BRIDGING THE MILLENNIA

DURABLE CONCRETE CONSTRUCTION - PATTERSON RIVER BRIDGE,

NEPEAN HIGHWAY, MELBOURNE, VICTORIA

F. Andrews-Phaedonos B.E.(Hons), M.I.E. Aust, C.P.Eng

Technical Consultant - Concrete
Materials Technology Department, VicRoads, Melbourne, Australia

ABSTRACT
The need to design, specify and construct durable concrete structures has been in the
forefront of concrete technology and worldwide attention in recent years. This is
recognised in the numerous international conferences, research initiatives and develop-
ment of new specifications and national standards addressing the subject. Attention to
durability of concrete has been the result of a growing number of durability -related
problems in concrete structures, the main one being the corrosion of the steel
reinforcement. The strength of concrete alone is no longer considered as the property
which can guarantee long lasting structures. It is now recognised that a relatively dense
and impermeable concrete cover are the main properties which can best ensure long-
term durability. In recognition of these developments, Patterson River Bridge on the
Nepean Highway in Melbourne was recently reconstructed after 60 to 70 years of
service, with specific emphasis on its long term durability. The new structure is a dual
four span prestressed concrete "super" T-beam bridge situated in a relatively aggressive
marine environment, approximately 200 metres from the sea. In order to ensure a
minimum 100 year design life, a number of special requirements representing the latest
advances in concrete technology and high performance concrete were included in the
specification. Silica fume concrete was used for all substructure components (silica
fume/fly ash for piles) and beams and a moderate (lower cement replacement) triple
blend mix of GP Cement/GGBF slag/fly ash was used for the deck and all above deck
components. Permeability testing in terms of volume of permeable voids (VPV) using
ASTM C 642 was used during the mandatory trial mixes as well as during construction.
Special requirements included protection of all materials against chloride contamination
prior to concrete placement, extended continuous moist curing and total isolation of all
exposed in-situ concrete surfaces against the ingress of chlorides. Electrical continuity
of the steel reinforcement and application of protective coatings was also carried out.
Other durability provisions included limitations to drying shrinkage, soluble salts,
alkali-aggregate reactivity (AAR) and temperature differentials. The bridge is being
monitored on an ongoing basis utilising a number of macrocell/galvanic current
corrosion monitoring probes which were embedded into a column during construction
and complemented with VPV testing of concrete cores, chloride ingress, adhesion and
penetration of coatings.

ACKNOWLEDGMENTS
The author wishes to thank the Chief Executive,VicRoads for permission to publish this
paper. The views of this paper are those of the author and do not necessarily represent
those of VicRoads. The author also wishes to thank the VicRoads Supervising Engineer
for the construction of Patterson River Bridge, Mr David Dix for his co-operation. The
assistance of Mrs Patricia Gall in typing this paper is greatly appreciated.

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INTRODUCTION

1. The number of reinforced concrete structures exposed to particular environmental

conditions, undergoing serious deterioration has been steadily increasing in recent years,
due mainly to material failures and inadequate design, construction and maintenance
practices. The durability of concrete structures is now widely acknowledged as a major
economic issue, as the cost of maintenance, repair and replacement has been building up
at an ever increasing rate. This increased world-wide attention to durability has led to the
gradual development of new specifications addressing more explicitly the various
parameters which have a major influence on the long term performance of concrete
structures. These general trends have also led to the progressive development of a
durability based VicRoads structural concrete specification (1).

2. In recognition of these developments the new Patterson River Bridge/Nepean

Highway Melbourne was reconstructed in 1995 after about 60 to 70 years of service, with
specific emphasis on its long term durability. The bridge is located in an aggressive marine
environment within 200m from the sea in Port Phillip Bay. In order to ensure a minimum
100 years design life a durability protection strategy was developed which incorporated a
number of measures against the possible ingress of chlorides. A number of specific
requirements representing the latest advances in concrete technology and high performance
concrete were included in the specification (2,3). The main intent was to ensure the
production of a well compacted and well cured high quality concrete which was able to
withstand the harsh marine exposure conditions.

3. Special protective measures included the use of concrete containing supplementary

cementitious materials (SCMs), protection of all materials against chloride contamination
prior to concrete placement, extended continuous moist curing, total isolation of all exposed
in-situ concrete surfaces against the ingress of chlorides during the curing period and
electrical continuity of the steel reinforcement. Other durability provisions included
limitations to drying shrinkage and soluble salts, alkali-aggregate reactivity (AAR) and
temperature differentials across a concrete element. Additional measures included the
application of protective coatings in the form of silane impregnation, decorative/anti-
carbonation coating and an anti-graffiti coating, and permeability testing in terms of
Volume of Permeable Voids (VPV) using ASTM C 642 during mandatory trial mixes as
well as during the construction period. As part of a long term monitoring program, mild
steel/carbon macrocell/galvanic current corrosion monitoring probes were installed in one
of the pier columns prior to placement of the concrete.

4. This paper discusses this multi-stage approach to durability. It also presents various
test results including chloride levels and pH values, VPV testing, results to date of the
corrosion monitoring probes, and adhesion/penetration results of protective coatings, which
were undertaken to measure the durability performance of the Patterson River Bridge,
Melbourne.

BACKGROUND

5. The original Patterson River Bridge was built in 1926 and widened in 1937. This
was a 7 span cast in-situ reinforced concrete structure founded on reinforced concrete piles.
The bridge was suffering from severe chloride induced corrosion of the steel reinforcement.
As a result severe cracking was found in most columns and crossheads and many of the

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columns showed severe spalling of the corners with consequent loss of metal from the steel
reinforcement. Most beams showed severe cracking and spalling of concrete, particularly
below the bottom layer of steel reinforcement. This was also the case with deck portions
in between the beams.

6. Over the years significant patch repairs were undertaken for both beams and
columns. However, these proved completely inadequate as the deterioration of the structure
continued unabated. In more recent times, fish nets had to be fixed to the underside of the
superstructure to capture spalled concrete and thus prevent injuries to boat operators and
pedestrians passing underneath the bridge.

Because of the high ongoing cost of maintenance of the bridge, a number of alternative
options for replacement and rehabilitation were considered. The use of cathodic protection
was discounted in this case due to the advance stage of deterioration and substantial
rehabilitation costs. It was considered that the most cost effective option was to replace the
bridge. This also provided the opportunity to further widen the structure, as well as
improve its load carrying capacity within the important traffic corridor of the Nepean
Highway.

DESCRIPTION AND EXPOSURE CONDITIONS

7. The new Patterson River Bridge presented the opportunity to provide a replacement
structure which improved the traffic management of the highway, provide a more
technically advanced structure which ensured a longer economic life and substantially
improved safety. The new bridge is a 4 - span/4 - lane structure supported on large twin
rectangular piers with crossheads hidden within the superstructure. The piers and abutments
are founded on reinforced concrete piles. The superstructure consists of pre-stressed
concrete "super" T - beams and a continuous reinforced concrete deck.

8. The bridge is in a reasonably prominent position and can be viewed from below and
at close range by motorists, pedestrians, cyclists, park users and recreational boat users, and
therefore attention to detail and finished quality was important. For aesthetic reasons the
new design also required the integration of some of the period features of the old bridge.

9. The bridge is situated in a fairly open and harsh marine environment about 200
metres from the sea. It is subjected to tidal movements of about 1.0 metre, strong
prevailing winds and sea water spray.

Three distinct exposure zones are readily identified (5):

(a) Atnio_spheric_zone - subject to salt spray laden wind, moisture ingress and
weathering.

(b) TidalLSplash gone - subject to tidal and splash water rich in chloride and greatly
influenced by the wetting and drying process which promotes the ingress of water
borne chlorides and diffusion of oxygen and chloride ions.

(c) S_ubmerged _zone - where piles and part of the pile caps are underwater and are
completely saturated thus severely restricting the supply of oxygen which is vital
for corrosion initiation and subsequent propagation.

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DURABILITY STRATEGY

10. The overall durability strategy adopted for the construction of this bridge was
underpinned by the strict specification requirements for improved high performance SCM
concretes which offered adequate chemical (ie., AAR etc) and dimensional stability, in
conjunction with improved construction practices and procedures. To this end the quality
assurance and documentation requirements provided for better control of the whole
construction operation, including the vital interaction between the various technical and
practical processes which have the potential to compromise the overall intent of the
durability strategy. This allowed the identification and elimination of quality problems as
early as possible, thus maintaining the integrity of the specification. In recognition that the
durability of a structure may diminish over the years whilst exposed to harsh conditions,
this multi-level protection approach was intended to ensure that sufficient redundancy
existed to ensure the long term serviceability of the structure.

SPECIFICATION REQUIREMENTS

Concrete Mix Design

11. The main emphasis of the concrete mix design principally focused on durability
although strength development requirements were also of importance. The standard
VicRoads specification Section 610 "Structural Concrete" formed the basis for
construction, although a number of additional areas were addressed as contract specific
requirements. The concrete mixes used for this project were characterised by very low
water/cementitious material ratios (W/C), use of SCMs, total minimum cementitious
material content and minimum 3, 7 and 28 day compressive strengths. Suitable dosages
of water reducing admixtures and superplasticizers were incorporated in the mix to
facilitate the required low mixing water content, low W/C and at the same time provide a
workable cohesive and compactable concrete.

12. A VR470/55 (i.e., minimum 470kg of cementitious material and 55 MPa concrete
at 28 days) mix design consisting of 90% GP Portland cement/10% silica fume was used
for all substructure components (except piles) and prestressed concrete beams. This mix
design was chosen instead of a high SCM replacement mix (ie. 30% GP Portland
cement/60% slag/10% silica fume), due to its superior strength development at early ages.
This expedited the construction process in terms of formwork removal and avoided the
exposure to the aggressive environment of a high VPV concrete at an early age. The
reinforced concrete piles were manufactured with a 60 MPa concrete consisting of a triple
blend mixture of 80% GP Portland cement/10% silica fume/10% fly ash. Once again this
mix provided a quicker turnaround of moulds within the precasting yard. A moderate
(lower cement replacement) triple blend mix, VR 400/40 consisting of 68% GP Portland
cement/24% slag/8% fly ash was used for the deck slab and all above deck components.
VPV testing undertaken during the trial mix design stage and during construction (refer
Paragraph 27 to 30) was well within the currently specified VicRoads VPV values for this
environment. Details of these mixes are presented in Table I.

Due to the special significance of the project, trial mixing was a made mandatory
specification requirement. Trial mix design was required to take into account the geometry
and type of concrete components, methods of concrete placement, curing methods to be
adopted and the finishability of the final product.

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Exposure Classifications

13. The exposure classifications nominated for the design and construction of specific
bridge elements are described in Table I. These were in accordance with recommendations
in the '92 AUSTROADS Bridge Design Code and the VicRoads structural concrete
specification Section 610. Exposure classifications for concrete structures are basically
related to their distance away from the coastline, the severity of the environment and the
frequency of wetting/drying cycles that may be encountered. On this basis, the required
concrete quality (i.e., SCMs concrete etc) and associated concrete covers were determined.

Soluble Salts

14. The acid-soluble chloride ion content of the trial mixes was set at a maximum of
0.06% for prestressed concrete and 0.10% for reinforced concrete, by mass of the total
cementitious material. The sulphate- ion content was set at a maximum of 5% by mass of
the total cementitious material. Restrictions to chloride-ion content were included in order
to minimise the risk of built-in chlorides contributing to potential (ie., from constituent mix
materials) corrosion process. Acid-soluble chloride limits were chosen instead of water-
soluble to take into account the possibility of bound chlorides going into solution thereby
increasing the risk of potential chloride attack. Restrictions on sulphate content are
necessary to minimise the risk of expansive reactions resulting in potential cracking and
disintegration of the concrete matrix.

Drying Shrinkage

15. The maximum shrinkage specified was 500 micro strain tested in accordance with
AS1012.13 at 21 days. This more stringent requirement (compared to normal class
concrete defined in AS 1379) was specified to ensure that concrete mixes were
appropriately designed, using ingredients which minimised drying shrinkage. Such a
restriction was expected to reduce the potential for shrinkage cracking and any subsequent
adverse effects on the structure.

Testing for Alkali Aggregate Reactivity (AAR)

16. The CSIRO 21 Day Accelerated Mortar Bar Test Method was specified. Expansion
of mortar bars was required to be less than 0.1% at 21 days and the alkali content not to
exceed 2.5kg/m3. It should be noted however, that during the construction period test
results submitted based on AS 1141 Section 39, Chemical Method, were reviewed and
considered as acceptable test data. The intention for this testing was to eliminate
potentially reactive aggregates which could lead to expansion and subsequent cracking, and
therefore compound the risk of durability loss in such an aggressive environment. It also
ensured that any future rehabilitation requirements, such as cathodic protection were not
impeded, due to subsequent excessive generation of alkalinity at the steel reinforcement.

Protection Against Ingress of Chlorides

17. All reinforcement and embedded metallic fixtures were required to be protected
against chloride contamination. It was also required that they be cleaned with water
complying with the specification, prior to casting into concrete, to ensure that any salts
were removed.

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TABLE I

CONCRETE DURABILITY DETAILS

Structural Concrete Exposure Min. Min. Max Proport'ns

Element Grade Classifn Comp've Cementitious . of
Strength Material W/C Cementi's
at 28 Content(kg) Materials
days
(MPa)
Pile caps
Columns GP90%
Crossheads Silica
Fender walls VR470/55 C 55 470 0.36 Fume
Wingwalls 10%
Abutments
PSC Beams
Piles 60MPa C 60 550 0.36 GP80%
Fly Ash
10%
Silica
Fume 10%
PSC Beams VR470/55 C 55 470 0.36 GP90%
Silica
Fume 10%
Deck Slab B, GP68%
Above Deck VR400/40 C 40 400 0.45 Slag 24%
Approach B2 Fly Ash
Slab 8%

Curing

18. A minimum of 14 days continuous moist curing was specified. The nominated
curing period of 14 days was required to be extended by the number of days when the
average daily temperature fell below 10C. The specification also required the isolation
of all exposed in-situ concrete surfaces against the ingress of chlorides from salt water or
sea spray with polyethylene sheeting or similar means during the curing period. No curing
compounds were allowed in this environment. During construction, curing applications and
isolation of formed concrete surfaces (particularly piers) generally commenced
immediately and completed well within an hour of removal of formwork.

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Formwork Removal Times

19. Formwork removal times for cast in-situ concrete are described in Table II.
However, formwork removal times for some of the concrete piers were changed during the
contract to 5 days subject to satisfactory temperature differential testing across the pier
elements and prompt commencement of curing as discussed in Paragraph 18. Testing for
temperature differentials is discussed in Paragraphs 23.

TABLE II

FORMWORK REMOVAL TIMES

Concrete Component Minimum Period before Removal of

All Substructure concrete works
Sides of slabs, kerbs and above deck
components
Formwork and Formwork Supports
7 days or until such time as the concrete had
reached the specified 7 day compressive
strength, whichever is the greater.
4 days

Electrical Continuity of Reinforcement

20. The steel reinforcement of all substructure components was required to be

continuous to allow for future application of a cathodic protection system if required.

Cross-Sectional Shape of Piers

21. Provision for circular columns was considered as the best approach to avoid the
problems of corner defects encountered in square or rectangular columns. However, due
to strict aesthetic reasons this was not possible and therefore piers were designed and
constructed with a large chamfer of 150mm which was a quarter of the width of the piers.
The move away from conventional square or rectangular piers was supported by previous
investigations which indicate that most deterioration of columns in marine environments
occur at the corners (5).

ADDITIONAL DURABILITY PROVISIONS

Protective Coatings

22. Two applications of a monomeric isobutyl tri-ethoxy silane impregnation were

applied to all piers and abutments after 28 days to prevent the ingress of moisture or water-
borne chlorides. This was followed by a further application of a decorative/anti-
carbonation coating and a compatible two pack polyurethane anti-graffiti coating.

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Temperature Differentials

23. Temperature monitoring was undertaken by installing temperature probes at both

the edge and centre of one of the piers. This was undertaken to assess the appropriateness
of earlier removal of formwork (ie. at 5 days instead of 7 days). The temperature gradients
through the section were generally below the required 20C, although over a short period
of time peak temperature differentials of between 20C and 25C were recorded across the
element. However, as there was no evidence of cracking or other distress these maximum
differentials were considered acceptable. Upon the earlier removal of formwork
temperature differentials across the section, as well as, between the concrete surface and
ambient conditions were well below 10C, thus providing satisfactory temperature
conditions to control cracking.

TESTING AND MONITORING

24. A number of galvanic monitoring probes have been embedded into the middle
downstream pier of the bridge in order to facilitate long-term monitoring of the
performance of both the new technology and the specifications adopted for the construction
of this bridge. This ongoing monitoring is complimented by a number of other tests,
including VPV testing of trial mixes, concrete cylinders during construction, concrete cores
extracted from the new structure, chloride and pH testing and adhesion/penetration testing
for protective coatings. It is intended that this testing and monitoring will continue on an
ongoing basis.

CORROSION MONITORING PROBES

25. Six macrocell/galvanic current corrosion monitoring probes (4) were installed in the
downstream column of Pier No.2. The monitoring probes consist of an array of steel pieces
acting as anodes and a carbon cathode. The macrocell or galvanic corrosion current
flowing between the steel anodes and the carbon cathode is measured periodically. As the
chloride ions penetrate the cover concrete the steel anodes in-turn become active and
corrosion currents are measured_

26. Three of the monitoring probes were installed in the upstream face and three in the
downstream face of the pier. They were placed at 0.2, 0.7 and 2.2 metres above the top of
the pile cap to basically measure the effects within the tidal, splash and atmospheric zones
respectively. Initially monitoring was undertaken on site at the monitoring box on a
monthly basis. However, a remote monitoring system was subsequently installed, and thus
monitoring is done on a more frequent basis. Fig.1 shows corrosion current data. Readings
were found to be very low and averaging less than 0.005 uA (microAmps). As no current
movement is expected for some time, a dummy probe will be cast in a more permeable
concrete so that corrosion can be induced at a faster rate in order to compliment the system.

VOLUME OF PERMEABLE VOIDS (VPV) TESTING

VPV Testing of Old Structure

27. A number of spalled concrete sections were procured after demolition of the old
structure and tested for VPV. The values ranged from 15% to 18.3% which translates to
an estimated 28 day VPV value of 18% to 22.5%. This clearly indicates that the concrete

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would have been very permeable during the vital early curing and maturity periods of its
life (i.e., first 28 days). These WV values were at least 4% to 7% higher than what the in-
situ values should be for this type of environment (Refer Table III and IV), and are
indicative of the severe deterioration of the original structure.

PATERSON RIVER BRIDGE

0.020
0.016
0.010
0.005
0.000
-0.005
6 -0.010
-0.016
-0.020
23/08/96 12/09/96 2/10/96 22/10/96 11/11/96 1/12/96 21/12196 10/01/97 30/01/97

Date of Reading

-02 -D3 -D4 -06 -06

Fig. 1 - Corrosion Monitoring Results, Monitoring Probe 0.2 m above Pile Cap

VPV Testing of Trial Mixes

28. VPV testing was undertaken for various trial mixes and cementitious blends during
the contract period, including the ones finally used in the works. The 28 day WV values
for the 90% GP cement/10% silica fume concrete mix was 10% compared to the 11%
required by the VicRoads specification for concrete grade VR470/55. The triple VR400/40
triple blend mix of 68% GP cement/24% slag/8% fly ash had a WV value at 28 days of
11.5% compared to 13% specified in the VicRoads specification for test cylinders
compacted by vibration (refer Table Ell and IV). Clearly these results indicate that a good
effort was made to design a well balanced and impermeable concrete for these works.

VPV Testing of Cylinders During Construction

29. Concrete cylinders were procured from the field during construction of the piers
(VR470/55, 90% GP/10% silica fume) and tested for WV. The WV test results for this
silica fume concrete was 12% which meets the VicRoads specification requirement of 12%
for cylinders compacted by rodding (refer Table III and IV), for this concrete grade and
exposure classification. Concrete cylinders tested at 90 days exhibited a WV value of
9.5%.

In-Situ VPV testing of New Structures

30. Concrete cores were extracted from three of the downstream piers after about 18
months in service and tested for WV. WV test results for Pier No.1 were 12.5%, Pier
No.2 10.6% and Pier No.3 11.1%. These results are much lower than the maximum of
14% required for VR470/55 concrete for test cores extracted from in-situ structures situated
in this environment (refer Table III and IV). The results clearly demonstrate that the pier
concrete was well placed, compacted and cured to produce a very good quality concrete.

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They also support the overall trend indicated by the test results obtained from trial mixes
and field cylinders.

CHLORIDE TESTING OF NEW STRUCTURE

31. Concrete dust samples were collected incrementally through the cover concrete, at
0.7 and 1.5 metres above the pile cap from three downstream piers of the new structure
after 18 months in service. This was carried out in order to determine chloride penetration
profiles and basically develop a reference point for future monitoring. More than 170
incremental samples were tested and showed no chloride penetration at any depths.

This is in contrast to the significant chloride levels (i.e., 2% at the surface and 0.4% by
weight of cement a short distance from the steel reinforcement) exhibited by a number of
South Gippsland Highway bridges, south - east of Melbourne, after about 3 years in service
when they were tested in 1991(5). These results clearly demonstrate the superiority and
effectiveness of the new technology and durability strategy adopted for this bridge.

TABLE III

MAXIMUM VPV VALUES AT 28 DAYS FROM VICROADS SPECIFICATION

SECTION 610

Maximum VPV Values at 28 days

Concrete
Grade (%)
Test Cylinders Test Cylinders Test Cores
(Compacted by (Compacted by
vibration) rodding)
VR330/32 14 15 17
VR400/40 13 14 16
VR450/50 12 13 15
VR470/55 11 12 14
Note: At this stage in the specification VPV values for test cores are applicable only to cores taken
from the test panels of sprayed concrete.

PH TESTING

32. pH testing was undertaken to obtain a measure of the alkalinity, or passivation level,
in the vicinity of the steel reinforcement. The pH was recorded at 12.5 which is typical of
silica fume concrete and compliments very well the lack of chloride penetration into the
concrete.

ADHESION TESTING

33. Adhesion testing of the decorative/ anti-carbonation coating was undertaken

approximately a week after application using. the pull-off adhesion tester in accordance with

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AS 1580.408.5. The testing was undertaken on concrete which was less than 28 days old.
Test results ranged from about 1.0 to 2.1 MPa compared to the minimum requirement of
0.75 MPa. Adhesion testing undertaken some 18 months later on three downstream piers
further confirmed the effectiveness of adhesion with results ranging from 2.0 to 4.9 MPa.

SILANE PENETRATION TESTING

34. The depth of penetration of silane is a very important criterion in ensuring that it
will perform its function of preventing the ingress of water-borne chlorides into the
concrete. Test cores extracted from the treated surface were split and tested for the
minimum hydrophobic depth. The depth of penetration measured a few days after
application was 5 to 6mm compared to a minimum of 3mm recommended by the
manufacturer for this type of concrete. These results were further confirmed on cores taken
some 18 months later, with penetration depths measured at 4 to 5mm.

TABLE IV

PATTERSON RIVER BRIDGE, VOLUME OF PERMEABLE VOIDS (VPV)

TESTING

VPV (%)
New Structure Old Structure Maximum
Allowable
28 90 Day 18Months 60/70 Yrs 28Day
Day Estimate
Trial 10' - - - - 11
Mixes
11.5' - - - 13
Cylinders
During 12' 9.5' - - 12
Constr'n
Pier No. 3 10.6' - -
Pier No. 2 11.1' - -
In-Situ Pier No. 1 12.5' - - 14

Old Structure 15 - 18.3 18 - 22.5

Note 1: VR470/55 - 10% Silica Fume

Note 2: VR400/40 - 68% GP/ 24% Slag/ 8% Fly Ash

OTHER TESTING

35. Testing for soluble salts undertaken during trial mixes recorded chloride- ion
content of about 0.05% and sulphate ion content of 3.5% by weight of cementitious
material, compared to the specified requirements of 0.06%/0.10% and 5% respectively.
The alkali content was calculated at 1.5kg/m3 compared to the specified maximum limit of

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2.5kg/m3. AAR testing also identified some reactive aggregates from north eastern Victoria
and were subsequently replaced with acceptable aggregates for the manufacture of the
"super" T-beams. No other reactive aggregates were identified.

FUTURE TESTING AND MONITORING

36. The analysis of the preliminary test results indicate a general trend in the right
direction. Testing and monitoring of the effectiveness of the overall durability strategy for
this bridge will be an ongoing process. This will probably comprise some additional
diagnostic techniques which are yet to be determined. Nevertheless, the current test data
forms a solid basis for future comparisons, which would no doubt allow for further
improvements and refinements to this multi-level protection approach.

CONCLUDING REMARKS

37 The use of a multi-level protection approach is now emerging as the most

appropriate way to ensuring the long term durability of reinforced concrete structures
situated in aggressive marine environments. The use of high quality SCMs concrete with
low W/C and VPV needs to be complimented with additional barriers against the ingress
of chlorides, and supported by strict specification and quality control requirements which
minimise the various interactions between the technical requirements and on-site practices.

38. After approximately 18 months of monitoring, early indications are that the
durability strategy adopted for this bridge is performing satisfactorily. Although it is too
soon to draw any long term conclusions, preliminary results indicate a trend in the right
direction. The evaluation of the performance of this multi-level protection strategy is an
ongoing process and will be carried out over a number of years. A later paper will report
on further monitoring and conclusions for the bridge, and allow further refinements to this
approach to concrete durability.

REFERENCES

1. VICROADS STANDARD SPECIFICATION (1997), "Section 610 - Structural

Concrete".

2. VICROADS SPECIFICATION (1994), " Replacement of Patterson River bridge

on Nepean Highway, Melbourne ".

3. ANDREWS-PHAEDONOS, F. (1994), "Development of Specification for the

Replacement of Patterson River Bridge, Nepean Highway" Internal report,
VicRoads, Melbourne, January.

4. TAYWOOD ENGINEERING LIMITED (1995), "Proposal for Supply and

Installation of Macrocell/Galvanic Monitoring Probes, Patterson River Bridge,
Nepean Highway", May.

5. ANDREWS-PHAEDONOS, F. (1992), " Condition Survey of South Gippsland

Highway Bridges", Rehabilitation of Concrete Structures, Proceedings of the
International RILEM/CSIRO/ACRA Conference, Melbourne.

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