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NORTH DAKOTADEPARTMENT OF TRANSPORTATION
MATERIALS AND RESEARCHDIVISION
Experimental Study ND 2001-01
Use of Stainless Steel Alternative for a Corrosion Resistance Structure
Construction Report
Project IM-2-094(011)289
November 2001
Preparedby
NORTH DAKOTA DEPARTMENT OF TRANSPORTATION BISMARCK, NORTH DAKOTA
Website:http://discovernd.com/dot
DIRECTOR Dave Sprynczynatyk
MATERIALS AND RESEARCH DIVISION Ron Horner
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RCS HHO-30-19
PROJECT EXPERIMENTAL
SHORT TITLE
THIS FORM
KEY WORDS
CHRONOLOGY
AND COST QUANTITY
EVALUATION
APPLICATION
REMARKS
U.S. DEPARTMENT OF TRANSPORTATION FEDERAL HIGHWAY ADMINISTRATION
EXPERIMENTAL PROJECT REPORT
LOCATIONCONSTRUCTION PROJ NOEXPERIMENTAL PROJECT NO.
BarnesIM-2-094(011)289SURFNUMBER-YEARSTATE
28810-2001ND1
PROPRIETARY FEATURE?NEEP NO.EVALUATION FUNDING
YesXDEMONSTRATION3HP&RX1
No5149IMPLEMENTATION4CONSTRUCTION248
Use of Stainless Steel Alternative for a Corrosion Resistance StructureTITLE
52
REPORTINGYR.MO.DATE
FINAL3ANNUAL2INITIALX110-11140
KEY WORD 2KEY WORD 1
CORROSION167STAINLESS STEEL145
KEY WORD 4KEY WORD 3
REBAR211BRIDGE DECK189
PROPRIETARY FEATURE NAMEUNIQUE WORD
STELAX NUOVINOX 316L255233
DATE EVALUATIONEVALUATIONEVALUATIONDATE FEATUREDATE WORK PLAN TERMINATED:EXTENDED UNTIL:SCHEDULED UNTIL:CONSTRUCTED:APPROVED:
11-2111-0109-99
293289285281277
UNIT COST (Dollars, Cents)UNITSQUANTITY OF UNITS
TON5LIN. FT1
Rebar is $0.59/lbLBSX6SY2
Fabrication is $0.12/lbEACH7SY-IN3
Freight estimate is $2,000.00LUMP SUM8CY4
44,000
306305297
FINALPERFORMANCECONSTRUCTIONXAVAILABLE EVALUATION
315REPORTS PERFORMANCECONSTRUCTION PROBLEMS
EXCELLENT1NONE1
GOODX2SLIGHT2
SATISFACTORY3MODERATEX3
MARGINAL4SIGNIFICANT4
UNSATISFACTORY5319SEVERE5318
(Explain in remarks if 3, 4, 5, or 6)PENDINGX4ADOPTED AS PRIMARY STANDARD1
is checked)REJECTED5PERMITTED ALTERNATIVE2
NOT CONSTRUCTED6ADOPTED CONDITIONALLY3320
321 The stainless steel clad reinforcing used in the superstructure is Stelax Nuovinox 316L Clad Rebar Grade 60 from Stelax Industries Ltd. Problems encountered from the supplier were irregularities in the coating and bending the bars to the correct dimensions.
700
Form FHWA 1461
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ExperimentalStudy ND 2001-01
Use of Stainless Steel Alternative for a
Corrosion Resistance Structure
Construction Report
Project IM-2-094(011)289
November 2001
Writtenby
Rhaub Walker
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Disclaimer
The contents of this report reflect the views of the author or authors who are responsible for the facts and the accuracy of the data presented herein. The contents do not reflect the official views of the North Dakota Department of Transportation or the Federal Highway Administration. This report does not constitute a standard, specification, or regulation.
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TABLE OF CONTENTS
OBJECTIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
PROJECT HISTORY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Traffic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
DESIGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Test Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Control Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
MATERIAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Manufacturers Statements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Cost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
CONSTRUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
EVALUATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
APPENDIX A: Reinforcing Bar List & Details . . . . . . . . . . . . . . . . . . . . . . . . . A-1
APPENDIX B: Stelax (UK) Limited Testing Analysis . . . . . . . . . . . . . . . . . . . B-1
APPENDIX C: Midwest Industrial X-Ray, Inc. Testing Analysis . . . . . . . . . C-1
APPENDIX D: Welding Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-1
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Use of Stainless Steel Alternative for a
Corrosion Resistance Structure
Objective
The deterioration of reinforced concrete structures has long been a problem to highway
agencies. The major cause of the deterioration results from corrosion of the steel due to
chlorides.
The cost of using stainless steel rebar is prohibitive for highway construction at this time
but a new product known as Nuovinox, a carbon steel rebar clad with stainless steel is reported
to be a stainless steel alternative priced considerably lower than stainless steel.
The objective of this research study is to determine if a carbon steel rebar clad with
stainless steel is a cost effective new method of combating the effects of chloride intrusion.
Reinforcing steel is protected in concrete by a passive iron oxide layer that forms
because of the high pH of the concrete. Corrosion won’t occur as long as there are no breaks in
the passive layer over the steel. The layer may be broken by two things; one involves
carbonation, the other, chloride ions.
Carbonationoccurs when carbon dioxide from the air reacts with water to form a weak
acid that converts calcium hydroxide within the hydrated cement paste to calcium carbonate.
Giventime, this reaction can work its way in from the surface of the concrete to the reinforcing
steel, reduce the pH of the concrete surrounding the steel, and allow corrosion to begin.
However, with a low water to cement ratio, carbonation is seldom a concern.
Most corrosion problems are related to chlorides. It has been noted that the formation of
aniron chloride complex ion frees the iron to begin the corrosion process. When the
concentrationof chlorides gets higher than a threshold level, corrosion starts.
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Corrosionhas been attributed to the fact that chloride destroys the protective
passivationfilm which is formed on steel surfaces due to the high pH condition in concrete pore
solution (pH=12-13).
Researchon concrete durability has greatly increased and has demonstrated that
many of severe problems, such as cracking, delamination and spalling of concrete, are related
to chloride induced steel corrosion. The corrosion induced damage is a serious problem for
the structure.
Scope
The plans for this project call for the use of a stainless steel clad rebar for its reinforcing
steel. The use of this product is limited and ongoing research in many states is being
conducted. Unlike epoxy coated rebar, its cladding is resistant to accidental damage and
bars can be mechanically handled in the same way as black bars. It can be field bent, cut, and
welded. Its chloride threshold is the same as solid stainless. If the coating on epoxy rebar is
nicked during transport or installation, resulting in a damage level of only 5%, the chlorine
threshold of the damaged bar becomes the same as black bar. Corrosion will then continue
underneath the damaged epoxy coating. Typically, epoxy rebar will give corrosion protection
for an average of 10 years. The advertised projected life span for stainless steel clad rebar is
75 - 100 years.
Precleaned epoxy coated reinforcing bars are protected with a coating of powdered
epoxy that’s fusion-bonded to the steel in an assembly fine process. Typically, manufacturers
have the capability to coat straight bars, but only a few can coat bent bars. The coating
physically blocks chloride ions. However, unless the bars are coated after bending, there’s a
potentialfor cracking and chipping of the epoxy coating during bending. Damage to the epoxy
coating also may occur during field-handling of the bars.
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Location
The bridge is located West of Valley City, North Dakota, on Interstate 94 in reference
mile 290. The National Bridge Number is 94-290.803. The project number is IM-2-
094(011)289.
The West Valley City Interchange bridge is 0.025 Miles long. The project begins at
station5353+67.69 and ends at 5354+98.69.
Project IM-2-094(011)289
Project History
Construction
Constructionhistory at the location of the project is shown in Table 1.
Year Type Width (feet)
1958 Structure 40.0
1979 ApproachSlab -
1979 PCC Deck Overlay -
1985 RailRetrofit -
2001 Structure 40.0
Table 1.
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Traffic
Traffic data at the location of the project is shown in Table 2.
Design Data
Traffic Average Daily Est. Max Hr.
Current 2000 Pass: 4115 Trucks 775 Total4890 490
Table 2.
Design
Constructionof two structures on Interstate 94 near Valley City is proposed for the Year
2000. One structure will be constructed using epoxy coated rebar as specified by NDDOT
specifications and the other structure will use the Nuovinox rebar during construction. The
amount of rebar in each structure is approximately 44,000 pounds.
Test Structure
The work at this site consists of building a new 131 foot long, 3-span spread box girder
bridge with a clear roadway width of 40 feet.
The NDDOT project engineer is Mike Flaagan and the NDDOT bridge engineer is
TerryUdland. The contractor for this project is Industrial Builders Inc.
The stainless steel clad reinforcing to be used in the superstructure shall be Stelax
Nuovinox316L Clad Rebar Grade 60 from Stelax Industries Ltd. The reinforcing bar list and
details for the test structure are located in Appendix A. Photo 1 shows an example of a
stainless steel clad rebar. The rebar is manufactured in South Wales, United Kingdom.
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Photo 1. Example of Stainless Steel Clad Rebar
ControlStructure
The bridge is located West of Valley City. The project number for the control section is
IM-2-094(043)289. The bridge begins at Station 5353+74 and ends at Station 5355+05.
The National Bridge Number is 94-290.803L-3. The bridge was constructed in May of
2000 and the contractor was Industrial Builders Inc.
The type of reinforcing steel used within the bridge deck was epoxy coated rebar.
Material
The following statements are from the manufacturers literature.
Nuovinox316L is available in Grades 300 MPa, 420 MPa & 520 MPa (Grades 40, 50 &
75) and conforms to ASTM A 615 and ASTM A 955. The outer stainless layer is made from
316L which is an austenitic chrome nickel alloy with Molybdenum. The composition of the inner
core can vary depending on the application, for example the Grade size.
The stainless steel clad rebar is made through a patented green process which results
ina metallurgical bond during hot-rolling between its outer stainless steel cladding and its
carbonsteel core. The process is unique in the fact that the cladding is not installed after the bar
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is made but rather at the point of its conception. Stainless coil is progressively made into a
stainless steel pipe and then plasma welded. The pipes are cut to length and processed high
tensile steel turnings are compressed into the interior of the pipe by a 400-t. press. The ends of
the pipe are crimped and the resulting billets are fed through a walking beam furnace. When
the billet reaches a certain temperature, the billet is rolled. The stainless steel cladding is
evenly deposited along the surface and metallurgically bonded to the inner carbon steel core.
The rebar has a corrosion threshold of over 7 kg/cu.m chloride level and is expected to
have a 75-100 year life. Epoxy coated rebar has a corrosion threshold of 0.7 - 1.2 kg/cu.m.
Anaverage stainless steel clad thickness is 0.8mm. It is available in the size range of
13 mm (No. 4) to 32 mm (No. 10). Stelax produces Nuovinox 316L in diameters of 5/8 inch to
1.5 inches. The length available is from 20 ft to 38 ft long. Nuovinox rebar is also offered in fully
fabricated form to the cutting and bending required, with ends sealed.
Nuovinoxhas a shear strength between the core and cladding of 300 Mpa when tested
according to ASTM A 263-88. It is fatigue tested to 2 million cycles (150 Mpa - 275 Mpa) with
no impairment to the metallurgical bond.
Ends can be sealed by welding or by application of stainless steel or plastic caps pre-
filled with a suitable sealant.
Testing Performed
Stelaxconducted tests on their rebar. Their certificates are based on laboratory tests
onregular batch samples taken from different rollings. All tests performed passed the required
specifications. These results are found in Appendix B.
Midwest Industrial X-Ray, Inc. located in Fargo, North Dakota tested a sample #5
stainless steel clad rebar. A tensile, microetching and chemical spectrographic test was
performed. The tensile test was completed per ASTM A2633,10. The microetching test was
completed per ASTM E 488-18. The chemical spectrographic test was completed per ASTM
E415-95a and ASTM E 1019-94. All tests passed the required specifications. Appendix C
gives the results of these tests.
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Cost
The following is a breakdown of the costs associated with the stainless steel clad rebar.
The fabrication includes the cutting and bending of the rebar by the supplier.
StructuralRebar 44,000 pounds
Rebar is $0.59 per pound
Fabricationis $0.12 per pound
Freight estimated at $2,000.00
Totalcost of Material: $33,240.00
The following are costs associated with the control structure using the epoxy coated
rebar. The total cost includes fabrication.
StructuralRebar 40,942 pounds
Rebar is $0.74 per pound
Totalcost of Material: $30,297.08
Construction
Site Visit 1.
Anon-site evaluation was performed on June 4, 2001 to visually inspect the stainless
steelclad rebar. The findings are as follows:
A. Bent bars are not uniformly bent.
B. Bent bars supplied are not fabricated to dimensions detailed in the project plans. The “k”
bar legs are too long. This may require cutting of the bars and subsequent treatment such as
capping or welding. Depending on the locations of the bars, this may result in an increase in
contractor labor.
C. No. 5 bars were substituted for No. 4bars in shipping.
D. Bent bars do not show signs of cracking or wrinkling of cladding at the bends.
E. The inner carbon steel bars appear to be wrapped with stainless steel cladding. Possible
variations in diameter of the inner carbon steel bar may result in a raised seam in the cladding
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material. See Photo 3.
Damage to this seam
produces an opening in
the stainless steel
cladding and entry point
for moisture and
corrosive materials to
come into contact with
the carbon steel bar.
F. Cuts and breaks
were identified in the Photo 2. Split in Stainless Steel Cladding (Notice the raised seems)
stainless steel cladding
whichexposes the inner carbon steel bar. See Photo 2, 3 and 4.
It was also noted
thatthe stainless steel
clad rebar was shipped
onflatbeds and was
strapped on by chains.
StelaxLimited had
specified that chains
were not to be used by
the hauling companies.
As a result of the chains,
some rust residue had Photo 3. Cut in Stainless Steel Cladding
formed on the rebar.
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Photo 4. Split in Stainless Steel Cladding near a bend
The Valley City District personnel identified 30 k-type bent bars that were damaged.
Stelaxprovided a welding procedure (compiled by a welding engineer in Alberta Canada) for
repairof the damaged bars. The welding procedure for end-sealing and cladding repair of
316L Nuovinox rebar was in accordance with DIN 1733; 1736; and DIN 8556 for welding
stainless steel clad plate.
Site Visit 2
Anon-site evaluation of the stainless steel clad rebar being placed in the bridge deck
was conducted on June 14, 2001. See Photos 5 & 6.
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Photo 5. Bridge Deck Forms
Photo 6. Placement of Stainless Steel Clad Rebar
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The following
was observed
from the site
visit:
A. The k bars
were cut to
proper lengths
as specified in
plans and end
welded. See
Photo 7.
B. All
damaged rebar Photo 7. k-type bar cut and welded
were welded to
prevent
unnecessary
corrosionfrom
occurring.
See Photo 8.
C. All spacers,
tie bars
and material
used within the
bridge deck was
thatof stainless
steel.
Photo 8. Split rebar welded
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The bridge
deck was poured
June 15, 2001.
See Photos 9 &
10.
Photos 11
& 12 show the
completed bridge
deck.
Progress
ofthe bridge deck
will continue to be
monitored. Visual Photo 9. Bridge deck being poured
inspectionwill be
conducted to
further study the
use of stainless
steelclad rebar.
Photos 13-
depicts the
construction
and final product
of the
controlbridge with
epoxy
steel.Photo 10. Bridge deck being poured
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Photo 11. Finished bridge deck
Photo 12. Side view of finished bridge deck
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Photo 13. View of the control section bridge deck (epoxy coated rebar)
Photo 14. View of the control section bridge deck being poured
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Photo 15. View of the control section bridge deck
Evaluation
The project will be evaluated at five, ten, fifteen, and twenty years.
Evaluationof the West Valley City Interchange bridge will be compared to the control
structure.
Summary
Comments from Mike Flaagen, NDDOT project engineer:
1. If we continue to use this material, we need to learn more about its characteristics.
We need to know how to accept it in the field and look for irregularities in the coating.
2. The supplier should do a better job of bending the bars to the correct dimensions.
Many of the bent bars were not exactly bent to the dimensions shown in the plans. This mainly
affected installation because the bars were tougher to fit in place. In some cases the contractor
had to cut bars to the correct length and cap them.
Other than these comments, Mike Flaagen reported that no other differences were
noticed in construction using the stainless steel clad rebar.
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Appendix A
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Appendix B
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Appendix C
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Appendix D
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