problems in such concrete [ACI 363R-92(97)]. The use of a superplasticiser is needed to deal with these problems.

Heat generation

Heat generation for HSC is generally high as a result of the high cement content; furthermore high temperatures and use of rapid-hardening cements will increase the temperature rise, increasing the risk of early age thermal cracking and delayed ettringite formation. Combination of Portland cement and additions such as ground granulated blastfurnace slag or y ash will reduce the heat generated by hydration; minimising the cement content is also an option (provided there is enough cement for durability and consistence).

Transportation of precast girders

With the use of high strength concrete, longer span lengths are achievable. However, the precast girders consequently become heavier and longer. The site access and the route to the site may be the limiting factors in deciding the length of the girder that can be transported.

Pumping for in-situ construction

Owing to the usually cohesive and sticky nature of HSC mixes, the pumping operation for in-situ construction has to be carefully planned and appropriate size and type of pumps employed.

21

5 Challenges in the use of HSC

Figure 1
Pumping concrete

Adherence of concrete to formwork

Adherence of HSC, being a very cohesive material, to the formwork has been reported [Schulz, 2003]. Correct use of formwork release agents and appropriate formwork striking times should resolve this challenge.

Cracking in young concrete

As for NSC, cracking in young HSC can arise for a number of reasons, such as restrained early thermal contraction, plastic shrinkage and movement of formwork etc. [Concrete Society 1992]. Some situations that increase the potential for cracking in HSC are described below. HSC is prone to plastic shrinkage cracking if curing is delayed, especially for concretes containing silica fume. With delayed curing the cracking in fresh concrete may be aggravated further by factors such as high wind speeds and high temperatures. Cracks due to plastic shrinkage can also arise if fresh concrete is placed on top of existing concrete that is not in a saturated surface-dry condition. Cracking can also be caused by a fast rate of setting during concrete placement, especially for multi-span, continuous structures.

22

Challenges in the use of HSC 5

Availability of suitable aggregate 5.3 Research needs for HSC

In some geographical locations it may be difcult to obtain local aggregates with suitable strength or durability characteristics to incorporate in the HSC mix.

There has been extensive growth in research on the use of high strength concrete in the past decade. A number of countries have established organised programmes to develop the HSC and HPC technology, notable among these are the United States, Canada, France, Norway and Japan. An overview of research programmes by various countries is provided by Zia et al. [1997]. In spite of great advances in the eld of HSC application, there are still some areas where further research would be benecial. These relate to re performance, fracture properties, seismic behaviour, fatigue properties, creep and shrinkage properties and autogenous shrinkage properties of HSC.

23

6 HSC in bridges case studies

6. HSC in bridges case studies


High strength and high performance concretes have been used increasingly in the construction of both the superstructure and the substructure of bridges. Initial research in the use of HSC in bridge construction concentrated on the development of precast prestressed concrete elements. Now, in addition to precast construction, high strength concrete is being widely utilised for in-situ construction. Furthermore, with the development of ultra high strength concrete, the possibility of constructing bridges with unique geometric proles and very thin decks has also opened up. Some case studies from various countries are presented in the following sections. The concrete compressive strengths are identied as cylinder or cube strengths, target mean strengths or characteristic strengths where the information was available from the references. The extent of information available here regarding the benets of using HSC and the HSC specications varies for the case studies depending on the extent of information available in the references.

6.1 United Kingdom

In the UK details of only one bridge using HSC have been found from the literature survey. At the time of writing the Highways Agency (Motorway and Trunk Road Bridges in England) had not used HSC for structural applications in England [Loudon, 2003].

Flintshire (Dee Estuary) Bridge, 1998

The Flintshire (Dee Estuary) Bridge in Wales is a multi-span concrete structure 1000 m in length, with the main span of 194 m comprising an asymmetric cable-stayed bridge. The approach viaducts are made with longitudinally post-tensioned multi-cell box girders, 1.5 m in depth and with typical span of 40 m. These box girders are supported on reinforced concrete piers. The main span has an in-situ concrete inverted trough deck, parts of which are of HSC and which is post-tensioned both longitudinally and transversely [Curran, 1996].

Benets of using HSC


HSC was used in parts of the deck. The design aspired to have a cable-stayed bridge deck which would be light in appearance and durable. The overall structural depth had to be kept at 1.5 m to deal with the physical constraints due to required navigation air draught and need for clearance under the overhead cables.

HSC specications
Concrete with a characteristic (cube) compressive strength of 70 N/mm2 was used for the bridge deck. Further details of the HSC specications used are not known.
Figure 2
Flintshire (Dee Estuary) Bridge, an asymmetric cable-stayed bridge
Roger Brown

24

HSC in bridges case studies 6

6.2 United States of America

In the USA, use of high strength and high performance concretes in bridge construction has been signicant over the last decade. The Federal Highway Administration (FHWA) in America has been promoting the use of HSC and HPC in bridges. Details about six HSC bridges built in America are presented below; these have been obtained from the information available from FHWA [High Performance Concrete 2003]. HSC specications are provided for one of the bridges, with fewer details for the other bridges. More details are available in the reference cited above. Where units other than SI units were given in the reference, they have been converted to SI units with the original units given in parenthesis.

Bridge on Highway 199 over Uphapee Creek Alabama, 2000

This bridge is located on Highway 199 over Uphapee Creek in Macon County and was opened to trafc in April 2000. HSC was utilised in the substructure, girders and deck. The total length of the bridge is 243 m (798 ft) with seven spans of 35 m (114 ft). The girder spacing is 2.7 m (8 ft 9 in). The deck thickness is 178 mm (7 in).

Benets of using HSC


The bridge was originally designed using conventional strength concrete, which resulted in eight spans of 30.5 m (100 ft) using six lines of girders. The design with HSC resulted in the removal of 247 m (810 ft) of girders at an estimated cost saving of US$100,000. Furthermore, one less pier was needed due to use of HSC at an estimated saving of US$100,000. Therefore, total savings were approximately US$200,000 less the added cost of HSC, although the bid analysis results showed that there was no signicant price increase for furnishing HSC. The use of HSC resulted on one hand in saving on initial construction costs and secondly the structure was anticipated to be more durable, which is expected to result in lower maintenance costs and a longer service life.

HSC specications
Tables 6.1 to 6.3 give the details of specied concrete properties, specied quality control procedures and approved concrete mix proportions for the bridge components. The specications in Table 6.1 were set by the Alabama Department of Transportation.

Bridge on Interstate 25 over Yale Avenue Colorado, 1998

This bridge is located on Interstate 25 over Yale Avenue in Denver, and replaced an old bridge at the same location. The new bridge was opened to trafc in June 1998. HSC was used in piers, girders and deck. The bridge has a total length of 65.3 m (214 ft 5 in) and is skewed in plan. Two girder span lengths were used, of 34 m and 29.7 m (112 ft and 97 ft 7 in). The girder spacing is 1.720 m and the girders are of 1.7 m wide 0.75 m deep box beam type.

25

6 HSC in bridges case studies

Table 6.1
Specied concrete properties for the bridge on Highway 199 over Uphapee Creek Alabama

SPECIFIED CONCRETE PROPERTIES


Max. water/cementitious materials ratio Min. percentage of Class F y ash Max. percentage of Class F y ash Min. percentage of Class C y ash Max. percentage of Class C y ash Min. percentage of silica fume Max. Percentage of silica fume Slump Air content Compressive strength at release of strands Compressive strength design Other

GIRDERS
0.32 15 25 15 35 7 15 200 mm (8.0 in) 3.56.0% 55 N/mm (8,000 psi) 69 N/mm2 (10,000 psi) at 28 days
2

CIP (CAST IN PLACE) CONCRETE


0.40 15 25 20 30 7 15 125 mm (5 in) for superstructure 200 mm (8 in) for substructure 3.56.0%

41 N/mm2 (6,000 psi) at 28 days Maximum temperature of fresh concrete = 35 C (95 F). Crushed limestone No. 57 or No. 67 as coarse aggregate.

Table 6.2
Specied quality control procedures for the bridge on Highway 199 over Uphapee Creek Alabama

GIRDER PRODUCTION
Curing Internal concrete temperature Cylinder curing Intermittent or partial steam 71 C (160 F) max.

DECK CONSTRUCTION
Wet curing for 7 days

Match cure within 3 C (5 F) of Maintained at 1527 C (6080 F) product until release. After release, for 48 hours maximum. cure the same as the girders. 150 300 mm or 100 200 mm (6 12 in or 4 8 in) Twelve cylinders for every 38 m3) (50 yd3). Monitor internal temperature at three locations. Trial placement consisting of full cross-section of girder at least 3 m (10 ft) long in the planned casting bed Concrete temperature at time of placement between 10 C and 35 C (50 F and 95 F). Test pour at least 100 mm (4 in) thick and 37 m2 (400 ft2) surface area. 150 300 mm or 100 200 mm 6 12 in or 4 8 in

Cylinder size Frequency of testing Other QA/QC requirements

Benets of using HSC


The requirement for long spans with a shallow superstructure depth was met by the use of HSC box beam girders with a design cylinder compressive strength of 69 N/mm2 (10,000 psi). With the use of HSC the bridge used only two spans compared with the four spans for the old bridge; this provided the required additional room for a turning lane under the bridge. The new bridge is 42 m (138 ft) wide and has one pier with four columns. The previous bridge was 33.5 m (110 ft) wide and had three piers and a total of 45 columns. Thus the new bridge has the advantages of having improved aesthetics and sight distances.

26

HSC in bridges case studies 6

Table 6.3
Approved concrete mix proportions for the bridge on Highway 199 over Uphapee Creek Alabama

APPROVED CONCRETE MIX PROPORTIONS


Cement brand Cement type Cement quantity Fly ash type Fly ash quantity Fine aggregate 1. type Fine aggregate 1. quantity Fine aggregate 2. type Fine aggregate 2. quantity Coarse aggregate, max. size Coarse aggregate type Coarse aggregate quantity Water Water-reducer brand Water-reducer type Water-reducer quantity High-range water-reducer brand High-range water-reducer type High-range water-reducer quantity Air-entrainment brand Air-entrainment type Air-entrainment quantity

GIRDERS

CIP (CAST IN PLACE) SUPERSTRUCTURE


Blue Circle II

CIP (CAST IN PLACE) SUBSTRUCTURE


Holman II

III 447 kg/m (753 lb/yd3) C 79 kg/m (133 lb/yd3) Natural sand 412 kg/m (695 lb/yd3) Natural sand 222 kg/m (374 lb/yd3) 18 mm* (3/4 in) No. 67 crushed limestone** 1136 kg/m3 (1916 lb/yd3) 147 kg/m3 (248 lb/yd3) Delvo B and D 2.8 kg/m (75 oz/yd3) Rheobuild 1000 A and F 8.3 kg/m (225 oz/yd3) Micro air Surfactant 1.3 kg/m (35 oz/yd3) 0.28
3 3 3 3 3 3 3

390 kg/m (658 lb/yd3) C 98 kg/m3 (165 lb/yd3) Natural sand 618 kg/m (1042 lb/yd3) 25 mm (1 in) Crushed limestone 1104 kg/m3 (1860 lb/yd3) 171 kg/m3 (288 lb/yd3) MB Pozzolith 100-XR B and D 0.9 kg/m3 (25 oz/yd3) Polyheed 977 A and F 3.6 kg/m (98 oz/yd3) MB AE90 Anionic Surfactant 1.2 kg/m (32 oz/yd3) 0.37
3 3 3

380 kg/m3 (640 lb/yd3)

95 kg/m3 (160 lb/yd3) Natural sand 587 kg/m3 (990 lb/yd3) Crushed limestone 1157 kg/m3 (1950 lb/yd3) 178 kg/m3 (300 lb/yd3)

0.9 kg/m3 (25 oz/yd3) 3.5 kg/m3 (96 oz/yd3) 1.2 kg/m3 (32 oz/yd3) 0.38

Notes * Later changed to 1/2 in. ** Later changed to No. 7 limestone.

Water/cementitious materials ratio

Bridge on State Route 920 over Interstate 75 Georgia, 2002

This is a bridge located on State Route 920 over Interstate 75. Stage 1 was opened to trafc in February 2002. The girders and deck are made of HSC. The total length of the bridge is 107.5 m. The girder types used were AASHTO Types II and IV with girder span lengths of 16.25, 38.75, 38.75 and 13.75 m. The girder spacing was 2.225 and 2.309 m for Type II girders and 2.251 and 2.286 m for Type IV girders. The deck thickness was 205 mm for Type II and 200 mm for Type IV girders. Design cylinder compressive strengths of 70 N/mm2 and 50 N/mm2 at 56 days were used for the girders and deck, respectively.

27

6 HSC in bridges case studies

Figure 3
Bridge located on State Route 920 over Interstate 75 in Georgia, USA
Photo courtesy of Portland Cement Association, USA.

Benets of using HSC


Optimum beam spacing and a minimum depth with AASHTO Type IV girders could be achieved by designing the bridge using HSC. Five additional girders would have been required with the use of conventional strength concrete.

Charenton Canal Bridge Louisiana, 1999

This bridge (LA 87) is located over Charenton Canal in St. Mary Parish and was opened to trafc in November 1999. HSC was used for the piles, pile caps, girders, deck, approach slabs and barrier rails. The total length of the bridge is 111.3 m (365 ft) with a 887.9-m (2913 ft) horizontal radius. Five girder span lengths were used varying from 21.9 m to 21.6 m (71 ft 113/8 in to 70 ft 11 in) because of the horizontal curve. The girders were of AASHTO Type III. The girder spacing was 3 m (10 ft) and the deck thickness was 200 mm (8 in).

Figure 4
Bridge (LA 87) located over Charenton Canal in Louisiana, USA
Photo courtesy of Portland Cement Association, USA

28

HSC in bridges case studies 6

Benets of using HSC


Use of HSC with a concrete cylinder compressive strength of 62 N/mm2 (9,000 psi) allowed the use of ve lines of girders instead of the six lines that would have been required if concrete with cylinder compressive strength of 41 N/mm2 (6,000 psi) had been used. With the use of HSC in the piles their resistance to compressive and tensile driving stresses was increased, allowing the casting and shipping of longer length piles. Louisiana Department of Transport is expecting a 75100-year service life for the bridge instead of the normal 50-year service life for normal strength concrete structures, because of the added durability of the HSC members.

120th Street and Giles Road Bridge Nebraska, 1996

The 120th Street and Giles Road Bridge is located in Sarpy County, Nebraska and was opened to trafc in July 1996. HSC was used in the construction of girders and deck. The total length of the bridge is 68.6 m (225 ft) with a 30 skew. The girder type used was NU1100 with three girder span lengths of 22.9 m (75 ft). The girder spacing was 3.8 m (12 ft 5 in). The deck thickness was 190 mm (71/2 in).

Benets of using HSC


A 56-day concrete cylinder girder strength of 83 N/mm2 (12,000 psi) was specied for this bridge, which was nearly twice the normal design strength in Nebraska. This was the only performance characteristic required for the concrete girders. The bridge deck concrete required two performance characteristics, strength and chloride permeability. A 56-day concrete cylinder deck strength of 55 N/mm2 (8,000 psi) was required, the acceptance criteria also included a rapid chloride permeability of less than 1800 coulombs at 56 days. Seven lines of girders were required with the use of HSC compared with eleven that would have been necessary with conventional strength concrete girders.

Bridge over Newfound River (Route 3A) New Hampshire, 1999

This bridge (Route 3A) is located over Newfound River in Bristol and was opened to trafc in June 1999. HSC was used in the girders, precast panels and cast-in-situ deck. The total length of the bridge is 18.3 m (60 ft) with only one girder span length. The girder spacing was 3.5 m (11 ft 6 in). The deck had a 229-mm (9 in) composite section with 89-mm (3.5 in) thick precast deck panels and 140-mm (5.5 in) thick cast-in-place concrete.

Benets of using HSC


Designers were able to achieve wider girder spacing and a shallower girder with the use of HSC. One line of girders was eliminated through the use of higher strength concrete in the girders. The use of HSC is expected to result in greater durability with reduced longterm maintenance for both the girders and the deck.

29

6 HSC in bridges case studies

6.3 Canada

In Canada the use of high performance concrete in bridge construction has been extensive over the last decade. Different Canadian provinces have their own specications for HPC. A detailed review of bridges built in Canada using HPC is available in a state-of-the-art report by Bickley and Mitchell [2001]. Brief details of some of the bridges that have utilised HPC with high strength (i.e. HSC) are given below.

Portneuf Bridge, 1992

The Portneuf Bridge in Quebec comprises precast post-tensioned beams of 24.8 m (81.5 ft) span [CEB-FIP 1994].

Benets of using HSC


The use of HSC resulted in a smaller loss of prestress that allowed a larger permissible stress and consequently smaller cross-sections could be utilised. The use of HSC also resulted in enhanced durability properties for the structure.

HSC specications
Concrete with average cylinder compressive strength of 75 N/mm2 was used for this bridge, with a water/cement ratio of 0.29 and an air content of 57.5%.

St. Eustache Bridge, 1992

The St. Eustache Bridge in Quebec was built as a replacement for a 17-m short span bridge superstructure. The bridge comprises precast pre-tensioned channel-shaped girders [CEB-FIP 1994].

Benets of using HSC


The major consideration for choosing HSC was to achieve good durability characteristics. Furthermore, the initial cost was less than for a steelconcrete composite girder

HSC specications
HSC with 60 N/mm2 design cylinder compressive strength was used for this bridge; the water/cement ratio was 0.26 and the air content was 4.5%.

HSC Bridges in Alberta

Table 6.4 provides details of some of the HSC bridges built in the province of Alberta from 1997 to 2000.

30

HSC in bridges case studies 6

Table 6.4
HSC bridges built in Alberta, Canada [Bickley and Mitchell, 2001]

BRIDGE

DATE OF CONSTRUCTION
1997 1998 1998 1998 1999

SPECIFIED 28-DAY CYLINDER STRENGTH (N/mm2)


55 55 55 55 45 35

Stoney Trail Elevated roadway at Calgary Airport Centre Street Ogden Road overpass Centre Street rehabilitation

Anderson/McLeod Interchange

2000

50 40

Deerfoot Trail/22X Interchange

2000

50 40

Fish Creek LRT

2000

50 40

6.4 France

In France, almost all the major bridges are now built using high performance concrete.

Pertuiset Bridge, 19871988

In 19871988 Pertuiset Bridge, a cable-stayed bridge, was built over the Loire River. A owable HSC was chosen for the towers and the 180-mm (7 in) thick deck. The maximum stress under sustained load was 23 N/mm2 (3,300 psi) and under extreme overload was 38 N/mm2 (5,400 psi) [FIP-CEB 1990].

Benets of using HSC


HSC was used to make the construction cost effective.

HSC specications
The design concrete strength was specied as 60 N/mm2 (8,600 psi). The mean strength of concrete achieved at 16 hours was 33 N/mm2 (4,700 psi) and at 28 days was 80 N/mm2 (11,500 psi). The water/cement ratio was 0.33 and the slump was more than 200 mm (8 in.)

Joigny Bridge, 19881989

Joigny Bridge was constructed in 19881989. As an experimental exercise the HSC used for this bridge was produced without using silica fume in a commercial ready-mixed concrete plant. It is a three-span bridge, with a centre span of 46 m (152 ft) and externally prestressed double I-sections. 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].

31

6 HSC in bridges case studies

Benets of using HSC


The design studies showed that by using concrete with a specied strength of 60 N/mm2 (8,600 psi) rather than 35 N/mm2 (5,000 psi), 30% savings were made in the concrete volume used and there was a 24% load reduction on the pier, abutments and foundations. The number of prestressing strands was also reduced as a result of the reduction in dead weight.

HSC specications
The specied compressive strength was 60 N/mm2 (8,600 psi) and the average concrete strength obtained was 78 N/mm2 (11,200 psi).

Viaduct over Rhone River, Lyon

The 494-m long viaduct over the Rhone River forms part of the Northern Lyon ring toll motorway. The viaduct has seven spans of 57.4 m, 4 80 m, 73.6 m and 41.4 m. The deck is a wide box-girder of 3.2 m constant depth [Pham and Rialland, 1996].

HSC specications
High strength/high performance concrete of 60 N/mm2 characteristic cylinder compressive strength was used for the bridge superstructure, with the mix proportions as given in Table 6.5.

6.5 Norway

Since 1989 most of the concrete bridges in Norway have been constructed with the concrete satisfying the general requirement of having a water/binder ratio of less than 0.4, in addition to the use of silica fume in the concrete mix. These specications have been used to improve the chloride resistance of the structures exposed to de-icing salts and marine environment [CEB-FIP 1994].

Table 6.5
HSC mix proportions for viaduct over Rhone River [Pham and Rialland, 1996]

CONCRETE MIX PROPORTIONS


Cement type Cement quantity Fine aggregate type Fine aggregate quantity Coarse aggregate quantity Water Plasticiser type Plasticiser quantity

DECKS
CPA HPR 425 kg/m3 Sand 852 kg/m3 1066 kg/m3 140 kg/m3 Sikament FF86 5 kg/m3

32

HSC in bridges case studies 6

Stovset Bridge, 19921993

Stovset Bridge was built in 19921993; it is a prestressed cantilever bridge with a centre span of 220 m (725 ft) and two side spans of 100 m. HSC was used for the side spans and part of the main span. The middle part of the centre span, approximately 145 m was built of light-weight high strength concrete (LWHSC) [CEB-FIP 1994 and Elkem Microsilica Concrete 2000].

Benets of using HSC and LWHSC


HSC and LWHSC were used to give the benet of reduced weight with increased strength.

HSC specications
HSC of characteristic strength 55N/mm2 was used for the side spans and part of the main span. The LWHSC (LC55) was used for the middle part of the centre span. The mix design for LWHSC is given in Table 6.6.

Raftsundet Bridge, 1998

Raftsundet Bridge is a 711-m long, continuous post-tensioned, cast-in-place, box-section bridge. The slender, two-lane concrete bridge spans the Raftsundet sound in Northern Norway. The construction started in May 1996 and was completed in October 1998. The bridge is supported on three rows of slender, rectangular, twin columns. The four spans of the bridge are 86, 202, 298 and 125 m, with a box-section depth of more than 14 m close to the main span columns and of 3 m at mid span. The main span of 298 m has an underdeck navigation clearance of 46 m. The superstructure of the bridge consists of 10.5 m wide, two lane carriageway, and a 7-m wide box-section [Valum et al. 1999].

Table 6.6
LWHSC mix proportions for Stovset Bridge [Elkem Microsilica Concrete 2000]

MATERIAL
Cement Microsilica Fine aggregate Coarse aggregate Total water Plasticiser Superplasticiser Air-entraining agent Water/cementitious material ratio

TYPE
HS65 Ardal sand 08 mm Liapor 8, 416 mm light weight aggregate Betokem P Betokem SP 40 Betokem L(T) 1:9 <0.4

QUANTITY (kg/m3)
425 30 685 520 194 1.0 4.5 1.5

33

6 HSC in bridges case studies

Figure 5
Raftsundet Bridge, Northern Norway
Courtesy of Aas-Jakoe

HSC specications
The central 224 m of this span is constructed from high performance light weight concrete which has a minimum 28-day compressive (cube) strength of 60 N/mm2 (grade LC60) and hardened density of 19.75 kN/m3. The rest of the superstructure and the columns are constructed from high performance normal weight concrete which has a hardened density of 24 kN/m3, and a minimum characteristic compressive (cube) strength of 65 N/mm2 (C65). A total of 10,700 m3 normal weight concrete, C65, is used in the bridge along with 2,400 m3 light weight concrete, LC60. A summary of the results from concrete testing during the production of high performance lightweight and normal weight concretes is provided in Table 6.7. Table 6.8 provides the specications for these two types of concretes used.

Table 6.7
Test results for C65 and LC60 used in Raftsundet Bridge [Valum et al. 1999]

PROPERTY

HIGH PERFORMANCE NORMAL WEIGHT CONCRETE (C65)


Number of tests Average strength Standard deviation 68 71.9 5.6 4 27.5 4.1 36 24.63 0.28

HIGH PERFORMANCE LIGHT WEIGHT CONCRETE (LC60)


68 65.9 3.7 4 23.5 1.1 4 19.32 0.30

Compressive strength 28-day (N/mm2)

Modulus of elasticity (kN/mm2)

Number of tests E-modulus (Eo) Standard deviation

Hardened density 28-day (kN/m )

Number of tests Average density Standard deviation

34

HSC in bridges case studies 6

Table 6.8
Specications for C65 and LC60 used in Raftsundet Bridge [Valum et al. 1999]

MATERIAL

TYPE

DRY WEIGHT kg/m3 HIGH PERFORMANCE LIGHT WEIGHT CONCRETE (LC60) HIGH PERFORMANCE NORMAL WEIGHT CONCRETE (C65)
440 22 750 1035 550 175 180 4 3.5 0.6 4 (Tolerance 1% to +1 %) 0.37
3

Cement Silica Normal weight ne aggregate Normal weight coarse Light weight coarse aggregate Total water Plasticiser Water reducer Air entrainment Air content W/C ratio Fresh density

Norcem HS65 Finnfjordbotn 08 mm 816 mm 416 mm

430 25 745

SP 40 P L (M)

4 3.25 0.5 36% 0.36 19.50 kN/m (Tolerance 3 % to +1 %)

24 kN/m3 (Tolerance 2 % to +5 %)

Density differences between lightweight and normal weight concrete <4.5 kN/m3

6.6 Japan

Three HSC bridges were built for Japan National Railways in 1973; these bridges are of historical importance. The reasons for using HSC were to lower the dead load, reduce the deection, vibration, noise and the maintenance cost. After about 30 years of service, the bridges representing the rst generation of HSC bridges world-wide have performed according to expectations. The information about these bridges and the CNT Super Bridge has been obtained from the CEB Bulletin No. 222 [CEB-FIP 1994]. The information about Akkagawa Railway Bridge has been obtained from CEB Bulletin No. 197 [FIP-CEB 1990].

2nd Ayaragigawa Bridge, 1973

The 2nd Ayaragigawa Bridge has a maximum span of 50 m. This bridge consists of posttensioned bulb T-beams with 60 degrees skew.

Benets of using HSC


The high strength concrete was chosen to reduce the weight of individual beams to less than 150 tons for lifting. If normal strength concrete had been used, the weight would have been 170 tons.

HSC specications
For this bridge concrete design strength of 59 N/mm2 (8,600 psi) was used.

35

6 HSC in Bridges case studies

Iwahana Bridge, 1973

Iwahana Bridge was the rst medium-span prestressed concrete truss bridge in Japan that utilised HSC with a concrete strength over 79 N/mm2 (11,500 psi). This bridge is a 45 m (148 ft) single-span Warren truss, which was selected to satisfy the clearance under the bridge and to reduce deection. The truss members 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.

Benets of using HSC


A concrete bridge was utilised in this instance, as opposed to a steel truss bridge which would have been more economical, to eliminate noise and vibration problems.

HSC specications
For Iwahana Bridge the concrete design strength was 88 N/mm2 (12,750 psi) and the average strength obtained by the standard specimens was 83 N/mm2 (12,000 psi) with a coefcient of variation of less than 4%.

Otanabe Railway Bridge, 1973

Otanabe Railway bridge comprises a 24-m (79 ft) single span Howe truss.

Benets of using HSC


High strength concrete was used to reduce maintenance costs and noise.

HSC specications
For this bridge HSC of 79 N/mm2 (11,500 psi) design strength was used.

Akkagawa Railway Bridge, 1975

The Akkagawa Railway Bridge is a 305-m (1,000 ft) long truss bridge that has main spans of 45 m (148 ft). The members were prefabricated and then assembled into 45-m (148 ft) sections and lifted into position. The joints were cast in-situ with 59 N/mm2 (8,600 psi) concrete.

HSC specications
For this bridge the prefabricated members had a required concrete strength of 79 N/mm2 (11,500 psi); 95 N/mm2 (13,750 psi) average strength was obtained with a standard deviation of 4.4 N/mm2 (630 psi). After casting, the members were steam cured at 65 C (149 F) for 12 hours, then the concrete was autoclave cured at 180 C (356 F) and 10 atmospheres for further 20 hours.

CNT Super Bridge, 1993

In 1993 CNT Super Bridge was built as a pedestrian bridge between two laboratories. The bridge comprises a 40-m (132 ft) single-span post-tensioned box beam with outstanding anges. The beam span/depth ratio was kept at 40 for aesthetic purposes. The shallowness of the beam created a vibration problem that was overcome by the use of a vibration controller attached under the beam deck.

36

HSC in bridges case studies 6

Benets of using HSC


HSC was used to reduce the beam depth.

HSC specications
Very owable HSC of 100 N/mm2 (14,600 psi) was chosen for the bridge. The water/binder ratio of 0.20 was used for the concrete with a 25 2 cm (10 0.8 in) slump and a slump ow of 60 5 cm (24 2 in).

The Kiso River and Ibi River Bridges, 2001

Two 30-m wide six-lane bridge structures were built as part of the Meichin Expressway to cross the neighbouring mouths of the Ibi and Kiso rivers. The 1,145-m long Kiso River Bridge and the 1,379-m long Ibi River Bridge are located approximately 1,300 m apart. Both bridges include a total of nine, virtually identical extra dosed structures, each with a wingspread of about 170 m, built using the free cantilever construction method. The extra dosed bridges are connected by intermediate steel girders of about 100-m length, resulting in typical span lengths of about 270 m. The bridges are characterised by one single plane of pylons and tendons, located on the centre line of the six-lane structures. The precast segment method was employed for the concrete sections of the girders. Each segment with weight of 30004000 kN was precast by the short-line-match casting method; these precast concrete segments are 33 m wide, 5 m long and up to 7 m deep [JSCE, 2001].

HSC specications
HSC with compressive strength of 60 N/mm2 was used in these bridges.

6.7 Denmark Great Belt Project, 19881998

A major tunnel and bridge connection was constructed in Denmark to cross the Great Belt. This project consisted of two single-track railway tunnels, each 8,000 m in length connecting the islands of Sprogoe and Zealand, and a parallel road bridge (East Bridge) of 6,800 m (22,440 ft). The central part of this bridge is a suspension bridge with a main span of 1,624 m (5,360 ft) and pylons of 254-m (835 ft) height. The islands of Sprogoe and Funen are connected by the West Bridge, a combined road and railway bridge with a total length of 6,600 m (21,780 ft). This bridge structure consists mainly of 110-m (363 ft) long precast concrete girders. The construction work for the project started in 1988 and was completed in 1998 [CEB-FIP 1994].

Benets of using HSC


High strength/high performance concrete was used as a better means of achieving the service life requirement of 100 years for the project. Durability was a major consideration for the project.

HSC specications
Table 6.9 provides the limits established for the concrete proportions for the project.

37

6 HSC in Bridges case studies

Table 6.9
Limits for concrete proportions for Great Belt Project [CEB-FIP 1994]

SPECIFICATION
Water/cementitious material ratio* Fly ash content of binder Silica fume content of binder

TYPE A** CONCRETE


<0.35 >10% 5% ~ 8% <25% <135 l/m
3

TYPE B*** CONCRETE


<0.40 >10% 5% ~ 8% <25% <140 l/m3

Notes *based on an efciency factor of 0.5 for y ash and 2.0 for silica fume. **Type A is for precast tunnel segments and in the part of the two bridges exposed to seawater. ***Type B is for the pylons on the East Bridge and the precast girders on the West Bridge.

Fly ash plus silica fume Total water content Entrained air required where exposed to freeze-thaw

Bridge across the motorway in Northern Jutland

This bridge was built as an arched bridge with high strength concrete of 75 N/mm2 characteristic compressive strength [Toft, 1996].

HSC specications
For the concrete mix, the quantity of cement and silica fume used was 430 kg/m3 and 30 kg/m3, respectively, and a water/cementitious ratio of 0.26 was used. Table 6.10 gives the measured concrete properties.

6.8 Germany Deutzer Bridge, 1978

The Deutzer Bridge built in 1978 crosses the Rhine River close to Cologne. 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). A lightweight HSC was used to case 61 m (200 ft) of the middle span and the rest of the bridge was cast with normal weight HSC [FIP-CEB 1990].

HSC specications
Both the lightweight and normal weight concretes had a specied strength of 54 N/mm2 (7,860 psi). The mean strength obtained in the eld was 72.4 N/mm2 (10,500 psi) for the lightweight concrete and 68 N/mm2 (9,890 psi) for the normal weight concrete.

Table 6.10
Measured concrete properties [Toft, 1996]

PROPERTY
Slump Air content Time before setting* Compressive strength Splitting tensile strength Modulus of elasticity**

VALUE
120 mm 2.53.5% 89 hours 50 N/mm2 after 2 days 87.5 N/mm2 after 28 days 6.25 N/mm2 21,100 N/mm2 after 1 day 28,800 N/mm2 after 4 days 32,000 N/mm2 after 7 days 32,800 N/mm2 after 28 days 37,200 N/mm2 after 56 days 444 millionths at 88 days 0.437 millionths/psi at 88 days

Notes *Before a penetration resistance of 3.5 N/mm2 was reached ** The results are mean values of results of three specimens.

Shrinkage Creep

38

HSC in bridges case studies 6

6.9 Spain The Guadalete River Bridge

The road by-pass for the town of El Puerto de Santa Maria across the Guadalete River in Spain used prestressed precast beams of HSC for the bridge decks. The bridge has a total length of 210 m, with two parallel decks 11.5-m wide and divided into eight 26.25-m length spans. Two I-beams of 1.74-m height are used for each span, which are joined together by a deck slab of 250-mm thickness [Delgado et al. 1996].

Benets of using HSC


The bridge is located near the Atlantic Ocean and is exposed to a marine environment; hence it was thought that HSC, with its high impermeability against chloride ions, would result in a more durable structure.

HSC specications
The HSC used in the bridge decks was of characteristic strength 80 N/mm2. The bridge deck beams were steam cured for 12 hours at 60 C. The mix design parameters for HSC are given in Table 6.11.

6.10 South Korea Seonyu Footbridge, 2002

Seonyu Footbridge in Seoul, also called Footbridge of Peace, has been built using the ultra high strength concrete Ductal. The bridge connects the city of Seoul to Seonyu Island situated in the Han River and was inaugurated in April 2002. The bridge structure is composed of a Ductal arch to which steel approach spans are connected. The 120-m arch is composed of six prefabricated segments. The arch has a width of 4.3 m and a depth of 1.3 m. The structure comprises of a thin 30-mm thick slab supported by transversal ribs and two longitudinal ribs at the extremities of the transversal section [Behloul and Lee, 2002].

Benets of using UHSC


The use of ultra high strength concrete allowed the bridge to have a very slender and thin structure; furthermore, the amount of material used in the structure was half that which would have been used in a similar structure made with traditional concrete.
Table 6.11
Concrete mix proportions for Guadalete River Bridge [Delgado et al, 1996]

CONCRETE MIX PROPORTIONS


Cement type Cement quantity Silica fume (microsilica) form Silica fume quantity Fine aggregate type Fine aggregate quantity Coarse aggregate, max. size Coarse aggregate type 0/6 mm ne gravel quantity 2/12 mm ne gravel quantity Water High-range water-reducer (superplasticiser) quantity

DECKS
155A 452 kg/m3 Densied powder 23 kg/m3 (5%) Sand 889 kg/m3 12 mm Crushed limestone 333 kg/m3 634 kg/m3 147 litres/m3 14 litres/m3

39

6 HSC in Bridges case studies

HSC specications
The concrete used in the Seoul footbridge achieved a compressive strength of 203 N/mm2 with a standard deviation of 11 N/mm2. The three-point bending strength was 44.2 N/mm2 with a standard deviation of 2.9 N/mm2.

6.11 List of further HSC bridges

The details of the bridges from No. 1 to No. 13 in the following list are available from FHWA [High Performance Concrete 2003]. The details for the rest of the HSC bridges in this list are provided in the cited references. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. Bridge over Newfound River (Route 104), New Hampshire, USA Rio Puerco Bridge, New Mexico, USA Bridge over Neuse River (U.S. Highway 401), Wake County, North Carolina, USA Bridge over Crooked Creek (U.S. Route 22) near Cambridge, Guernsey County, Ohio, USA Bridge on Northbound Interstate 29, Minnehaha County, South Dakota, USA Bridge on Southbound Interstate 29, Minnehaha County, South Dakota, USA Bridge on Hickman Road over State Route 840, Dickson County, Tennessee, USA Bridge on Porter Road over State Route 840, Dickson County, Tennessee, USA Louetta Road Overpass, State Highway 249, Houston, Texas, USA Bridge on U.S. Route 67 crossing over North Concho River, U.S. Route 87, and South Orient Railroad, San Angelo, Texas, USA Bridge on Route 40 over Falling River, Brookneal, Lynchburg District, Virginia Bridge on Virginia Avenue over Clinch River, Richlands, Virginia Bridge on eastbound lanes of State Route 18 over State Route 516 in King County, Washington, USA Columbus Arch, Indiana, USA [Price et al., 1997] Cross Westchester Expressway, New York, USA [Price et al., 1997] Badhausbrucke in Tulln, Austria [Zehetner and Lindlbauer, 1999] Second Stichtse Bridge over the Gooi Lake near Almere, the Netherlands [Kaptijn, 1998] Elorn Bridge, France [CEB-FIP, 1994] Normandie Bridge, France [CEB-FIP, 1994] Boulonnais Viaducts, Autoroute A16, France [Price et al. 1997 and Pham, 1997] Sandhornoya Bridge, Norway [CEB-FIP 1994] Stongsundet Bridge, Norway [CEB-FIP 1994] Bridge in Chabowka, Poland [Radomski, 1999] Lot Overpass, Brussels, Belgium [Bogaert, 2000] Pilot Project Sasbach, Germany [Bernhardt et al. 1998] Pilot Project Buchloe, Germany [Zilch et al. 1999] Wanxian Yangtze River Highway Bridge, China [Zihua, 1996] Pennar Bridge in Nellore Bypass Project, India [McKenna, 2003] Bhairab Bridge, Bangladesh [Simons, 2003]

40

Conclusions 7

7. Conclusions
High strength concrete has been used for bridge construction for over 30 years. The denition and maximum strength criterion for high strength concrete varies from country to country. However, usually HSC is any concrete that has compressive strengths that exceed that of concrete in normal use, has a low water/cement ratio and may have additions and admixtures. The limits of achievable strength and durability properties for concrete are being stretched further with considerable research going on to make the use of HSC easier and more common place. The materials for producing high strength concrete are widely available. The objectives for using HSC should be outlined and discussed with specialists and people experienced in dealing with HSC. Laboratory and eld trials should be carried out to achieve a HSC mix design satisfying the design and construction objectives. Strict quality control and quality assurance procedures should be followed to reap the full benets of using HSC. For high strength concrete, pre-construction meetings should be held between suppliers, contractors and owners to develop a strategy for ensuring a successful outcome. The most important factor for successful HSC production is quality control during the planning, design, production and curing phases. The design problems associated with the brittle fracture behaviour of HSC may be overcome generally by provision of adequate longitudinal and connement reinforcement and by due consideration of areas where this brittle nature of HSC may cause a problem. From the current literature survey and information gathering exercise, it appears that HSC has not been used extensively in the United Kingdom. However, use of 50 N/mm2 concrete is commonplace in UK bridge construction and that, according to the ACI denition, may be considered as high strength concrete. In the USA, the Federal Highway Administration (FHWA) has been working towards promotion of high performance concrete with the appropriate changes being made to the ACI Standards. Depending on the geographical location and environmental exposure of the bridge, either high strength or high performance concrete may be the concrete of choice for bridge construction. A helpful and concise overview of research programmes being carried out throughout the world on the development of high strength concrete (and other types of high performance concrete) is provided by Zia et al. [1997], encompassing the research activities in the USA, Canada, China, Denmark, France, Japan, Norway and Sweden. The use of HSC in bridges provides many advantages such as construction with smaller or fewer structural components, the possibility of achieving longer spans, increase in the load-carrying capacity without an increase in the bridge member sizes, enhancement in the durability of bridge members, lower maintenance costs, longer service lives and increase in the speed of construction. Due to these advantages, use of HSC can result in cost saving including both the initial and service life cost.

41

8 References

8. References
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Bending and Shear Tests on Post-and Pretensioned High Strength Concrete Beams. Fourth International Symposium on the Utilization of High Strength/High Performance Concrete, Paris, France, 2931 May 1996, de Larrard, F., Lacroix, F. Ed., pp. 845852. CURRAN, P N 1996. Dee Estuary Bridge The Design of the Post-Tensioned Asymmetric Cable Stayed Crossing. FIP Symposium on Post-Tensioned Concrete Structures, Sept 1996, pp. 94101. DELGADO, J M, OTEO, C S & HUE, F 1996. The Guadalete River: The First Spanish Experience on High-Strength Precast Concrete. Fourth International Symposium on the Utilization of High Strength/High Performance Concrete, Paris, France, 2931 May 1996, de Larrard, F., Lacroix, R., Ed., pp. 14171426. DING, J T, LI, Z 2002. Effect of Metakaolin and Silica Fume on Properties of Concrete. ACI Materials Journal, JulyAug, pp. 393398. DI MAIO, A, GIACCIO, G & ZERBINO, R 1996. Break-Off Test for High-Strength Concrete. 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HIGH PERFORMANCE CONCRETE, VERSION 3.0. 2003. US Department of Transportation, Federal Highway Administration, CD compiled under FHWA Contract No. DTFH6100-C-00009 entitled Compilation and Evaluation of Results from High Performance Concrete Bridge Projects. HILSDORF, H K 1995. Criteria for the Duration of Curing. Proceedings of the Adam Neville Symposium on Concrete Technology, Las Vegas, 12 June 1995, Malhotra, V. M., Ed., pp. 129146. HOLLAND, T C 1989. Working with Silica Fume in Ready-Mixed Concrete U.S.A. Experience. Proceedings, Third International Conference, Fly Ash, Silica Fume, Slag, and Natural Pozzolans in Concrete, SP-114, Trondheim, Norway, Vol. 2, Malhotra, V. M., Ed., American Concrete Institute, Farmington Hills, MI, pp. 763781. HOLTON, I 2004. Self-Compacting Concrete, Information Paper 3/04, BRE Bookshop, Building Research Establishment. HOOTON, R D 1993. Inuence of Silica Fume Replacement of Cement on Physical Properties and Resistance to Sulfate Attack, Freezing and Thawing, and Alkali-Silica Reactivity. ACI Materials Journal, MarchApr, Vol. 90, No. 2, pp. 143151. HOWARD, N L & LEATHAM, D M 1989. Production and Delivery of High-Strength Concrete. Concrete International: Design and Construction, Apr, Vol. 11, No. 4, pp. 2630. JSCE (JAPAN SOCIETY OF CIVIL ENGINEERS). 2001. Very Large Extradosed PC-Steel Composite Girder Bridges Under Construction The Kiso River and Ibi River Bridges. Technical Information Update, www.jsceint.org/Report/Technical_Information2000.htm KAKIZAKI, M, EDAHIRO, H, TOCHIGI, T & NIKI, T 1993. Effect of Mixing Method on Mechanical Properties and Pore Structure of Ultra High-Strength Concrete. Proceedings of the 4th International Conference on the Use of Fly Ash, Silica Fume, Slag and Natural Pozzolans in Concrete, held 38 May 1992, Istanbul, Turkey; Sponsored by CANMET in Association with the American Concrete Institute and Others; Ed. by Malhotra, V. M.; American Concrete Institute, Detroit, MI, Vol. 2, pp. 9971015 (ACI SP-132). KAPTIJN, N 1998. High Strength Concrete in Large Balanced Cantilever Bridges in the Netherlands; New Developments; the Pros and the Cons. Congress FIP Federation internationale de la precontrainte: Challenges for concrete in the next millennium, 1998, Conf. 13; Vol. 1 , pp. 281284, A A Balkema. KUROIWA, S, MATSUOKA, Y, HAYAKAWA, M & SHINDOH, T 1993. Application of Super Workable Concrete to Construction of a 20-Story Building. High Performance Concrete in Severe Environments. 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8 References

SCHULTZ, K 2003. The Contractors Perspective. HPC Bridge Views, May/June, Issue No. 27, pp. 23. SIMONS, D 2003. Edmund-Nuttall Ltd., UK (Private communication). SONEBI, M & KHAYAT, K H 2001. Testing Abrasion Resistance of High-Strength Concrete. Cement Concrete and Aggregates, Vol. 23, Issue No. 1, pp. 3444. STANISH, K, HOOTON, R D & THOMAS, M D A 2001. The Rapid Migration Test An alternative to AASHTO T 277. HPC Bridge Views, JanFeb, Issue No. 13, pp. 2. TAERWE, L 1991. High Strength Concrete for Prestressed Concrete Girders. IABSE Reports, Vol. 64, pp. 355360. TOFT, L T 1996. Experiences from Data Collection and FE-Simulations on a HighStrength Bridge. Fourth International Symposium on the Utilization of High Strength/High Performance Concrete, Paris, France, 2931 May 1996, de Larrard, F., Lacroix, R., Ed., pp. 14571464. VALUM, R, POLKONSULT, A S, NILSSKOG, J E & ANLEGG, A S 1999. Production and Quality Control of High Performance Lightweight Concrete for the Raftsundet Bridge. Fifth International Symposium on the Utilization of High Strength/High Performance Concrete, Sandefjord, Norway, 2024 June 1999, Vol. 2, pp. 909918. WALEED, N 2001. High Performance Concrete in Codes of Practice, MSc Thesis for the degree of University of London. WEBER, S & REINHARDT, H 1995. A Blend of Aggregates to Support Curing of Concrete. Proceedings of International Symposium on Structural Lightweight Aggregate Concrete, Holand, I., Hammer, T. A. and Fluje, F.(Eds.) Sandefjord, Norway, pp. 662671. ZEHETNER, K & LINDLBAUER, W 1999. Directly-Trafcable High Performance Concrete Bridge Structures Practical Utilisation Demonstrated by the Example of the Badhausbrucke in Tulln, Austria. Fifth International Symposium on the Utilization of High Strength/High Performance Concrete, Sandefjord, Norway, 2024 June 1999, Vol. 2, pp. 935946. ZIA, P, AHMAD, S H & LEMING, M L 1997, High-Performance Concretes A State-of-Art Report (19891994). FHWARD-97030, U.S. Department of Transportation. ZIA, P, LEMING, M L & AHMAD, S H 1991. HighPerformance Concretes: A State-of-the-Art Report. Strategic Highway Research Program, National Research Council, Washington, D.C.(SHRP-C/FR-91103; PB92130087). ZIHUA, Y 1996. The Application of High-Strength Concrete in the Design of Wanxian Yangtze River Highway Bridge. Fourth International Symposium on the Utilization of High Strength/High Performance Concrete, Paris, France, 2931 May 1996, de Larrard, F. and Lacroix, R., Eds, pp. 14831492. ZILCH, K, PFISTERER, H, MUELLER, A & HENNECKE, M 1999. Pilot Project Buchloe A Bridge with High Strength Concrete B 85. BAUINGENIEUR, Vol. 74; No. 9, pp. 370378.

Referenced standards
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44

CONCRETE BRIDGE DEVELOPMENT GROUP The Concrete Bridge Development Group aims to promote excellence in the design, construction and management of concrete bridges. With a membership that includes all sectors involved in the concrete bridge industry bridge owners and managers, contractors, designers and suppliers the Group acts as a forum for debate and the exchange of new ideas. A major programme of bridge assessment, strengthening and widening is already underway to accommodate European standards and the increasing pressures on the UK road network. The Group provides an excellent vehicle for the industry to co-ordinate an effective approach and to enhance the use of concrete. Through an active programme of events and seminars, task groups, newsletters, study visits and publications, the Concrete Bridge Development Group aims to:
Address the challenge of the national bridge programme Provide a focus for all those involved in concrete bridge design, construction

and management
Promote an integrated approach and encourage development of innovative

ideas and concepts


Promote best practice in design and construction through education, training

and information dissemination Make representations on national and international codes and standards Identify future research and development needs Maximise opportunities to develop the wider and better use of concrete. Membership of the Concrete Bridge Development Group is open to those who have an interest in promoting and enhancing the concrete bridge industry. Five main types of membership are available:
Group membership for industry organisations and associations Corporate membership for contractors, consultants, suppliers and specialist

service companies
Associate membership for academic organisations Bridge owners for all organisations that commission, own, maintain and

For further details please contact: The Concrete Bridge Development Group Riverside House 4 Meadows Business Park Station Approach Blackwater Camberley Surrey GU17 9AB UK Tel: +44 (0)1276 33777, Fax: +44 (0)1276 38899, e-mail: enquiries@cbdg.org.uk, website www.cbdg.org.uk

manage concrete bridges


Individual consultants

By being representative of the whole industry, the Concrete Bridge Development Group acts as a catalyst for the best in concrete bridge design, construction, maintenance and management.

CONCRETE BRIDGE DEVELOPMENT GROUP

PUBLICATIONS FROM THE CONCRETE BRIDGE DEVELOPMENT GROUP Integral bridges Technical Guide 1 A report of a study visit in August 1997 by a CBDG delegation to North America, sponsored by the DTI (1997) Guide to testing and monitoring of durability of concrete structures Technical Guide 2 A practical guide for bridge owners and designers (2002) The use of bre composites in concrete bridges Technical Guide 3 A state-of-the-art review of the use of bre composites (2000) The aesthetics of concrete bridges Technical Guide 4 A technical guide dealing with the appearance and aesthetics of concrete bridges (2001) Fast construction of concrete bridges Technical Guide 5 The report of a Concrete Bridge Development Group Working Party (2005) You can buy the above publications from the Concrete Bookshop at www.concreteinfo.org and please visit www.cbdg.org.uk for further publications, including free download (2005). FORTHCOMING PUBLICATIONS Self-compacting concrete in bridge construction Technical Guide 7 Written by Peter JM Bartos, due out June 2005. Lightweight concrete in bridge construction Technical Guide 8 To be written by Philip Bamforth

CCIP002

CI/Sfb

UDC

High Strength Concrete in Bridge Construction

High Strength Concrete in Bridge Construction: A state-of-the-art report

Over the last decade there has been a huge increase in the use of high strength concrete (HSC) in bridge construction in countries such as the USA, Norway, Canada and France. This report was commissioned by the Concrete Bridge Development Group, with the support of The Concrete Centre, and researched and authored by BRE. It provides an overview of the issues related to the use of HSC, production and placement practices for HSC and the test methods used for HSC. The advantages of using HSC in bridge construction are manifold, for example the use of smaller or fewer structural components, the possibility of achieving longer spans, achieving lower maintenance costs and ensuring longer service lives. This report gives an overview of some of the information currently available on HSC and is thoroughly referenced to direct the reader to original sources for more detailed material.

Concrete Bridge Development Group

CCIP002 Published June 2005 ISBN 1 904482 15 5 Concrete Bridge Development Group Riverside House, 4 Meadows Business Park, Station Approach, Blackwater, Camberley, Surrey GU17 9AB Tel: +44 (0)1276 33777 Fax: +44 (0)1276 38899 www.cbdg.org.uk

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