vol35no2

Infrastructure

FEBRUARY 2013 Vol. 35 No. 2

33 The Gold Line Bridge

CI_2_12

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Concrete international february 2013 3

FEbruary 2013 Vol. 35 No. 2

INFraSTruCTurE

33 The Gold Line bridgeOvercoming design, seismic, and safety challenges to build California’s newest landmark

37 The aCI 562 repair CodeNew document fills a major gap in the concrete repair industry by Keith Kesner

41 use of Precast Slabs in rapid ConstructionPavement rehabilitation on I-66 in Virginiaby M. Shabbir Hossain and H. Celik Ozyildirim

47 Modeling Corrosion EffectsAn examination of chloride-induced deterioration of a bridge deck with epoxy-coated reinforcement by Soundar Balakumaran, Richard E. Weyers, and Michael C. Brown

55 aCPa 23rd annual Excellence in Concrete Pavements awards

aLSO FEaTurING

23 Forming the FutureHighlights of the ACI Fall 2012 Convention in Toronto

73 Concrete Q&aEvaluation of strength results

59

36

4 february 2013 Concrete international

February

Concrete international

departments

6 educational Seminars

7 President’s Memo

11 News

14 Calls for Papers

16 aCI Committee Document abstracts

18 On the Move

20 Industry focus

60 What’s New, What’s Coming

61 Products & Practice

64 Product Showcase

66 Public Discussion

68 Meetings

69 Spanish Translation Synopses

70 bookshelf

71 bulletin board

71 advertisers’ Index

72 Membership application

42

aMErICaN CONCrETE INSTITuTEhttp://www.concrete.org

Tel. (248) 848-3700fax. (248) 848-3150

The recently completed Gold Line Bridge, northeast of Los Angeles, is the largest public art/transit infrastructure project in California. The bridge design was inspired by the indigenous peoples and wildlife of the San Gabriel Valley. Formed grooves and hatch-marks on the curved underbelly of the superstructure simulate the patterns of the Western Diamondback snake. For more on this landmark project, see the article on p. 33. (Photo courtesy of the Metro Gold Line Foothill Extension Construction Authority.)

PubLIShErJohn C. Glumb, Cae

([email protected])

EdITOr-IN-ChIEF rex C. Donahey, Pe, LeeD aP

([email protected])

ENGINEErING EdITOr W. agata Pyc

([email protected])

MaNaGING EdITOrKeith a. Tosolt

([email protected])

EdITOrIaL aSSISTaNTKaitlyn J. Hinman

([email protected])

adVErTISINGJeff rhodes

Network Media Partners, Inc.([email protected])

Publishing services

MaNaGErbarry M. bergin

EdITOrS Carl r. bischof (Senior Editor),

Karen Czedik, Kelli r. Slayden, Denise e. Wolber

GraPhIC dESIGNErSGail L. Tatum (Senior Designer),Susan K. esper, ryan M. Jay,

Joshua J. Morrow

EdITOrIaL aSSISTaNTashley a. Poirier

Copyright © 2013 American Concrete Institute. Printed in the United States of America. All correspondence should be directed to the headquarters office: 38800 Country Club Drive, Farmington Hills, MI 48331. Telephone: (248) 848-3700. Facsimile (FAX): (248) 848-3701. Concrete International (US ISSN 0162-4075) is published monthly by the American Concrete Institute, 38800 Country Club Drive, Farmington Hills, MI 48331. Periodicals postage paid at Farmington, MI, and at additional mailing offices. Concrete International has title registration ® with the U.S. Patent Trademark Office. Subscription rates: $161 per year (U.S. and possessions); $170 (elsewhere) payable in advance: single copy price is $26.00 for nonmembers, $19.00 for ACI members, both prepaid. POSTMASTER: send address changes to Concrete International, 38800 Country Club Drive, Farmington Hills, MI 48331. The Institute is not responsible for the statements or opinions expressed in its publications. Institute publications are not able to, nor intended to supplant individual training, responsibility, or judgment of the user, or the supplier, of the information presented. Permission is granted by the American Concrete Institute for libraries and other users registered with the Copyright Clearance Center (CCC) to photocopy any article herein for the fee of $3.00 per transaction. Payments marked ISSN 0162-4075/97 should be sent directly to the Copyright Clearance Center, 21 Congress St., Salem, MA. 01970. Copying done for other than personal or internal reference use without the express permission of the American Concrete Institute is prohib ited. Requests for special permission or bulk copying should be addressed to the Publisher, Concrete International, American Concrete Institute. Canadian GST #126213149RT


IN Ci board of direction

Neal S. AndersonKhaled W. AwadRoger J. Becker

Jeffrey W. ColemanRobert J. FroschJames R. Harris

PresidentJames K. Wight

Vice Presidents

technical actiVities committee

chair

David A. Lange

secretary

Daniel W. Falconer

JoAnn P. BowningChiara F. Ferraris

Catherine E. FrenchTrey Hamilton

Ronald J. JanowiakKevin A. MacDonald

Antonio NanniJan Olek

Michael M. SprinkelPericles C. StivarosAndrew W. TaylorEldon G. Tipping

Luis E. GarcíaFlorian G. Barth

Kenneth C. Hover

Anne M. Ellis William E. Rushing Jr.

directors

Past President Board memBers

american Concrete Institute

educational actiVities committee

chair

David M. Suchorski

staff liaison

Michael L. Tholen

Alejandro Duran-HerreraMary Beth HuesteFrances T. Griffith

Tarek S. KahnKimberly E. KurtisThomas O. Malerk

John J. MyersWilliam D. Palmer Jr.

Lawrence L. SutterLawrence H. TaberDavid W. Whitmore

certification Programscommittee

chair

George R. Wargo

staff liaison

John W. Nehasil

Khaled W. AwadRoger J. Becker

Heather J. BrownCesar A. Constantino

Alejandro Duran-Herrera J. Mitchell Englestead

Brian GreenFrances T. Griffith Charles S. Hanskat

Joe Hug Thomas O. Malerk

Ed T. McGuire William D. Palmer Jr.

John J. Schemmel Vinicio SuarezEldon Tipping

Cecil L. JonesSteven H. Kosmatka

David A. LangeDenis Mitchell

Jack MoehleDavid H. Sanders

Certification and chapters:John W. Nehasil, Managing Director ([email protected])

Customer and member support:Melinda G. Reynolds, Manager ([email protected])

Engineering: Daniel W. Falconer, Managing Director ([email protected])

Finance and administration:Donna G. Halstead, Managing Director ([email protected])

Publishing and event services:Renée J. Lewis, Director ([email protected])

aci staff

Professional development: Michael L. Tholen, Managing Director ([email protected])

Sales and membership:Diane L. Baloh, Director ([email protected])

Strategic Development Council/ Marketing, sales, and industry relations:Douglas J. Sordyl, Managing Director ([email protected])

Sustainability:Kevin P. Mlutkowski, Director ([email protected])

Website strategy and content: Christopher J. Darnell, Director([email protected])

Executive Vice President: Ronald Burg ([email protected])Senior Managing Director: John C. Glumb ([email protected])

Ronald BurgexecutiVe Vice President

See pages 8-9 for a list of aCI’s Sustaining Members.

To learn more about our sustaining members, go to the aCI website at

www.concrete.org/members/mem_sustaining.htm.

sustaining memBers

Get In, Get Out, and Stay Out!

In their article on pavement rehabili-tation in Virginia (p. 41), M. Shabbir Hossain and H. Celik Ozyildirim

use this statement to capture the efforts of transportation agencies to serve their public. Are these the imperatives for all infrastructure maintenance projects? Probably so, yet the initial and most crucial requirement has to be, “Get the funding!” If poorly targeted austerity measures limit maintenance and repair, unchecked decay could lead to complete reconstruction or even abandonment. This editor was tempted to insert “(You can pay me now, or you can pay me later)” before the exclamation mark.

The American Concrete Pavement Association has named the recipients of its 23rd Annual “Excellence in Concrete Pavements” awards, recognizing quality concrete pavements constructed in the United States and Canada (p. 55). My quick analysis shows that the majority of the winning projects involved reconstruction or repaving. It also shows that the awards are concentrated in geographic clusters, with the states of Colorado, Oklahoma, and Kansas capturing over 43% of the total. Within those states, four contractors collected more than 76% of the awards. While it’s not clear what can be learned from the clustering of the awards, it’s clear that, at least for the U.S. highway transportation network, maintenance and repair dominate over expansion.

Given current economic and environmental factors, maintenance and repair can also be expected to dominate over new construction in the building industry. A new code document, ACI 562, will soon help engineers and contractors with that work (p. 37). As with any consensus document, the ACI 562 Code should be expected to evolve, and you’re invited to participate.

Rex C. Donahey

Continuing EduCation CrEditSeminar attendees will receive 0.75 Continuing Education Units (CEUs) worth 7.5 Professional Development Hours (PDHs) for each day of the seminar. Professional engineers can convert CEUs to PDHs to fulfill their continuing education requirements. ACI is a Registered Provider with the American Institute of Architects and several state licensing boards.

new! adhesive anchors: their Behavior and Code design requirementsThis new one-day seminar will cover the design requirements for adhesive anchors that were first introduced in the 2011 version of ACI 318. A complimentary copy of the newly published Volume 2 of SP-17(11), “ACI Design Handbook,” containing 19 worked anchor design example problems, is included with your registration. In addition to the design equations and their application, topics covered include material properties of common adhesives, tension and shear failure modes, capacity reduction factors, design of supple-mental reinforcement, and tension and shear interaction. Also covered are anchor qualification requirements, certification of anchor installers, and sev-eral design examples. Complimentary publications include Appendix D of ACI 318, ACI 355.4, ACI SP-17 Volume 2, ACI SP-283, and seminar lecture notes.

Concrete repair BasicsOne-day seminar for engineers, repair contractors, material suppliers, maintenance personnel, and public works engineers. Attendees will learn the best methods and materials for economical and effective concrete repairs. The seminar will cover causes and evaluation of problems in deteriorating concrete, repair techniques, repair materials, cracks and joints, protec-tion systems, overlays, and specifications for structures. Complimentary publications include ACI 201.1R, ACI 224.1R, ACI 364.1R, ACI 437R, ACI 546R, and seminar lecture notes.

Concrete Slabs-on-groundOne-day seminar for designers, specifiers, architects, engineers, contractors, building owners, and government agencies. Participants will learn about setting expectations for serviceability; sustainability; engineering consid-erations, loads, soil support systems, and low-shrinkage concrete mixtures with good finishability; minimizing problems with curling, shrinkage, joints, and surface tolerances; placing and finishing equipment; thickness design; designing for shrinkage, joints, details, and reinforcing; curing; surface treatments including polishing; requirements for plans and specifications;

preconstruction meetings; and problem recognition and remediation. Complimentary publications include: ACI 302.1R-04, ACI 302.2R-06, ACI 360R-10, industry-related articles, and seminar lecture notes.

updated! Simplified design of Concrete Buildings of Moderate Size and Height, an aCi/PCa SeminarThis ACI/PCA one-day seminar and the complimentary PCA publication EB204, “Simplified Design of Reinforced Concrete Buildings,” have been updated to cover ACI 318-11, “Building Code Requirements for Structural Concrete.” The seminar will focus on the design of concrete buildings of moderate size and height, in accordance with 2009 IBC. The purpose of this seminar is to provide structural, civil, and architectural engineers with ways to simplify design procedures, thus reducing time required to analyze, proportion, and detail small-to-moderate-size projects while still complying with ACI 318-11. Various design considerations that need to be addressed in the structural design and detailing of reinforced concrete buildings will be discussed. Numerous shortcuts and design aids that can increase design efficiency and reduce the time it takes to design small-to-moderate-size buildings will be introduced. Complimentary publications include PCA EB204 and seminar lecture notes.

troubleshooting Concrete ConstructionThis one-day seminar is for contractors, design engineers, specifiers, government agencies, and material suppliers. This seminar will provide attendees with solutions to many of the most common problems encountered in concrete construction, including: placing reinforcement, preventing most cracks, making functional construction joints, vibrating concrete properly, detecting delaminations, and identifying causes of de-teriorating concrete. Complimentary publications include: ACI 301, ACI 302.1R, ACI 303R, ACI 303.1, ACI 308R, ACI 309.2R, and seminar lecture notes.

NOTE: ACI is not responsible for the statements or opinions expressed by the faculty. If it is necessary to substitute an instructor, an individual with similar qualifications will be used.

seminars at-a-glanceSpring 2013 ACI Educational Seminars

For more information on ACI seminars, visit www.concreteseminars.com


President’s

Memo

James K. Wight, aCI President

The reorganized Code

The reoganized Code

I ’m sure that all of you have been hearing “rumors” about the reorganized

ACI 318-14 Building Code that will be published in the second half of 2014 after undergoing Technical Activities Committee review later this year and a public comment period next winter. The reorganization process was initiated in 2006 and has proceeded steadily— although not always smoothly, given the rigors of the ACI consensus process—under the

direction of Committee 318 Chair Randy Poston. The primary goal of the reorganizational effort is to

make the code more user-friendly by changing from the current behavior-based chapter format to member-based design chapters. The current format causes a designer to jump from chapter to chapter during the member design process without being sure that all of the design steps have been completed. The new code format will have all of the design and detailing requirements for a specific member type (for example, beams) in a single chapter, so when the provisions of a chapter are satisfied, all of the member design requirements will be satisfied. A user survey conducted following the release of the 2005 edition of the code indicated a desire for this type of format and it is believed that students, young engineers, and even seasoned professionals will be able to complete their designs more efficiently using the reorganized code.

Of course, a comprehensive member-by-member set of design chapters could result in considerable lengthening of the code if design equations are repeated in every chapter. Thus, a decision was made to develop “toolbox” chapters that contain common design and detailing requirements, which can be referred to from several member chapters. A balanced approach was required to avoid too many references to the toolbox chapters. Thus, member design chapters will have some references to the toolbox chapters and will also contain some design and detailing information that may be repeated in other member chapters.

Critics of the reorganization process have said that the code committee is simply reshuffling the design and

detailing requirements into a new arrangement. However, a major benefit is that every code provision is being thoroughly reevaluated as it is moved to its new location. This process has led to the elimination of redundant provisions and the replacement of vague provisions with tables and figures that are easier to interpret. Also, where gaps were identified, the committee is writing new provisions and even new chapters to fill those gaps.

The ACI Building Code is one of the most influential design codes in the world and a primary basis for ACI’s reputation as a leading source of technical knowledge and information for the best use of concrete. Thus, the Institute is concerned about the user-community reaction to the reorganized code. Because change is counter to human nature, even changes that result in increased efficiency and productivity often receive an initial negative reaction.

I have been around long enough to recall when the building code made the “drastic” change from working-stress to strength design concepts. Many negative opinions were expressed, but few structural engineers today would advocate a move back to working-stress design, especially after all of the other structural material codes have followed ACI’s lead and adopted a strength design approach.

With this memo, I am urging all of you to get actively engaged in the rollout of the ACI 318-14 Building Code. There is a 318-14 portal on the ACI homepage that contains the latest information on the reorganized code. Inside the portal, you will find background information, a listing of code chapters and chapter content, a sample chapter, and a short PowerPoint presentation that can be downloaded and used to explain the new code to others. ACI is also planning to have a series of seminars on the reorganized code that will be presented in major cities across the United States, as well as international locations where the ACI Building Code is adopted.

So, you should get informed regarding the what, why, and how of the reorganized code and become a leader in your design office or company for fostering the under-standing and acceptance of ACI 318-14.

James K. Wight

To learn more about our sustaining members, visit our Web site at www.concrete.org/members/mem_sustaining.htm

are the foundation of our success.

To provide additional exposure to ACI Sustaining Members, Concrete International includes a 1/3-page member profile and a listing of all Sustaining Member organizations. All Sustaining Members receive the 1/3-page profile section on a rotating basis.

Lafarge North America

Lehigh Hanson, Inc.

Lithko Contracting, Inc.

Meadow Burke

W. R. Meadows, Inc.

Metromont Corporation

MTL

Municipal Testing

North S.Tarr Concrete Consulting PC

Operating Engineers Training Trust

Oztec Industries, Inc.

Pacific Structures

Penetron International Ltd.

PGESCo

Portland Cement Association

Precast/Prestressed Concrete Institute

Schmitt Technical Services, Inc.

Sika Corp.

S.K. Ghosh Associates, Inc.

STRUCTURAL

Structural Services, Inc.

Triad Engineering, Inc.

TWC Concrete Services

Wacker Neuson

Westroc, Inc.

ACS Manufacturing Corporation

Advanced Construction Technology

Services

Ash Grove Cement Company

Ashford Formula

Baker Concrete Construction, Inc.

Barrier One, Inc.

BASF Corporation

BCS

Buzzi Unicem USA

Cantera Concrete Company

CECO Concrete Construction

Changzhou Jianlian Reinforcing Bar

Conjunction Co., Ltd.

CHRySO, Inc.

Concrete Reinforcing Steel Institute

CTLGroup

Dayton Superior

The Euclid Chemical Co.

Fibercon International, Inc.

Future Tech Consultants

W.R. Grace & Co.

Headwaters Resources, Inc.

Holcim (US) Inc.

Keystone Structural Concrete, LLC

Kleinfelder

ACS Manufacturing Corporation has been manufacturing and supplying concrete admixtures since 1979.

Among the big projects supplied are the Magat Multipurpose Hydro-electric Dam in Isabela, Philippines, with a volume of 1 million m3, and the San Roque Hydroelectric Dam in Pangasinan, Philippines, with a volume of 480,000 m3. Our customers are mostly ready mixed concrete companies and contractors, and we are the market leader in the Philippines.

ACS offers a complete line of concrete admixtures based on polynapthalene sulfonate for low-to- medium-strength concrete and polycarboxylate for high-strength concrete. As a service to our customers, we provide storage tanks and dispensers free of charge.

Our technicians do the installation and regular follow-up servicing of dispensers to ensure smooth and efficient operation. Our services are free of charge. We also do trial mix free of charge as needed by our customers.

For more information about ACS Manufacturing Corporation, please visit www.acs-manufacturing.com/ admix/or call: +63-2-6383414.

To learn more about our sustaining members, visit our Web site at www.concrete.org/members/mem_sustaining.htm

are the foundation of our success.

Celebrating 130 years of operations in 2012, the Ash Grove Cement Company (www.ashgrove.com) has distinguished itself in the cement industry with a strong and long-standing tradition of service, reliability and quality. As the largest American-owned cement company, Ash Grove has the capacity to produce more than 8 million tons of cement annually from eight cement plants located across the country and to distribute through more than 20 cement terminals, ready-mixed concrete, aggregates, packaged products and paving operations.

The Sunderland family has led the privately-held Ash Grove Cement Company for four generations. The company’s commitment to environmental stewardship, social responsibility and economic prosperity are at the core of the company leaders’ values. Ash Grove has strong ties to the communities in which it operates.

For more information about Ash Grove, visit www.ashgrove.com or call 800-545-1882.

Since its founding in 1916, the Portland Cement Association (PCA) has had the same mission: “Improve and expand the uses of portland cement and concrete.”

Where cement and concrete are concerned, so is the Portland Cement Association: in cement manufacturing, in raising the quality of concrete construction, in improving its product and its uses, in contributing to a better environment. In practice, this mandate means well-rounded programs of market development, education, research, technical services, and government affairs on behalf of PCA members—cement companies in the U.S. and Canada.

Concrete’s versatility and use in many green building applications makes it an excellent material for sustainable designs. As part of its ongoing commitment to sustainability, PCA sponsored the Sustainable Leadership Awards, which honor government leaders who advance sustainable development in their communities through the use of concrete. It continues sponsorship of its Environment & Energy Awards that recognize manufacturing facilities that exemplify the spirit of continuous environmental improvement by going beyond government regulations and local laws to ensure that their processes and policies contribute to making their communities better places to live and work.

To learn more about Portland Cement Association, please visit their website at www.cement.org or call 847-966-6200.

W. R. MEADOWS, INC., designs, manufactures, and markets high- quality products and systems for today’s construction professionals. Products are sold through our authorized distribution network. We have multiple branch locations located throughout North America, and our products are available in overseas markets as well. Our products cover every facet of the construction industry—from protecting and sealing concrete, expansion joints, and concrete restoration, to blocking the ingress of moisture through the building envelope, we’re there.

From highway construction and restoration, to waterproofing, vaporproofing, air barrier products, and more, we’ve been satisfying the needs of the public and private sectors of the building construction industry since 1926. All of our quality W. R. MEADOWS products are available worldwide through an authorized distributor network.

We remain committed to producing environmentally friendly products and systems that meet or exceed the latest EPA standards and guidelines. Our GREEN LINE® of environmentally friendly products has been a cornerstone of our product line for over 25 years.

For more information about W. R. MEADOWS, visit www.wrmeadows.com.

Technical Sessions | Committee Meetings | Networking Events | ConcreteView the committee meeting schedule and register at www.aciconvention.org

Impact Industry Codes and Standards at the

ACI Spring 2013 ConventionHilton & Minneapolis Convention Center | April 14-18, 2013 | Minneapolis, MN

ACI Committees provide the concrete industry with unbiased,

consensus-based standards, guides, and technical documents.

Contribute your knowledge and expertise during any of the 300+

committee meetings that will be held in Minneapolis at the

ACI Spring 2013 Convention.


NewsBridge Design Competition for Undergrads at 7NSC

Undergraduate student teams are encouraged to participate in a new bridge design competition that will take place during the 7th National Seismic Conference (7NSC) on Bridges and Highways, held in Oakland, CA, May 20-22, 2013.

This dynamic competition will involve designing a bridge to resist shaking from an earthquake- simulating shake table. The competition is intended for undergraduate engineering student teams from 2- and 4-year colleges.

The challenge is to design and construct a bridge as part of a new highway system to enhance the transportation network in the San Francisco Bay Area. The objective is to design the safest bridge model with K’NEX using the least amount of materials. The new bridge will be an essential element of the lifeline system used to assist the Bay Area in the event of an earthquake. For this reason, the bridge must withstand a combination of static and earthquake loads with minimal damage. In addition, the bridge should be constructed in minimal time to reduce costs to and disruption of the Bay Area population. Teams will have free access to design and analysis tools.

Teams are required to submit a poster documenting their scaled bridge design by March 31, 2013. The posters will be judged, and the top five teams will be invited to test their scaled bridge designs on an earthquake simulator.

Visit the 7NSC website for more details about the conference and competition: http://nees.org/ 7nscbridgedesignhome.

MSJC Applications Being Accepted

As the current Masonry Standards Joint Committee (MSJC) continues working to complete the 2013 MSJC

provisions, the sponsors of the MSJC are preparing for the next cycle of the committee. Richard Bennett was recently named as the new Chair to succeed Diane Throop in late 2013.

The application process is now open for the 2016 MSJC. Everyone interested in serving on the new committee, including current MSJC members, is invited to complete the


News

application. Reapplication by existing members is needed to confirm interest and willingness to serve. Opening the application process to new members allows new people to join the committee and contribute to its success via new ideas and perspectives.

To be considered for membership on the new MSJC, apply by February 15, 2013, using the form at www.masonrysociety.org/html/committees/tech/msjc/ msjc2016application.htm. Applications will be considered in March 2013 to balance requests of applicants and needs of the committee. A roster for the new committee is expected to be released in April 2013.

2013 Fazlur Rahman Khan Distinguished Lecture Series

The lecture series in Khan’s honor, held at Lehigh University, is organized by Dan M. Frangopol, the university’s first holder of the Fazlur Rahman Khan Endowed Chair of Structural Engineering and Architecture, and sponsored by

the Departments of Civil & Environmental Engineering, and Art, Architecture & Design. Lecture dates and speakers in the series include: • February 15, 2013—“The Evolution of the Skyscraper” by

R. Shankar Nair, Senior Vice President, exp US Services Inc., and Past Chairman, CTBUH, Chicago, IL;

• March 22, 2013—“Observations on AASHTO Bridge Design” by John M. Kulicki, Chairman/CEO, Modjeski and Masters Inc., Mechanicsburg, PA; and

• April 19, 2013—“Minimizing the Effects of Uncertainties in Developing Reliability-Based Design Criteria” by Alfredo H-S. Ang, Research Professor, University of California, Irvine, CA.Presentations start at 4:30 p.m. in the Sinclair Laboratory

Auditorium, Lehigh University, Bethlehem, PA. Go to www.lehigh.edu/~infrk for more information.

National Engineers Week Foundation’s Annual Global Marathon

“Women in Engineering and Technology: Inspire. Inform. Change the World” is the theme of the National Engineers Week Foundation’s annual Global Marathon. Set for March 6-8, 2013, the marathon is a free, worldwide online forum for women in engineering and technology to meet virtually and share stories of personal, educational, and professional challenges and successes. It is the only global event for women in engineering and technology offered in conjunction with International Women’s Day, March 8. For more information, interested participants should visit www.inxpo.com/events/globalmarathon. They can also e-mail the marathon team at engineering [email protected].

Topics for the 3-day event are: • March 6—Leadership: Never Underestimate the Power

of Example; • March 7—Emerging Leaders and Entrepreneurs: Inspiration

at Work and University; and • March 8—One Woman at a Time: Change the World.

This year’s Global Marathon Chair is Gayle J. Gibson, Director for Corporate Operations for DuPont. “Women remain underrepresented in engineering in most parts of the world,” she said. “The Global Marathon creates a community that connects women engineers of all ages with a platform for collaboration across borders and employment sectors. It is powerful to be part of a large group, and I always tell women ‘never underestimate the power of example.’ I have met so many women in all stages of their careers who underestimate what they have to share. The Global Marathon is about empowering women both personally and professionally—it is an experience that stays with attendees long after its conclusion.”


News

To register for the 2013 main event, visit www.inxpo.com/events/ globalmarathon. Join the Facebook community at www.facebook.com/globalmarathon.

Indexes for ACI Journals Available Online

The paper index, along with author and keyword indexes, for Volume 109, January to December 2012, of the ACI Materials Journal and the ACI Structural Journal can now be accessed online by ACI members at www.concrete.org/PUBS/JOURNALS/ MJHOME.ASP and www.concrete.org/PUBS/JOURNALS/SJHOME.ASP, respectively.

IGGA Celebrates 40 Years of Serving the Concrete Pavement Preservation Industry

The International Grooving & Grinding Association (IGGA)—a nonprofit organization that serves as the leading promotional and technical resource for acceptance of diamond grinding and grooving, as well as pavement preservation and restoration—recently kicked-off its 40th anniversary. On November 26, 2012, in conjunction with the IGGA annual conference, several veteran members and long-time supporters celebrated IGGA’s history.

IGGA was incorporated in Lake-wood, CA, in June 1972. IGGA’s inception was largely due to the driving force of Lester Kuzmick, who envisioned an organization that could advance the collective interest of contractor members.

In 1995, IGGA joined with the American Concrete Pavement Associa-tion (ACPA) to form the Concrete Pavement Restoration Division. The IGGA/ACPA Concrete Pavement Preservation Partnership (IGGA/ACPA CP3) serves as the technical resource and industry representative in the

marketing of concrete pavement restoration to state departments of transportation, municipalities, and

engineers around the world.For more information, visit www.

igga.net.

Oztec Industries, Inc. Tel: 1.800.533.9055 . 1.516.883.8857

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Calls for

PapersEarthquake Resistant Engineering

Meeting: 9th International Conference on Earthquake Resistant Engineering Structures (ERES 2013), July 8-10, 2013, A Coruña, Spain; sponsored by Wessex Institute of Technology.

Solicited: Papers are invited on topics within the scope of the meeting. Topics include, but are not limited to, seismic codes, seismic isolation and energy dissipation, structural dynamics, building performance, retrofitting, performance-based design, experimental studies, forensic analysis, and innovative technologies. The language of the conference will be English.

Requirements: Abstracts of no more than 300 words should clearly state the purpose, results, and conclusions of the work to be described in the published paper. Final acceptance will be based on the full-length paper which, if approved for publication, must be presented at the conference. Submit abstracts online at wessex.ac.uk/eres2013 or by e-mail. Submit your abstract with ERES 2013 in the subject line; include name, full address, and conference topic.

Deadlines: Submit abstracts as soon as possible. The paper deadline will be announced after submission of abstracts.

Send to: Irene Moreno Millan, Conference Coordinator, e-mail: [email protected].

Electrical Methods for Monitoring ConcreteMeeting: Two sessions on “Electrical Methods for

Characterization and Monitoring of Concrete Materials and Structures” at the ACI Fall 2013 Convention, October 20-24, 2013, in Phoenix, AZ; cosponsored by ACI Committees 222, Corrosion of Metals in Concrete; 228, Nondestructive Testing of Concrete; and Joint ACI-ASCE Committee 444, Reinforced Concrete Columns.

Solicited: Electrically based test methods to monitor plain and reinforced concrete in laboratory and field applications are becoming more prominent. Presentations are invited on recent advances in the use of electrical methods for nondestructive testing and in-place monitoring of concrete materials and structures.

Requirements: Abstracts of no more than 250 words should adequately describe the topic of the presentation. Provide the contact information for the corresponding authors at the bottom of the abstract page.

Deadline: Abstracts are due by March 1, 2013.Send to: Mohammad Pour-Ghaz, North Carolina State

University; e-mail: [email protected].

Advances in Structural EngineeringMeeting: Advances in Structural Engineering and

Mechanics 2013 (ASEM13), September 8-12, 2013, Jeju Island,

Korea; organized by the Korea Advanced Institute of Science and Technology.

Solicited: The ASEM13 Congress combines several international conferences into a single event focused on the theme of “Frontier Technologies in Structural Engineering and Mechanics.” The ASEM13 Congress comprises conferences on “Innovative Structural Engineering and Mechanics,” “Steel and Composite Structures,” “Computational Technologies in Concrete Structures,” “Advances in Interaction and Multiscale Mechanics,” “Smart Structures and Systems,” “Earthquakes and Structures,” and “Ocean System Engineering.” Those who have interests in emerging technologies in a wide range of topics of the ASEM13 Congress are invited to submit abstracts.

Requirements: Instructions on preparing 300-word abstracts and proceeding papers are available at http://asem.cti3.com/Instructions-to-Authors.doc.

Deadline: Abstracts are due by March 31, 2013.Contact: Secretariat, ASEM13, c/o TP Conference

Consultants, P.O. Box 33, Yuseong, Daejeon 305-600, Korea; telephone: +82-42-350-8451; fax: +82-42-350-8450; e-mail: [email protected].

ASTM International Symposium on Masonry Meeting: Masonry 2014, to be held June 24, 2014, at the

Sheraton Centre Toronto in Toronto, ON, Canada. The symposium is being co-sponsored by ASTM International Committees C01, Cement; C07, Lime; C12, Mortars and Grouts for Unit Masonry; and C15, Manufactured Masonry Units, and will be held in conjunction with the standards development meetings of the committees.

Solicited: Masonry 2014 will emphasize the application of ASTM standards to those areas and their coordination with building codes, project specifications, and international standards. Papers are sought on the following topics: anchors and ties; building codes; cements (portland, blended, hydraulic, masonry, plastic); flexural bond strength; limes (hydrated, hydraulic, putty); masonry inspection; mortars; plaster/stucco; structural masonry; sustainability; veneers; water penetration; and more. See the full list of topics at www.astm.org/C07callforpapers.

Requirements: To participate in the symposium, presenters/authors must submit a 250- to 300-word preliminary abstract online at www.astm.org/C07callforpapers. The presentation and manuscript must not be of a commercial nature nor can it have been previously published.

Deadlines: Abstracts are due by April 4, 2013; notification of acceptance by June 1, 2013; manuscripts to be peer reviewed are due online no later than September 8, 2013.


Calls for Papers

Contact: Symposium Chairman Mike Tate, Graymont Dolime (OH) Inc., Genoa, OH; telephone: (419) 855-8662; e-mail: [email protected].

Symposium on Concrete Roads

Meeting: 12th International Symposium on Concrete Roads, September 23-26, 2014, in Prague, Czech Republic; sponsored by the European Concrete Paving Association and the Czech Research Institute of Binding Materials, in collaboration with the World Road Association.

Solicited: The theme of the sympo-sium is “Innovative Solutions—Benefit-ing Society.” The four main themes of the technical program are “Sustainable Pavements” (economic aspects, surface characteristics, energy efficiency, and recycling); “Solutions for Urban Areas” (architectural aspects, public transport infrastructure, pedestrian and cycling paths, and roundabouts); “Design and Construction” (new developments, standards, concrete bridge pavements, and long life pavements); and “Mainten-ance and Rehabilitation” (rapid repair; concrete recycling; surface restoration; and monitoring, diagnostics, and test methods). More information on the conference topics can be found at www.concreteroads2014.org.

Requirements: Interested parties

are invited to submit an abstract related to the conference themes. Abstracts of proposed papers for presentation must be 300 words or less and written in English. Abstracts must be sent on the abstracts submission form (available on the conference website) via e-mail: [email protected].

Deadline: Abstracts are due by May 15, 2013.

Contact: Guarant International, Symposium Secretariat, e-mail: [email protected].

History of Concrete Construction

Meeting: Education/technical session at the ACI Spring 2014 Convention, March 23-27, 2014, in Reno, NV;

Calls for Papers: Submission GuidelinesWe recommend that notices of calls for papers be submitted to Concrete International at least 9 months (or sooner) prior to the prospective sessions. This timetable generally allows publishing of the notification in three issues of the magazine. Please send meeting information, papers/presentations being solicited, abstract requirements, and deadline, along with full contact information to: Keith A. Tosolt, Managing Editor, Concrete International, 38800 Country Club Drive, Farmington Hills, MI 48331; fax: (248) 848-3150; e-mail: [email protected]. Visit www.callforpapers.concrete.org for more information.

sponsored by ACI Committees E702, Designing Concrete Structures; 120, History of Concrete; and the International Advisory Committee.

Solicited: Presentations are invited on design, construction, safety, and concrete practices used before modern equipment and testing laboratories became available. These presentations will be made available on ACI’s website.

Requirements: 1) Presentation title; 2) author/speaker name(s), job title, affiliation, and contact information; and 3) a one-page abstract.

Deadline: Abstracts are due by September 1, 2013.

Send to: Luke M. Snell, Western Technologies, Inc., e-mail: l.snell@ wt-us.com.

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The following ACI documents will soon be available:

“Specifications for Environmental Concrete Structures (ACI 350.5-12)”

Reported by ACI Committee 350, Environmental Engineering Concrete Structures

Satish K. Sachdev*, Chair; Jon B. Ardahl†, Vice Chair; John W. Baker*, Secretary; Iyad M. Alsamsam, Steven R. Close*, Robert E. Doyle, Anthony L. Felder*, Carl A. Gentry, Charles S. Hanskat*, Kenneth R. Harvey, Paul Hedli, Keith W. Jacobson, M. Reza Kianoush, Ramon E. Lucero, Daniel J. McCarthy, Andrew R. Minogue, Khalid Motiwala, Javeed Munshi, Jerry Parnes, Risto Protic, William C. Sherman*, Lawrence M. Tabat*, and William A. Wallace.

Subcommittee Members: Erik Lederman, Kyle S. Loyd, Edwin (Ed) W. Neely, Victor M. Pavon, David R. Poole, Shashiprakash Surali, and Bryan T. Wood.

Consulting Members: William H. Backous, Walter N. Bennett, Patrick J. Creegan, Jerry A. Holand, William J. Irwin, Dov Kaminetzky, David G. Kittridge, Dennis C. Kohl, Nicholas A. Legatos, Carl H. Moon, Lawrence G. Mrazek, Terry Patzias, and Andrew R. Philip.*Subcommittee members who developed this document.†Subcommittee Chair during development of this document.Special acknowledgment to Paul St. John and Larry Kaiser for their contributions to this document.

Abstract: This document covers materials and proportion-ing of concrete; reinforcement and prestressing reinforcement;

production, placing, finishing, and curing of concrete; formwork design and construction; and shotcrete. Methods of treatment of joints and embedded items, repair of surface defects, and finishing of formed and unformed surfaces are specified. Separate sections are devoted to architectural concrete, mass concrete, and internal and external post-tensioned prestressed concrete. Provisions governing testing, evaluation, and acceptance of concrete, as well as acceptance of the structure, are included.

“Report on Torsion in Structural Concrete (ACI 445.1R-12)”

Reported by Joint ACI-ASCE Committee 445, Shear and Torsion

Daniel A. Kuchma, Chair; Robert W. Barnes Jr., Secretary; Perry Adebar, Neal S. Anderson, Robert B. Anderson, Mark A. Ascheim, Oguzhan Bayrak, Zdenĕk P. Bažant, Abdeldjelil Belarbi*, Evan C. Bentz, John F. Bonacci, Hakim Bouadi, Michael D. Brown, Michael P. Collins, David Darwin, Walter H. Dilger*, Marc O. Eberhard, Catherine E. French, Robert J. Frosch, Gary G. Greene*, Neil M. Hawkins, Thomas T.C. Hsu*, Gary J. Klein, Zhongguo John Ma, Adolfo B. Matamoros, Denis Mitchell, Yi-Lung Mo*, Lawrence C. Novak, Carlos E. Ospina, Stavroula J. Pantazopoulou, Maria A. Polak, Julio A. Ramirez, Karl-Heinz Reineck, David H. Sanders*, Raj Valluvan, and James K. Wight. *Subcommittee members who produced this report.The committee would like to thank the following individuals for their contributions to this report: Mohammad Ali, Shri Bhide, Maria Cristina de Lima, Leonard Elfgren, Christos Karayannis, Liang-Jenq Leu, Mohammad Mansour, Basile Rabbat, Khaldoun Rahal, and Paul Zia.

Abstract: A clear understanding of the effects of torsion on concrete members is essential to the safe, economical design of reinforced and prestressed concrete members. This report emphasizes that it is essential to the analysis of torsion in reinforced concrete that members should satisfy the equilibrium condition (Mohr’s stress circle); obey the compatibility condition (Mohr’s strain circle); and establish the constitutive relationships of materials, such as the “softened” stress-strain relationship of concrete and “smeared” stress-strain relationship of steel bars.

The behavior of members subjected to torsion combined with bending moment, axial load, and shear is discussed. This report deals with design issues, including compatibil-ity torsion, spandrel beams, torsional limit design, open sections, and size effects. The final two chapters are devoted to the detailing requirements of transverse and longitudinal reinforcement in torsional members. Two design examples are given to illustrate the steps involved in torsion design.

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Urban Engineers, Inc., promoted Thomas E. Mitchell to Director of National Construction Consulting Services, where he will be responsible for all of the firm’s business activities in this market. Mitchell has more than three decades of experience in construction and project management, including providing consulting services for public agencies such as the U.S. Department of Justice. He received his bachelor’s and master’s degrees in civil engineering from Loyola Marymount University and Villanova University, respectively; and is a member of several associations, including the Society of American Military Engineers and the Construction Management Association of America.

Kim Lum was appointed as Chief Executive Officer of Charles Pankow Builders, Ltd., in addition to his role as President. Lum replaces Richard M. Kunnath, who served as CEO for the past 12 years and will remain Pankow’s Executive Chairman of the Board. Lum received his BS in civil engineering from Stanford University and joined Pankow in 1980. He has held leadership roles in Pankow’s Honolulu, HI, and Northern California regional offices and was appointed President of the firm in 2009. He also serves on the Boards of the Design-Build Institute of America and the California Center for Construction Education.

Precast Specialties Corp. brought on Brandon Duffel as Senior Project Manager. Duffel will be responsible for managing and supporting projects for Precast Specialties’ growing Architectural Group. Most recently, he was the Engineering Manager for Coreslab Structures, and previously held positions as a Project Engineer and Project Manager with Precast Specialties. He received his BS in engineering from The Cooper Union.

Honors and AwardsKarthik H. Obla, FACI, Vice President, Technical

Resources for the National Ready Mixed Concrete Association (NRMCA), has been honored by ASTM International for his leadership on developing standards for pervious concrete, specifically with ASTM Subcommittee C09.49, Pervious Concrete. Under Obla’s leadership, four standards for pervious concrete have been developed since June 2007. Obla joined NRMCA in 2003, became Vice President in 2009, and oversees their concrete laboratory and research program. Prior to joining NRMCA, he was a Technical Manager at Boral Material Technologies and Vice President and President of the ACI San Antonio Chapter. He received his PhD in civil engineering from the University of Michigan.

Margaret Thomson was also honored by ASTM International as the recipient of the 2012 Walter C. Voss Award. The Voss award is presented annually to an engineer or scientist who has made notable contributions in the field of building technology. Thomson was honored for her numerous contributions to the development of standards and specifications for the use of lime in construction applications, especially in the area of repair and maintenance of historic mortars. She has been a member of ASTM International since 1996, and her involvement in that time has included serving as Vice Chairman of Committee C07, Lime, and Chairman of Subcommittee C07.06, Physical Tests. She is the New Business Development Technical Director at Lhoist North America.

The Precast/Prestressed Concrete Institute (PCI) bestowed several honors during their 2012 Convention and National Bridge Conference. ACI Honorary Member Paul Zia was awarded the Medal of Honor, the highest honor given by PCI. The award is given in recognition of service to PCI or contributions to the industry over a long period of time. His nomination was made and supported by a list of industry representatives who have been educated, mentored, advised, or in some other way influenced by Zia.

Four PCI members were elected as Fellows: ACI member David S. Jablonsky, Robert H. Konoske, ACI member Carin Roberts-Wollmann, and James M. Sirko.

The Concrete Foundation Association (CFA) presented its 2012 Contractor of the Year award to Lance Jordan, Chairman of Stephens & Smith Construction Co., Omaha and Lincoln, NE. The annual award recognizes the contributions of a poured wall contractor to the industry. Jordan was nominated for his leadership in a CFA position on OSHA’s residential fall protection regulation that went into effect in 2012. Jordan has been a member of CFA for over a decade and held a 3-year term on the association’s Board that ended in 2011.

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Propex Announces Certification, New Distributor for Fibermesh

Fibermesh® 150 and Fibermesh 300, manufactured by Propex, recently received an evaluation report (ESR No. 1165) from the ICC Evaluation Service (ICC-ES). Fiber durability and its effectiveness in controlling plastic shrinkage cracking were evaluated in accordance with ICC-ES Acceptance Criteria for Concrete with Synthetic Fibers (AC32). The company also announced that Fibermesh will now be available in the Pacific Northwest through Masons Supply. The selection of Masons Supply as a distributor for Propex means Fibermesh will be easier to buy in the Pacific Northwest markets.

Maxwell Systems Named a Top Construction Technology Company

Maxwell Systems, Inc., was named to the Construtech 50, a listing of the most influential construction technology providers with a strong and ongoing market presence. Companies nominated to the Construtech 50 are judged on a variety of criteria, including having a strong product or service, ongoing customer satisfaction and growth, and outreach and educational efforts for the industry. The listing is determined by the editors of Construtech magazine. Maxwell was selected for this listing on account of their determination to provide fully integrated software packages that serve the needs of their customers.

Spider Updates Competent Person Training Program

Spider announced an enhanced and improved edition of its accredited Competent Person Training course. The course covers proper design, installation, and operation of a suspended scaffold system, as well as hazard awareness and risk mitigation, and meets OSHA requirements. The updates to the program include more visual aids, updated references to safety codes, and instruction on topics resulting from recent safety research. Courses are taught weekly by Spider’s team of certified trainers throughout 25 locations in the Americas.

Free Open BIM Course from NemetschekTo help structural engineering students, faculty, and

professionals learn more about Building Information Modeling (BIM) and the impact it has on today’s structural engineering workflows, the Nemetschek Engineering Business Unit has sponsored a free course to teach BIM from the viewpoint of the structural engineer. The curriculum is organized as a self-paced lab and includes an illustrated Open BIM instructional guide, exercises, and a copy of Scia Engineer 2012 software, which students can download for

free at www.Scia-Campus.com. The course guides students through an example building-based project while highlighting the benefits and considerations of working in a collaborative, model-based workflow.

Holcim Employees Volunteer to Renovate Community Center

Employees at the Holcim (US) Inc. Chicago Skyway facility volunteered their time to help the Juan Diego Community Center in South Chicago renovate its building, which included new flooring, painting, and other light upgrades. The project fell under Holcim’s community service initiative, “Together for Communities,” which aims to involve employees in local volunteer projects. By upgrading this center, Holcim employees gave it an improved atmosphere and aimed to help the center attract additional grant money. The center provides a variety of services to community members, including tutoring, English and computer classes, a food bank, and a clothing program.

AltusGroup Gains New MemberMarxuach & Longo, Inc., San Juan, Puerto Rico, has

become a producing member of AltusGroup and completed its first job with CarbonCast High Performance Insulated Wall Panels in fall 2012. Marxuach & Longo specializes in architectural and structural solutions and complete precast building systems, having completed over 300 precast commercial building applications in Puerto Rico since its founding in 2000. They used CarbonCast for a project at the Fort Buchanan U.S. Military Base; casting began in July 2012 with construction of the project continuing through the fall.

NRMCA Announces Winners of 2012 Excellence in Quality Awards

The National Ready Mixed Concrete Association (NRMCA) honored ready mix producers who demonstrated a dedication to quality management principles over a broad range of activities from materials and production facility management, product quality control, and customer satisfac-tion. Winners of the 2012 Excellence in Quality awards include divisions of the following companies: ARGOS USA, Rmx; Bayou Concrete, LLC; Campbell Concrete & Materials, LLC; CEMEX; Cemstone Products Company; Chandler Concrete Co., Inc.; Chaney Enterprises; Concrete Supply Co.; GCC America U.S. Ready Mix & Aggregates; Irving Materials, Inc.; Jack B. Parson Companies; Powhatan Ready Mix; Preferred Materials, Inc.; Tarmac America LLC; Titan Virginia Ready-Mix LLC; and Western Rock Products.

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Descriptions of ACI Certification Programs — Includes program requirements and reference/ resource materials.

Schedule of Upcoming/Testing Sessions — Search by program and/or state.

Directory of Certified Individuals— Confirm an individual’s certification and date of expiration.

Visit www.ACICertification.org for:

Next Time...

specify ACI Certified personnelSince 1980, ACI has tested over 400,000 concrete technicians, inspectors, supervisors, and craftsmen in 18 different certification programs.

When you have a need for qualified concrete professionals—specify ACI Certification.

CCRL LAb ToURThe Cement and Concrete Reference Laboratory offers performance examinations for the ACI Concrete Strength Testing Technician and ACI Aggregate Testing Technician – Level 1 certification programs.Upcoming tour locations are:

March 2013ArizonaColoradoHawaiiNew MexicoNorthern CaliforniaNorthern Nevada

To schedule your lab for CCRL inspection, and to arrange for performance testing, contact Jan Prowell at (301) 975-6704.

February 2013ColoradoGuamHawaiiNew MexicoNorthern CaliforniaNorthern NevadaTexas


Forming the FutureHighlights of the aCI fall 2012 Convention in Toronto

In the 12 years since ACI last met in Toronto, ON, Canada, the city skyline has expanded significantly, due in large part to concrete construction. And as discussed

in presentations at the convention, future development in the region will feature concrete prominently.

Hosted by the ACI Ontario Chapter, the ACI Fall 2012 Convention took place October 21-25, with 1686 attendees, including 450 students (of which 155 were from the local area thanks to strong promotional efforts by the chapter); there were also 111 guest attendees. International attendees included 492 from Canada and another 182 from other points around the world. Highlights of the event included:

Awards at the Opening SessionAt the Opening Session, several award winners were

recognized. The Ready Mixed Concrete Association of Ontario (RMCAO) was honored with the ACI Distinguished Achievement Award for providing leadership in the advancement of the concrete industry through education, certification, and standards development. John D. Hull, the association’s President, accepted the award. Since 1959, RMCAO has worked to promote all aspects of concrete and its applications.

The ACI Foundation Concrete Research Council (CRC) presented the Arthur J. Boase Award to Ken Bondy, FACI, for his exceptional work to advance the design and construction practice of post-tensioned concrete building structures. Bondy is a recently retired structural engineer in Los Angeles, CA. He serves on several ACI committees and is a Past President of the Post-Tensioning Institute.

Michael M. Sprinkel, FACI, received the ACI Foundation CRC Robert E. Philleo Award for outstanding advancement of concrete technology in transportation structures through the application of concrete materials research on polymer concrete, overlays, and repairs. Sprinkel is the Associate Director at the Virginia Center for Transportation Innovation and Research, Charlottesville, VA. He is a member of the ACI Technical Activities

Committee (TAC) and Chair of the TAC Construction Standards Committee.

The ACI Foundation’s Jean-Claude Roumain Innovation in Concrete Award was presented to Neal S. Berke, FACI, for his holistic approach to concrete designs that combined supplementary cementitious materials with chemical admixtures, resulting in enhanced durability and sustainability in millions of cubic meters of concrete, all while lowering total life-cycle economic costs in comparison with alternative approaches. Berke is Vice President of Research at Tourney Consulting Group, LLC, Kalamazoo, MI, and the co-author of Corrosion of Steel in Concrete. He is active on several ACI committees.

The new ACI Concrete Sustainability Award honors those who have made contributions in highlighting concrete’s role related to sustainability. Two of the leading proponents in this field, V. Mohan Malhotra and P. Kumar Mehta, both

V. Mohan Malhotra (center) and P. Kumar Mehta (right) were honored with the new aCI Concrete Sustainability award and congratulated by aCI President James K. Wight (left)


ACI Honorary Members, were recognized for their pioneering and continuing efforts to introduce and support the concepts of sustainability within the concrete industry. Malhotra recently retired from the Canada Centre for Mineral and Energy Technology, where he served as Head

of the Construction Materials Section. Mehta is Professor Emeritus of Civil and Environmental Engineering at the University of California, Berkeley, Berkeley, CA.

The main feature of the Opening Session program was the presentation of the Katharine and Bryant Mather Lecture by Bernard Erlin, President, The Erlin Company, Latrobe, PA. Erlin is an ACI Honorary Member who has been an active member of ACI for almost 40 years. He began his professional career as a petrographer at the Portland Cement Association and later founded the firm Erlin Hime Associates with William Hime. The subject of his talk was “Bryant Mather…So We Will Never Forget Him—Forever.”

Erlin paid tribute to Mather’s numerous contributions that helped shape our understanding of concrete technology, particularly in the areas of durability, air entrainment, and alkali-silica reactivity. He also noted that Mather developed a concept about the mechanism contributing to cyclic freezing distress, which was termed the “Erlin-Mather Effect.” Erlin related a few memorable instances of collaborating with Bryant Mather—and also talked about the life Bryant shared with his wife Katharine and Bryant’s expertise in butterfly and moth collecting.

Student and Young Professionals ActivitiesEPD Competition

For the 2012 Student Egg Protection Device (EPD) Competition, teams were challenged to design and build the highest impact-load-resistant plain or reinforced concrete EPD. Teams also were required to provide a report on concrete’s sustainable benefits related to durability, impact resistance, and other properties that an EPD simulates. Thirty-two teams from 25 universities competed at the ACI Fall 2012 Convention.

In the Durability Category, the top finishers were: • First Place—Universidad Autónoma de Nuevo León

Team 2: Alberto Isaac Elizondo Garza, Ana Luisa Aguilar Rubio, Israel Aarón Chavarría Padilla, Griselda Yazmín Martínez Hernández, and Yohana Elizabeth López Alejandro; Alejandro Durán Herrera, Faculty Advisor;

• Second Place—Universidad Autónoma de Nuevo León Team 1: Gabriel Angeles Montaño, Marcos Balderas Varela, José Hinojosa Sánchez, Luis Isidro-Díaz, and Luis Aquino Morales; Alejandro Durán Herrera, Faculty Advisor; and

• Third Place—Texas State University: Marcus Flores, Kevin Clare, Eric Adams, Cody Houser, and Nathan Grosch; Yoo-Jae Kim, Faculty Advisor.In the Performance Category, Universidad Autónoma de

Nuevo León Team 1 finished in first place followed by: • Second Place—Faculdade Integrada Metropolitana de

Campinas: Airton Magdal, Juscelino Rhis da Costa, Marcelo Luiz da Silva, William de Jesus Brandolim, and Rogério Magdal; Fabio Albino de Souza, Faculty Advisor; and

• Third Place—New Jersey Institute of Technology: Andrew Canon, Brian Neves, Fabian DeLaHoz, John Te,

Convention SponsorsPlatinum: Ready Mixed Concrete Association of

Ontario.Gold: Baker Concrete Construction and Sika

Canada, Inc.Silver: Aluma Systems, Inc.; BASF Construction

Chemicals, Inc.; BMH Systems; Calmetrix; Canadian Building Materials/St. Mary’s Cement; Cement Association of Canada; Coffey Geotechnics; CSA Group; Doka; ERICO; The Euclid Chemical Company; Geneq, Inc.; Germann Instruments, Inc.; Giatec Scientific, Inc.; Geographical Survey Systems, Inc.; Grace Construction Products; HCM Group; Holcim Canada, Inc.; Hoskin Scientific Ltd.; King Packaged Materials Company; Kryton International; Lafarge North America, Inc.; M&L Testing Equipment, Inc.; MAPEI, Inc.; Max Frank (Canada), Inc.; National Concrete Accessories Company, Inc.; Ontario Cast-in-Place Concrete; Development Council; Ontario General Contractors Association; Peri Formwork Systems, Inc.; Proceq USA; Reed Construction Data; Ryerson University; Sensors & Software, Inc.; S-FRAME Software, Inc.; Silica Fume Association; SIMCO Technologies; STRUCTURAL; and Tekla, Inc.

Titanium: Carpenters & Allied Workers Local 27; Essroc; EXP Services, Inc.; Norchem Inc.; Ontario Concrete Pipe Association; The Ontario Formwork Association; Vexcon Chemicals, Inc.; and Yolles, A CH2M Hill Company.

Bronze: ACI Arizona Chapter; ACI Greater Michigan Chapter; ACI National Capital Chapter; ACI Quebec & Eastern Ontario Chapter; Concrete Floor Contractors Association; Davroc & Associates Ltd.; Facca, Inc.; and Laboratoire Ville Marie—LVM Inc.

Copper: ACI Arkansas Chapter; ACI Eastern Pennsylvania and Delaware Chapter; ACI Greater Miami Valley Chapter; ACI Illinois Chapter; ACI Intermountain Chapter; ACI Las Vegas Chapter; ACI Louisiana Chapter; ACI New Jersey Chapter; ACI New Mexico Chapter; ACI New York Chapter-CIB; ACI Northeast Texas Chapter; ACI Northern California & Western Nevada Chapter; ACI Pittsburgh Area Chapter; ACI Rocky Mountain Chapter; ACI San Diego International Chapter; and Isherwood Geostructural Engineers.

Lanyard: S-FRAME Software, Inc.Media: Daily Commercial News.


and Tyler Hanson; Mohamed Mahgoub, Faculty Advisor.The first-, second-, and third-place teams in each category

received cash awards of $300, $200, and $100, respectively.

Concrete artistry on displayFollowing up the competition that debuted at the

ACI Spring 2012 Convention, the local ACI chapter organized the Art of Concrete Competition. A panel of judges chose the winning projects: • First Place—Juan Antonio de-Leon Esquivel, Universidad

Autónoma de Nuevo Leon, “Human’s Capacity to Restore the Earth”;

• Second Place—Mitchell Green, Southern Illinois University–Edwardsville, “Newton’s Cradle”; and

• Third Place—Jorge Adrian Martinez-Oragustinovis, Universidad Autónoma de Nuevo Leon, “Deconstructed Building.”The student competition winners were announced and

their awards handed out at the Student Lunch. Featured speaker John A. Bickley, FACI, discussed the challenges faced during the construction of Toronto’s CN Tower in his presentation titled “A 1970’s Adventure in Concrete Technology.” He is President of John A. Bickley Associates Ltd., Leamington, ON, Canada.

New student competition approvedAt their meeting during the fall convention, the ACI Board

of Direction approved a new student competition: the Fresh Concrete Workability Student Competition. A student competition using fresh concrete was proposed by ACI Committee 238, Workability of Fresh Concrete. All of the current ACI student competitions deal with hardened concrete; this competition gives students the opportunity to focus their efforts on workability and rheological properties of concrete.

Starting at the ACI Spring 2013 Convention, the new competition will challenge teams to create a mortar mixture to be mixed at the competition and poured into a mold shaped in the letters aci from the top of the letter a. Each team would be required to determine their own materials and bring pre-proportioned amounts to the competition, excluding water. The rules for this new competition using fresh concrete are pending and will be posted on the ACI website when finalized.

Social Events and Technical SessionsConcrete Sustainability Forum—2012 marked the

fifth anniversary of the Concrete Sustainability Forum and Panel Discussion, held just prior to the ACI Convention. Presentations were based on the theme of “Balancing Safety, Durability, and Resilience with Environmental Stewardship.” The forum was sponsored by ISO/TC 71/SC 8, Environmental Management for Concrete and Concrete Structures; and ACI Committee 130, Sustainability of Concrete; with Session Co-Moderators Koji Sakai, Kagawa University, Takamatsu, Japan, and

aCI President James K. Wight (left) presented a commemorative plaque to Katharine and bryant Mather Lecturer bernard Erlin


ACI Ontario Chapter Convention Committee

Co-Chairs: Alain Belanger, National Concrete Accessories, and Bart Kanters, Ready Mixed Concrete Association of Ontario

Contractors’ Day: Clive Thurston, Ontario General Contractors Association

Exhibits: Luis Dos Reis, BASF Construction Chemicals Canada Ltd.

Guest Program: Janet HutterPublicity: Michelle Aarons, Reed BusinessSocial Events: Melissa Titherington, Ministry of

Transportation Ontario, and Sherry Sullivan, Cement Association of Canada

Student Program: Mohamed Lachemi, Ryerson University

Technical Program: Neb Erakovic, Yolles, A CH2M Hill Company; and Hannah Schell, Ministry of Transportation Ontario

Julie K. Buffenbarger, Lafarge, Medina, OH. There were 162 registered attendees.

International Lunch—Michel Virlogeux, Professor, École Nationale des Ponts, Paris, France, and internationally prominent bridge designer, spoke on “Modern Trends in Bridge Design in Europe” before an audience of 94 attendees. He discussed many of his innovative designs on projects such as the Normandy Bridge and the Millau Viaduct.

TweetUp—The ACI Social Team organized the first ever ACI TweetUp during the convention’s Opening Reception, allowing Twitter followers to network and learn more about ACI’s connections through social media. Free giveaways were handed out.

Joint KCI-ACI Sessions—The Korea Concrete Institute (KCI), in collaboration with ACI, hosted a panel of international experts who gave presentations on mega-concrete structures, high-performance technologies, and historical and state-of-the-art perspectives on structural concrete. Thomas Kang, Assistant Professor, Seoul National University, moderated the sessions.

Contractors’ Day—Presentations during Contractors’ Day focused on “Concrete’s Contribution to Infrastructure,” which covered several recent projects in the province of Ontario, and “Innovations and Advancements in Concrete Forming.” The speaker at the Contractors’ Day lunch was Peter Wilson, Vice President of Project Delivery, Infrastructure Ontario, Toronto,

ON, Canada. His topic was “Building the Pan/Parapan American Games.” Scheduled for 2015, Toronto will host 10,000 athletes for the largest multisport event ever held in Canada. The construction involves six new sports venues and a 1.1 million ft2 (100,000 m2) Athlete’s Village with housing and conditioning facilities.

100 Mile Concrete Mixer—The Royal Ontario Museum, Canada’s largest museum of natural history and world cultures, was the site of the Concrete Mixer. The event was called the 100 Mile Concrete Mixer because the food and drink served came from within a 100 mile (160 km) radius of the Toronto and Niagara regions. A jazz quintet from the University of Toronto Faculty of Music performed.

Next: Responsibility in Concrete Construction

The ACI Twin Cities Chapter will host the ACI Spring 2013 Convention, April 14-18, 2013, in the Twin Cities of Minneapolis and St. Paul, MN, at the Hilton Minneapolis and Convention Center. The educational and technical program will focus on several angles of the convention theme, “Responsibility in Concrete Construction.”

Convention highlights will include the debut of the Fresh Concrete Workability Student Competition and technical tours of Shoreview, a city near Minneapolis that repaved its streets with pervious concrete, and the I-35W Bridge over the Mississippi River. A hockey game in memory of ACI Past President Dick Stehly will be played. Invited speakers include Peter Richner, Past President of RILEM, at the International Lunch; ACI Honorary Member Mete Sozen at the Student Lunch; and Linda Figg, Figg Engineering Group, at the Contractors’ Day Lunch.

Register now at www.aciconvention.org.

John d. hull (right), President of the ready Mixed Concrete association of Ontario, accepted the aCI distinguished achievement award from aCI President James K. Wight (left)

Forming the FutureHighlights of the aCI fall 2012 Convention in Toronto


The 2012 Student Egg Protection device (EPd) Competition

universidad autónoma de Nuevo León Team 2 finished in first place in the durability category of the Student EPd Competition. Students alberto Elizondo Garza, ana aguilar rubio, Israel Chavarría Padilla, Griselda Martínez hernández, and yohana López alejandro accepted their award from Walt Flood IV, Chair of the aCI Student activities Committee

Student and Young Professionals Activities


Student and Young Professionals Activities

In the performance category, universidad autónoma de Nuevo León Team 1 finished in first place. Team members included Gabriel angeles Montaño, Marcos balderas Varela, José hinojosa Sánchez, Luis Isidro-díaz, and Luis aquino Morales

Juan antonio de-León Esquivel (far right), of universidad autónoma de Nuevo León, took first place in the art of Concrete Competition with his sculpture “human’s Capacity to restore the Earth.” also, from left: Luis aranda; alejandro durán herrera, Faculty advisor; and Walt Flood IV

Student Lunch speaker John a. bickley (second from left), with Walt Flood IV and aCI Ontario Chapter members alain belanger, Mohamed Lachemi, and bart Kanters

Students signed up to participate in a career networking event

at the aCI Faculty Network reception


Around the Convention

aCI President James K. Wight (left) presented certificates of appreciation to the aCI Ontario Chapter Convention Committee, represented by Co-Chairs bart Kanters and alain belanger

President Wight received a gift from the local chapter

bernard Erlin presented the Katharine and bryant Mather lecture

Thomas Kang (left), moderator of the Joint KCI-aCI Sessions, presented KCI logo neck ties to audience members who participated during the question-and-answer periods at the Opening reception


at the International Lunch, from left: ramon Carrasquillo, h.S. Lew, Kari yuers, Michel Virlogeux, and Mario Chiorino

Around the Convention

at the reception in honor of brian hope

at the Contractors’ day Lunch, from left: bart Kantners, ready Mixed Concrete association of Ontario; lunch speaker Peter Wilson, Infrastructure Ontario; and Clive Thurston, Ontario General Contractors association

a visit to the testing laboratory at the university of Toronto

at the Women in aCI reception


100 Mile Concrete Mixer at the Royal Ontario Museum

Technical Sessions | Committee Meetings | Networking Events | ConcreteSee all of the sessions and register at www.aciconvention.org

Concrete is essential to the design and construction of efficient,

affordable, and environmentally responsible infrastructure. Learn

from real-world research and case studies, discover the latest

technology, and understand industry best practices during

sessions at the ACI Spring 2013 Convention. ACI technical

sessions cover nearly every aspect of concrete to provide you

with continued education that can be applied to your next project

and help you grow professionally.

Earn PDHs and Learn More About Concrete Infrastructure at the

ACI Spring 2013 ConventionHilton & Minneapolis Convention Center | April 14-18, 2013 | Minneapolis, MN


The Gold Line bridgeOvercoming design, seismic, and safety challenges to build California’s newest landmark

Veteran design and construction crews recently completed the largest, single public art/transit infrastructure project in California: a 584 ft (178 m),

dual-track transit bridge over the eastbound lanes of the I-210 freeway in the San Gabriel Valley northeast of Los Angeles. The bridge—comprised of 1.3 million pounds (590,000 kg) of steel reinforcing and 6500 yd3 (4900 m3) of concrete—is the most visible element of the 11.5 mile (18.5 km) Metro Gold Line Foothill Extension light rail project under construction between Pasadena and Azusa, CA, and is quickly becoming a regional icon.

The Metro Gold Line Foothill Extension Construction Authority (Construction Authority), the independent transportation planning and construction agency overseeing the project, reimagined the construction process when planning the Gold Line Bridge. The Construction Authority brought in an artist early to lead the design, well before the design-build team was selected.

“I wanted the bridge to be sculptural, not just an embellished structure,” said Construction Authority CEO Habib F. Balian. “I wanted to create something fantastic, something never done before. I wanted the artist to address the landscape—the mountains—as well as the community and its history and culture. Ultimately, I wanted to meld art and the transit experience, and I think we did that.”

The result is an $18.6 million bridge that includes two dramatic 25 ft (7.6 m) tall baskets, three 11 ft (3.4 m) diameter cast-in-drilled-hole (CIDH) foundations, a curved underbelly to the superstructure, and seamless markings on all surfaces—a truly unique structure that stirred its designers and tested the skills of the construction crews as they worked above a heavily used freeway and across an active seismic fault. Through ingenuity, craftsmanship, and hard work, the design and construction team completed the artist-designed bridge on time, on budget, and at a cost comparable to that of a standard transit bridge of its size.

A Bridge Unlike Any Other With more than 255,000 motorists passing by it each day,

the Gold Line Bridge serves as a new Gateway to the San Gabriel Valley. To ensure its appearance reflected this stature, the Construction Authority put out a national call for artists in 2009. A committee of community stakeholders selected the project’s design concept advisor—award-winning public artist Andrew Leicester—from a group of 15 highly qualified respondents.

Leicester came on board early in the process to develop the initial concept for the bridge design, and then worked alongside Skanska USA, the project’s design-builder, as well as AECOM, the project’s lead architecture and engineering firm, to ensure the final design and construction were true to the overall vision.

The Gold Line bridge, San Gabriel Valley, Ca

Workers strip the forms from one of three CIdh foundation piers. The pier flares provide a base for a 25 ft (7.6 m) tall basket feature


The bridge design, which was approved in November 2011, was inspired by the local indigenous peoples and wildlife of the San Gabriel Valley, as well as the oversized iconic roadside attractions of nearby Route 66. These inspirations permeate all elements of the structure. Most notable are the two 25 ft (7.6 m) tall, 17 ft (5 m) diameter sculptural baskets flanking the sides of the main superstructure, which are tied together visually by the relief pattern on the outrigger beam. The curved, serpentine main underbelly of the superstructure features formed grooves and hatch-marks that simulate the patterns found on the Western Diamondback snake and metaphorically reference the connectivity of the transit system.

When Leicester first outlined these concepts, Lead Architect Rivka Night of AECOM said she “had the same reaction as everyone when they first saw it—wow!—because it is very unusual and not at all a traditional design. My immediate thought was, ‘is it really going to be constructed out of concrete?’ It seemed that it might be a very complicated construction because of the unusual shapes.”

Using three-dimensional computer-assisted design tools, Night spent months working out the details of the design before turning it over to Skanska for construction.

“Nearly everything on this project was specially designed and manufactured for the project and required our crews to install them using detailed craftsmanship unlike any bridge I have been involved with to date,” said Lawrence Damore, Skanska Project Executive. “The workers exercised great attention to detail, ensuring that the shape of the structure and the grooves and hatch-marks created the overall effect the Construction Authority and artist wanted.”

Specialty Aggregates Give Concrete Baskets a Sparkling Finish

Skanska hired Masonry Concepts, Inc., in Santa Fe Springs, CA, and Moonlight Molds, Inc, in Gardena, CA, to create the basket features. Each woven basket is comprised of 60 precast segments. The 16 precast concrete reeds at the top of each basket range from 2 to 10 ft (0.6 to 3 m) in height. The concrete mixture in the precast segments comprises a unique combination of aggregates—black stone and clear, grey, and mirrored glass—developed specifically for the Gold Line Bridge.

Moonlight Molds fabricated custom-made molds to create the curved surfaces needed for the rounded basket shapes. After the segments were removed from the molds, they were power-washed to expose the glass and stone. The company then cured each segment for 28 days before shipment to the bridge site. At the bridge site, Masonry Concepts carefully placed each of the segments, stacking and locking them together into nine rings to create the towering forms atop the bridge’s support columns.

Sixty precast segments were installed to form the exterior of each basket feature

Night placements were necessary to minimize traffic disruption on I-210

The bridge’s ribbed design was created by fastening polymeric form liners onto curved forms. here, workers pull the liners from the concrete


Serpentine Underbelly Required Great Precision

For the other main aspect of the design—the serpentine underbelly of the bridge—Skanska worked with the artist to realize his vision. Initially, Leicester wanted the superstructure to be a rounded shape. “However, we saw difficulties in the design and constructibility of that form,” Damore said.

“We proposed a cross section with a flat soffit and curved sides…which Andrew found to be an acceptable alternative,” Damore added. The curved side forms were fabricated off site and hoisted into place atop the structure’s falsework. To create the serpentine, ribbed design along the underbelly, Skanska installed specially designed polymeric formliners onto the curved forms. They created the cross-hatching design by individually nailing chamfer strips to the forms. All of this was done with painstaking accuracy to create a seamless effect to the entire structure. Damore concluded that the crews “are very proud of their work on this bridge and how their efforts have created something truly unique and quite beautiful.”

“Smart Columns” Will Help Measure Seismic Damage

Adding to the design and construction challenge of this structure was the existence of an active seismic fault (the

Raymond Fault) directly below the bridge. To address the seismic issues, AECOM designed the structure as a three-span, cast-in-place post-tensioned box girder supported by a single column bent and one outrigger bent spanning the freeway. Because of the large vertical and lateral demands expected during an earthquake, AECOM designed three large-diameter CIDH foundations—each approximately 110 ft (33.5 m) deep and 11 ft (3.4 m) in diameter.

AECOM’s design included time domain reflectometry instrumentation in the three CIDH foundations, in what may be the first application of this technology in a reinforced concrete bridge. The system comprises coaxial cables embedded in the piles. After a significant earthquake, a monitoring device can be attached to the cables to assess the integrity of the foundations. Damore reported, “Without this system, a crew would have to excavate up to 20 feet below the ground level to inspect for any obvious signs of concrete cracking.”

Bridge Completed with No Reportable Incidents

Skanska’s work was done on a uniquely confined site adjacent and above an active freeway, requiring extensive planning, coordination, and nearly 100 nights of work between midnight and 5 a.m. Skanska managed more than a dozen subcontractors and more than 100 trade workers

detail of the superstructure, showing the intricate pattern of serpentine grooves and hatch-marks conceived by the artist andrew Leicester


who put in more than 95,000 work-hours on the project after site preparation began in April 2011. “We are extremely proud that in that time, we were able to maintain a clean safety record with no recordable incidents,” said Damore.

The success of the safety program is the result of careful preconstruction planning and diligent oversight by Skanska and the Construction Authority as well as a job-site culture that involved everyone working toward a unified goal of zero workplace incidents.

Construction Authority Praised for its Oversight of Bridge Construction

On December 15, 2012, a project completion ceremony was held to honor the men and women who designed and built the bridge. More than 350 people, including elected leaders, local officials, stakeholders, and project workers and their families, joined the Construction Authority as they gathered on the massive concrete span for a once-in-a-lifetime opportunity to walk across the bridge.

U.S. Rep. Grace Napolitano, who serves on the House Transportation Committee, praised the Construction Authority for its oversight of the project. “Ninety-two

The completed Gold Line bridge serves as a gateway to the San Gabriel Valley northeast of Los angeles, Ca

percent of the materials and products used on the bridge were from local sources,” she said. “That meant jobs for the area, and we are very pleased that the leaders of this project saw that this whole region could be involved and benefit from its construction.”

With construction of the concrete superstructure completed, Skanska turned the bridge over to the next engineering and construction team, Foothill Transit Constructors, a Kiewit Parsons Joint Venture, which will lay tracks across the bridge as part of its ongoing construction of the light rail alignment project. The light rail extension from Pasadena to Azusa is scheduled to be completed in 2015.

“The Construction Authority is proud to have created a functional piece of art that will inspire travelers and commuters for generations to come,” said Doug Tessitor, Construction Authority Board Chair and a Glendora, CA, City Council member. “The Gold Line Bridge is representative of the rich and proud heritage of our region, and it will serve as a landmark for the San Gabriel Valley.”

All photos courtesy of the Metro Gold Line Foothill Extension Construction Authority.


The aCI 562 repair CodeNew document fills a major gap in the concrete repair industry

by Keith Kesner

a t the ACI Spring 2006 Convention in Charlotte, NC, a new ACI committee was formed. That committee—ACI Committee 562, Evaluation,

Repair, and Rehabilitation of Concrete Buildings—has since been focused on developing a code document. After going through the standardization process of the American National Standards Institute (ANSI) (described in the sidebar), “Code Requirements for Evaluation, Repair, and Rehabilitation of Concrete Buildings (ACI 562-13) and Commentary,” will soon be published as an ACI code document.

Also known as the ACI repair code, the ACI 562 code, or simply ACI 562, the document was developed in response to the needs of engineers, contractors, and building officials involved in repair of existing structures. Already faced with the challenges of unknown structural conditions and the potential for hidden damage, these parties were previously hampered by a lack of specific building code requirements

for repair of concrete buildings. This allowed for significant variation in repair practice, possibly resulting in inconsistencies in the reliability level of repaired structures. It also placed a substantial burden on building officials charged with approving repair and rehabilitation drawings, as they were previously guided solely by code requirements for new concrete buildings. The development of the repair code thus represents a milestone achievement in the concrete repair industry.

This milestone was made possible by the hard work and dedication of the members of ACI Committee 562. While it’s an impressive accomplishment, the code will need to be improved and modified on a regular basis to integrate the ongoing work of other ACI committees and industry groups, incorporate feedback from code users and regulatory agencies that adopt the code, and reflect continuing developments in repair technologies.

ANSI StandardizationANSI accredits more than 200 standards groups that work cooperatively to develop voluntary national consensus

standards. To maintain ANSI accreditation, standards developers are required to consistently adhere to a set of require-ments or procedures known as the “ANSI Essential Requirements: Due Process Requirements for American National Standards.” As the title makes clear, the document emphasizes due process, which ensures that a standard is developed in an environment that is equitable, accessible, and responsive to the requirements of various stakeholders. Because it ensures that interested and affected parties may participate in a standard’s development, the process serves and protects the public interest.

The hallmarks of the process include: • Consensus on a proposed standard by a group or “consensus body” that includes representatives from materially

affected and interested parties; • Broad-based public review and comment on draft standards; • Consideration of and response to comments submitted by voting members of the relevant consensus body and by

public review commenters; • Incorporation of approved changes into a draft standard; and • Right to appeal by any participant that believes that due process principles were not sufficiently respected during the

standards development in accordance with the ANSI-accredited procedures of the standards developer.More information about ANSI and standardization can be found at www.ansi.org.


aCI Committee 562 members posed for a group photo at the aCI Fall 2012 Convention in Toronto, ON, Canada. back row, from left: Michael bartlett, Kevin Conroy, Greggrey Cohen, randal beard, Keith Kesner, Gene Stevens, Garth Fallis, Tarek alkhrdaji, Kelly Page, Marjorie Lynch, Casimir bognacki, Myles Murray, and Paul Gaudette. Front row, from left: Tracy Marcotte, Peter barlow, Pedrag Popovic, Jay Paul, Lawrence Kahn, Carl Larosche, Fred Goodwin, halil Sezen, Constadino Sirakis, antonio Nanni, and Gustavo Tumialan. Committee members not shown: Eric Edelson, Peter Emmons, yasser Korany, Venkatesh Kumar, James Mcdonald, andrzej Nowak, and randall Poston


Keith Kesner, faCI, is an associate with Whitlock Dalrymple Poston & associates, P.C., and currently heads the firm’s

South Norwalk, CT, office. He is the new Chair of aCI Committee 562, evaluation, repair, and rehabilitation of Concrete buildings; and serves on aCI Committees 228, Nondestructive Testing of Concrete; 364, rehabilitation; and aCI Subcommittee C601-f, Nondestructive Testing Technician. He was a co-recipient of the 1998 aCI Construction Practice award and received the 2005 aCI young Member award. He is also a recipient of awards from the International Concrete repair Institute. Kesner received his PhD and MS from Cornell university and his bS from the university of Connecticut. He is a licensed civil engineer in several states and a licensed structural engineer in Hawaii and Illinois.

The ACI 562 CodeThe ACI 562 code provides mini-

mum requirements for the evaluation, repair, rehabilitation, and strengthen-ing of existing concrete structures. It was developed to work as a stand-alone code or to be incorporated into future versions of the International Existing Building Code (IEBC),1 depending on local statutes and which building code has been adopted in the project location. The code includes specific provisions for: • Evaluation of existing structures; • Load and resistance factors; • Design of repairs; • Durability requirements; and • Quality assurance.

The document’s extensive commen-tary, including a comprehensive list of references, provides guidance to engineers using the code.

As much as possible, the ACI 562 code was developed to be perfor-mance-based (in contrast to prescrip-tive) to provide engineers the maxi-mum amount of flexibility in developing repair solutions. Compli-ance with the code, however, requires that the engineer determine, based on local ordinances, when existing structures should be upgraded to satisfy specific requirements of the International Building Code,2 the IEBC, or the current ACI 318. This determination must be made early in any project—once the compliance method and the design basis code have been selected, they must be used exclusive of other methods and codes.

Moving ACI 562 ForwardThe process of moving the ACI 562

code forward will begin at the ACI Spring 2013 Convention in Minneapo-lis, MN. The key goals of the next code cycle will be developing educational materials for presenting the code to engineers and other users, improving code provisions based on feedback from code users, and incorporating the work of other ACI committees into the code and associated commentary.

Unfortunately, the ACI 562 code was not adopted into the 2015 version

of the IEBC. To help ensure adoption in future IEBC versions, the committee will also reach out to other organiza-tions, with the goal of developing a greater consensus on the need for the code in the engineering community.

People interested in working on further development of the ACI 562 code are encouraged to apply for membership through the ACI website. Application forms can be completed at: www.concrete.org/COMMITTEES/COM_JOIN.asp.

References1. 2012 International Existing Building

Code, International Code Council, Country Club Hills, IL, 2011, 294 pp.

2. 2012 International Building Code, Inter-national Code Council, Country Club Hills, IL, 2011, 690 pp.

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use of Precast Slabs in rapid ConstructionPavement rehabilitation on I-66 in Virginia

by M. Shabbir Hossain and H. Celik Ozyildirim

Spurred by goals of minimizing traffic disruption and safety hazards while ensuring longevity of service, highway agencies are continually striving to find rapid

ways to build or repair as they concurrently seek out materials and methods that can provide long-lasting pavements. Their efforts are captured in the phrase: “Get in, get out, and stay out!”

The Virginia Department of Transportation (VDOT) recently used precast concrete slabs to expedite pavement construction and repairs and provide longevity on I-66. Two precast systems, along with conventional cast-in-place (CIP) repairs, were placed on a section of jointed reinforced concrete pavement. One precast system used reinforcing bars in the panels and dowels at the joints, and the other system used transverse prestressing steel and longitudinal post-tensioning to reinforce the slabs and provide continuity at the joints.

Precast slabs are generally cast at a convenient off-site location, with minimal weather restrictions and better quality control than is possible when casting concrete on site.1 Because they can be stored until needed and placed quickly, they can minimize the time workers and equip-ment must be near traffic.

Precast slabs can be prestressed,2 reducing the chances of cracking and helping control crack and joint widths.3 Successful pilot and demonstration projects sponsored by the Federal Highway Administration (FHWA) have shown that the use of precast slabs in paving applications may fulfill the need for rapid construction of a quality product for longer service life and that prestressing has the potential to further extend the service life of such systems.4,5

Project DescriptionVDOT initiated the subject study as part of a field

demonstration under the FHWA’s Highways for LIFE program to evaluate the constructibility and initial performance of different concrete pavement repair options in a comparative environment. Three repair techniques

were used on a four-lane section of I-66W and sections of the nearby two-lane access ramp (Fig. 1). Studies conducted in 2008 showed that this section of I-66 carried an average traffic count of 184,000 vehicles per day, 5% of which were trucks.

Such high traffic volumes demanded an accelerated, minimally disruptive, and long-lasting repair. The three repair techniques included: traditional CIP construction, a proprietary precast concrete pavement (PCP), and pre-stressed precast concrete pavement (PPCP). After installa-tion, PCP and PPCP sections were diamond ground as required in the construction specifications to achieve good ride quality.

RampThe 3552 ft (1083 m) long exit ramp from I-66W to

Route 50W was repaired using both PCP panels and CIP concrete. The left lane was repaired using 9 in. (229 mm) thick CIP patches placed in isolated areas and totaling 1023 yd2 (855 m2) of concrete. The full length of the right lane was reconstructed with 8.75 in. (222 mm) thick PCP panels. The 224 panels were each 16 ft (5 m) long. They totaled 4710 yd2 (3938 m2) of concrete. The right shoulder was milled and resurfaced with asphalt.

Fig. 1: Project site in northern Virginia. Two locations were selected for the study: the exit ramp (57b) and the mainline on I-66W near mile marker 59 (figure courtesy of VDOT)

PCCPCIP & PCP


Mainline

The PPCP panels were used on I-66W just west of Jermantown Road. All four lanes, including the right auxiliary shoulder, were replaced with PPCP panels for a total length of 1020 ft (311 m) and a total of 5780 yd2 (4822 m2) of concrete consisting of 102 panels.

The existing pavement structure was initially built in the early 1960s and was designed to have 9 in. (229 mm) jointed reinforced concrete on a 6 in. (152 mm) plain aggregate subbase over a 6 in. (152 mm) cement stabilized subgrade. The existing concrete thickness ranged from 9 to 11 in. (229 to 279 mm).

The new PPCP panels were 8.75 in. (222 mm) thick. After the two left lanes of the existing pavement were removed, a series of panels, each 12 ft (4 m) wide and 10 ft (3 m) long, were placed. Then, the right lane and the auxiliary shoulder were replaced with monolithic 27 ft (8 m) wide PPCP panels, each 10 ft (3 m) long.

ConstructionBefore and during construction, frequent meetings were

held between the contractor and VDOT to discuss and quickly resolve any issues and avoid delays. The contractor also constructed off-site trial sections of PCP and PPCP.6 These trial sections were valuable in identifying problem areas and were used to find solutions that were later implemented during construction.

This was a nighttime-only construction project with lane closures from 9 p.m. to 5 a.m. Good planning for the delivery and installation of the slabs was needed because there was limited storage space for the slabs and equipment. All three repair techniques were successfully implemented. The contractor was satisfied with both

PCP and PPCP construction in terms of constructibility and ease of operation.

Removal of existing pavement and base preparationFor the CIP repairs, sawing and removal of existing

pavement sections (Fig. 2) were usually performed in one night. The area was then temporarily covered with wood blocks to carry traffic the next day. Most removal required only a single-lane closure, but for a few sections, closure of both lanes was needed for a few minutes to facilitate removal of the slabs.

Slab removal operations for both of the precast systems were similar to those for CIP installation. Unlike CIP repair, PCP panel installation occurred on the same night as demolition and removal. The PCP system was installed in the right lane of the two-lane ramp. Closure of both lanes was needed to accommodate the delivery truck. Although a major preparation of pavement base was not required, a layer of No. 10 aggregate was compacted as a leveling course before placement of the slabs. This leveling was very important to achieve a smooth surface and match the elevation of surrounding panels. Specially designed manually operated leveling equipment (Fig. 3) was used to prepare the base. To accommodate the leveling course, the thickness of the precast slab was about 0.25 in. (6 mm) smaller than the old slabs.

In the mainline, PPCP operations were performed such that at least one lane was available. In most cases, two lanes were available to traffic. Despite the night placement schedule, traffic congestion still occurred. For the most part, the existing slab removal for PPCP was similar to other repair options. In the outside lane (auxiliary shoulder lane), however, the asphalt drainage layer was stuck to the base of

Fig. 2: Saw cutting and slab removal (photo courtesy of VDOT) Fig. 3: base preparation and leveling for PCP (photo courtesy of VDOT)


the existing concrete slab and was therefore discarded with it. A compacted layer of No. 21A gradation crushed stone, in accordance with VDOT specifications, was used to fill this unexpected void. A No. 10 gradation aggregate was used to level the base layer for the rest of the sections. The final preparatory step was installing a nonwoven geosynthetic fabric as a separation layer to minimize friction with the base.

Concrete materialsThe mixtures used for the CIP patches and precast panels

are shown in Table 1. CIP cylinders were cured for 4 hours in the molds and

tested for strength, while the cylinders for both precast systems were cured using radiant heat overnight for high early strength and tested for strength and permeability. Concrete placed in both precast systems exhibited satisfactory workability, air content, and strength.6

Only one of the 15 batches of CIP concrete failed to achieve the required 2000 psi (13.8 MPa) compressive strength in 4 hours. The low-strength batch, however, did reach 1990 psi (13.7 MPa) and was accepted.

The measured compressive strengths for the PCP system were higher than the 4000 psi (27.6 MPa) 28-day design strength. The slag cement content and low w/cm of the PCP system allowed achieving an average charge passed of 1493 coulombs in the rapid chloride permeability test (ASTM C1202, “Standard Test Method for Electrical Indication of Concrete’s Ability to Resist Chloride Ion Penetration”). Compressive strength requirements for the PPCP system were 3500 psi (24.1 MPa) for detensioning and 5000 psi (34.5 MPa) at 28 days. Determined strengths were higher than the specified values. Chloride permeability

tests were conducted on one set of two PPCP cylinders and they exhibited a very low average of 601 coulombs charge passed.

CIP repairAfter removing the existing slab, four dowel bars were

placed in drilled holes in each wheel path before placing the concrete in the patches. After the patch concrete hardened and prior to opening the patch to traffic, a longitudinal joint was cut between the shoulder and the CIP patch as it encroached into the shoulder in many places because of deteriorated shoulder condition. However, the transverse joints were cut all at one time when concrete casting was complete for the entire lane.

PCP panel installationThe PCP system involved sequential placement of

quadrilateral panels with or without parallel sides to match the horizontal curvature. The superelevation due to the curvature of the ramp made it a challenge to match the dimensions of the panels with the road geometry. This challenge was met by using special equipment (Fig. 3) to prepare the base to match the superelevation and placing warped panels that had a corner raised but retained the uniform slab thickness. Figure 4 shows the slab installation.

The existing (old) longitudinal joint was so deteriorated that it left large gaps lacking concrete along the new joint that was formed after the new slabs were installed against the old surface. These areas required patching. While no plans had been made for filling these areas, the contractor was able to use dowel grout to successfully fill these areas. Additional patching was needed along transverse joints for chipping that occurred during slab installation.

About 25% of the PCP slabs exhibited mid-slab cracking right after opening to traffic. Cores indicated that cracks were full depth. It is possible that some of these cracks were already formed during production and delivery of the Table 1:

Concrete mixture proportions, in lb/yd3 (kg/m3) unless otherwise noted

Ingredient CIP PCP PPCP

Portland cement 846 (502) 518 (307) 602 (357)

fly ash, Class f — — 150 (89)

Slag cement — 172 (102) —

Coarse aggregate 1862 (1105) 1828 (1085) 1653 (981)

fine aggregate 1088 (645) 1212 (719) 1285 (762)

Water 267 (158) 235 (139) 267 (158)

w/cm 0.32 0.34 0.36

Design air content,

%4 to 8 5 to 7 4 to 8

Design slump, in.

(mm)

3 to 7

(76 to 178)

2 to 7

(51 to 178)

7 (178)

maximum

Note: CIP is cast-in-place; PCP is precast concrete pavement; PPCP is prestressed precast concrete pavement; w/cm is water-cementitious material ratio Fig. 4: PCP slab installation and alignment (photo courtesy of VDOT)


panels. Lack of compaction of the leveling course might also have contributed. Moreover, the dowel and tie bars were grouted several days after opening to traffic permitting loads before proper load transfer was established, and this may have allowed panels to be overloaded in early service.

PPCP panel installationFor PPCP replacements, the inside two 12 ft (4 m) lanes

were installed first, then the outer lane and the shoulder were repaired using one 27 ft (8 m) wide slab. Several PPCP panels were post-tensioned together (Fig. 5), creating 100 to 160 ft (30 to 49 m) sections. Each section was tied to another with a doweled expansion joint. At both ends of each section, slabs contained blockouts for longitudinal post-tensioning.

There was one anchor slab in each section. This slab was pinned to the ground. Within the slabs, there were five ducts for post-tensioning. Two ducts were used for temporary tensioning of adjacent slabs as soon as they were placed; threaded dowel bars were used for such tensioning. Epoxy-coated strands in the other three ducts were used to permanently post-tension a section (10 to 16 slabs together). These strands were flexible enough to facilitate pushing (or insertion) through several slabs together. Initially, a two-part chuck was used to anchor the strand after post-tensioning. After one of the strands came loose from a chuck under normal traffic, however, a three-part chuck was used to secure strands for the remainder of the project. Also, epoxy on the strand was removed for better grip. To avoid a potential traffic hazard,

the blockout slots were permanently patched before opening to traffic.

As shown in Fig. 6, alignment was a problem in a few slabs and this led to misalignment of the ducts. To locate or match the ducts, cores were drilled at the slab joints to reveal the holes and advance the strands (Fig. 7). Larger ducts could have alleviated the problem. However, the reinforcement and ducts were difficult to fit into the 8.75 in. (222 mm) thickness and maintain the required cover of 2 in. (51 mm). Higher cover depth would be desirable in harsh environments, so thicker slabs would be required.

The original plans were to use post-tensioned transverse strands to tie all the lanes together. The use of tie bars was not considered to be practical because of the construction sequencing.

Although transverse tendon ducts were oval in shape to facilitate installation of transverse strands, the ducts were sufficiently misaligned after construction to make it impossible to push strand across the whole pavement width. It was decided to push strand through the joint between the first two slabs and to push strand through the 27 ft (8 m) wide slab and into the middle slab about 3 ft (1 m). The strands were then grouted without post-tensioning.

Unfortunately, because the longitudinal duct diameter was small relative to the strand size, there was very little room to inject the grout. The completion of the grouting operation could not be verified because grout was not observed at the successive ports. Also, the grout leaked at the joints because there was no positive coupling between panels (only foam gaskets, as shown in Fig. 8, were placed at the duct ends).

Fig. 5: PPCP sections were post-tensioned. The panels on each side of this movement joint contain blockouts to allow tensioning of strand (photo courtesy of VDOT) Fig. 6: Misaligned slabs (photo courtesy of VDOT)


In-Service QualityA high-speed inertial profiler was used to measure the

ride quality of the PCP and PPCP sections. An International Roughness Index (IRI) was obtained using this profiler for the 0.01 mile (16 m) segments.6 The profiler uses a narrow-band, single-point laser to measure the profile elevations. Diamond grinding usually creates small ridges and depressions that affect the test results. Therefore, a wide footprint laser (ultra-light inertial profiler) was also used to measure IRI. The values were higher than the 70 in./mile (1.1 m/km) desired6 but were lower than the IRIs of the surrounding existing pavement sections.

Load transfer efficiency and deflection profile under load were measured using a falling-weight deflectometer. Measurements were taken immediately after construction and after 1.5 years of traffic. The efficiency values in both the PCP and PPCP were lower than the target of 80% in only a few places. The main problem areas were the expansion joints between successive post-tensioned sections in PPCP, where large gaps occurred. In these locations, load transfer efficiency values were observed as low as 70%.

During construction, lift-hook holes on the surface of precast slabs were filled with a thin layer of rapid-set patching material. After only 1.5 years of service, this material was observed to be failing (Fig. 9). An epoxy grout is recommended for future applications.

Conclusions and Lessons LearnedDespite the issues raised, the project was completed

successfully on time and on budget. It is also serving well.

To allow the surface to match the other remaining sections of the roadway, however, the PPCP section was overlaid with a thin layer of asphalt after 3 years of exposure.

Lessons learned on the project and recommendations for future projects include: • Trial sections were very helpful. Unless the contractor has

a recent experience, placement of trial sections should be required;

• CIP was easy to place and did not exhibit any problems during construction;

• For both PCP and PPCP, mismatches and gaps occurred between slabs. Tighter dimensional tolerances are recommended;

• In PPCP, misalignment of post-tensioning ducts was encountered. Larger duct holes should be specified, both to facilitate alignment and to provide enough space for proper grout coverage. Increased duct sizes, however, will necessitate thicker precast slabs to provide adequate cover depth;

• Tighter dimensional tolerances of precast slabs, along with careful installation, are needed to reduce corner cracks and edge spalling;

• To avoid problems with longitudinal joints between existing and new pavement, simultaneous repair of adjacent lanes with PCP should be considered;

• About 25% of the PCP slabs exhibited full-depth, mid-slab cracking right after opening to traffic. In the future, ensuring quality control during precast fabrica-tion, proper base compaction, and establishing the load transfer through grouted dowel bar before opening to traffic are essential to avoid such cracking;

Fig. 7: Misaligned duct holes were located by coring holes. This also allowed the strand to be routed from one panel to the other (photo courtesy of VDOT)

Fig. 8: Foam gasket to prevent grout leakage in PPCP panels (photo courtesy of VDOT)


3. Merritt, D.K.; McCullough, B.F.; Burns, N.H.; and Schindler, A.K., “The Feasibility of Using Precast Concrete Panels to Expedite Highway Pavement Construction,” FHWA/TX-01/1517-1, Center for Transportation Research, University of Texas at Austin, Austin, TX, Feb. 2000, 155 pp.

4. Merritt, D.K.; McCullough, B.F.; and Burns, N.H., “Construc-tion and Preliminary Monitoring of the Georgetown, Texas, Precast Prestressed Concrete Pavement,” FHWA/TX-03-1517-01-IMP-1, Center for Transportation Research, University of Texas at Austin, Austin, TX, Dec. 2002, 153 pp.

5. Merritt, D.K.; McCullough, B.F.; and Burns, N.H., “Design- Construction of a Precast, Prestressed Concrete Pavement for Interstate 10, El Monte, California,” PCI Journal, V. 50, No. 2, Mar.-Apr. 2005, pp. 18-27.

6. Hossain, M.S., and Ozyildirim, C., “Use of Precast Slabs for Pavement Rehabilitation on I-66,” VCTIR 12-R9, Virginia Center for Transportation Innovation and Research, Charlottesville, VA, June 2012, 79 pp. (www.virginiadot.org/vtrc/main/online_reports/pdf/12-r9.pdf)

Note: Additional information on the ASTM standards discussed in this article can be found at www.astm.org.

Selected for reader interest by the editors.

M. Shabbir Hossain is a Senior research Scientist at the Virginia Department of Transportation and is involved in applied research for pavements. His research interests are geotechnical and pavement engineering. Hossain has expertise in the areas of pavement materials characterization, construction

quality control, and pavement rehabilitation techniques. He received his doctorate degree from auburn university in pavement materials. Hossain is a licensed professional engineer in Virginia and Texas and is a member of Transportation research board committees on geology and properties of earth materials.

H. Celik Ozyildirim, faCI, is a Principal research Scientist at the Virginia Department of Transportation. He is a member of aCI Committees 211, Proportioning Concrete Mixtures; 233, Ground Slag in Concrete; and 236, Material Science of Concrete. He is the past Chair of aCI Committee 309, Consolidation of Concrete, and

the Transportation research board section on concrete materials. He received his PhD in civil engineering from the university of Virginia and is a licensed professional engineer in Virginia.

• In PPCP, grout ducts were connected between slabs with foam gaskets which allowed grout leakage. Positive coupling between slabs would prevent leakage;

• Because ducts were not aligned sufficiently to allow strand to extend over the full pavement width, post-tensioning was not feasible for tying together adjacent lanes. Strands were grouted in-place without post-tensioning;

• For post-tensioning operations, using three-piece chucks and stripping of epoxy from the end of the strand are recommended for a better grip; and

• An epoxy grout is recommended to cover lifting inserts in precast slabs.

AcknowledgmentsThe authors thank the Virginia Department of Transportation

Materials Division, Northern Virginia District Materials Office, FHWA TFHRC, and Fugro Consultants for their help and contribution in conducting some of the field tests for this study. The authors would also like to acknowledge the sponsorship of FHWA’s Highways for LIFE program for the construction of this project.

References1. Tayabji, S., and Hall, K., “Precast Concrete Panels for Repair

and Rehabilitation of Jointed Concrete Pavement,” CPTP TechBrief, FHWA-HIF-09-003, Federal Highway Administration, Washington, DC, 2010, 6 pp. (www.fhwa.dot.gov/pavement/concrete/pubs/if09003/if09003.pdf)

2. Merritt, D., and Tayabji, S., “Precast Prestressed Concrete Pavement for Reconstruction and Rehabilitation of Existing Pavements,” CPTP TechBrief, FHWA-HIF-09-008, Federal Highway Administration, Washington, DC, 2009, 8 pp. (www.fhwa.dot.gov/pavement/concrete/pubs/if09008/if09008.pdf)

Fig. 9: Loss of material in the lift hook patching (photo courtesy of VDOT)


Modeling Corrosion Effectsan examination of chloride-induced deterioration of a bridge deck with epoxy-coated reinforcement

by Soundar Balakumaran, Richard E. Weyers, and Michael C. Brown

Corrosion of steel reinforcement in concrete is one of the primary reasons for bridge deck deterioration, especially in regions where deicing salts are

applied and in salt-laden coastal areas.1 Corrosion is mainly initiated by the diffusion of chlorides through concrete to the reinforcing bar depth. Epoxy-coated reinforcement (ECR) was introduced in the United States as a corrosion prevention method in the late 1970s. However, starting in the mid-1980s, some agencies began to observe premature corrosion-related deterioration. Specifications and fabrication methods have been adjusted in the interim, but ECR has continued to exhibit mixed results, with some applications performing very well and others experiencing limited corrosion resistance.2 It is therefore necessary to continue to examine the performance of ECR and develop reliable methods for predicting the deterioration rate of structures containing ECR. Such research will allow transportation system owners to anticipate repairs, rehabilitation, and replacement rather than react to only visible deterioration.

It may not be feasible or practical to collect large amounts of data from every bridge to estimate the time for various corrective actions. In this article, we focus on the selection of suitable parameters for evaluating a bridge deck deterioration model based on the diffusion of chlorides to initiate corrosion and subsequent cracking and spalling for an existing deck constructed with ECR. We also interpret copper-copper sulfate electrode (CSE) half-cell potentials and unguarded three-electrode linear polarization (3LP) corrosion rates to determine where these tests indicate ongoing corrosion for the bridge decks with ECR.

The existing bridge deck selected for this analysis was constructed in 1979 with a top mat of ECR and a bottom mat of uncoated steel (UCS) bars. At the time of the inspection, the bridge had been in service for 30 years and exhibited prominent surface deterioration of the original

wearing surface (no overlay had been applied). Fourteen percent of the deck surface area exhibited spalls, delaminations, and patches. We assembled data from the inspection to develop input values for parameters necessary to model the known performance of the deck. That is, the calibration of the parameters was conducted by adjusting their values until the predicted damage level matched the observed 14%. Using selected parameters, the diffusion model was then applied to the same bridge deck to estimate the future deterioration rate.

Deterioration ModelsSeveral existing bridge deck corrosion deterioration

models are based on Fick’s second law of diffusion.3-9 Fickian diffusion models require reinforcement cover depth, surface chloride concentration, chloride concentration at bar depth necessary to initiate corrosion, and apparent diffusion coefficient as input parameters. It is possible to include the additional protection offered by the epoxy coating to the model to estimate the time for corrective actions.

Brown1 conducted a chloride corrosion resistance study of ECR on concrete cores taken from Virginia bridge decks after many years in service. The cores were ponded with a chloride solution and corrosion initiation was measured over time using electrochemical impedance spectroscopy. Corrosion initiation in ECR cores was identified using the observed change in CSE half-cell potential along with the associated change in impedance and phase angle. Based on this study, Brown1 concluded that the service-life extension provided by ECR is 3 to 7 years before the first major rehabilitation, or an average of 5 years.

Bridge InspectionThe bridge evaluated in the current study carries James

Madison Highway (U.S. Route 15) southbound traffic over I-66 in Haymarket, VA. It is a two-span continuous composite


steel girder structure with a cast-in-place flat soffit concrete deck with a thickness of about 8.5 in. (220 mm). From east to west, the bridge has a 6 ft (1.8 m) shoulder, a passing lane and a travel lane (each 12 ft [3.7 m] wide), and a 9 ft (2.7 m) breakdown lane (Fig. 1). Annual average daily traffic on the bridge in 2009 was 16,500 vehicles, with about 6% being truck traffic. Surface water drains transversely across the deck to drains in the breakdown lane.

As stated before, ECR was used for the top mat and UCS for the bottom

Table 1:Sample size determination for parameters to satisfy a power of 0.90 for a 95% confidence

Data

Difference to detect (corresponding units

of data) Sample size

Surface chloride

C0, lb/yd3 (kg/m3)2 (1.18) 23

Diffusion coefficient

Dc, in.2/year (mm2/year)0.012 (8) 29

Cover depth

Xi, in. (mm)0.18 (4.6) 30

Fig. 1: deck plan for the evaluated bridge with delaminations, spalls, and patches indicated by hatching

mat of reinforcing bars. Trussed ECR bars were installed in an alternating pattern with straight bars at top-mat elevation in negative-moment regions. The trussed bars turn down and converge with the bottom mat in the positive-moment regions. Thus, every other bottom bar in the positive- moment regions is ECR.

The original concrete mixture proportions and construction reports for the bridge were not available. However, the deck was built in an era when the specified concrete water-cement ratio (w/c) was a maximum

of 0.45 and the specified cover depth was a minimum of 2 in. (51 mm).

Sample size and statistical power of the distribution

A minimum sample size is required to provide a statistically reliable analysis. This number can be found by fixing the statistical power of the distribution, thus denoting the strength of the data collected. For this analysis, a power of 0.9 and a confidence of 95% were selected. Differences to detect, which are the minimum statistically significant differences, were chosen arbitrarily below the corresponding standard deviations and were adjusted for a reasonable sample size using statistical software.

Table 1 presents the minimum sample size required for each parameter to satisfy a power of 0.90 for a 95% confidence. Surface chloride concen-trations and apparent diffusion coefficients are highly variable, as they vary with the location on the bridge deck; however, it is not economical to increase the number of tests to increase the differences to detect. Cover depths are measured in a relatively quick manner and are generally not highly variable in a bridge deck; thus, a smaller difference to detect was selected, which explains the higher sample size.

Cover depthsAn electromagnetic flux cover meter

was used to determine cover depths at 30 locations. Mean and standard deviation values were 2.25 and 0.27 in. (57 and 7 mm), respectively. Based on a normal distribution, about 17.6% of the reinforcing steel in the bridge has a cover depth of less than 2 in. (51 mm) and therefore has poor corrosion protection in terms of concrete cover.

Damage surveyA visual inspection and sounding

survey were conducted to quantify the amount of damage (the sum of delaminations, spalls, and patched areas). As with previous studies,10,11 the


amount of deterioration was expressed in terms of percentage of the total area of a lane over one span (Table 2). The travel and breakdown lanes contained about 70% of the total damaged area over the two spans of the bridge (Fig. 1).

Chloride concentrationsTo determine chloride contents in

the deck, powdered concrete samples were obtained at seven depths from the top surface in increments of 0.5 in. (13 mm). The top 0.25 in. (6 mm) of concrete was discarded because of the variability and inconsistency associated with the topmost surface. After drilling, the powdered samples were thoroughly collected using a vacuum-powered filter mechanism, which ensures surface cleanliness to prevent cross- contamination.

Research by Glass and Buenfeld12

has shown that bound chlorides might contribute to the corrosion process. Because it is not clear what percentage of bound chlorides will contribute to reinforcement corrosion, the acid-soluble method, according to ASTM C1152/C1152M-04e1, “Standard Test Method for Acid-Soluble Chloride in Mortar and Concrete,” was selected for the chloride titration process. This method accounts for water-soluble and insoluble (bound) chlorides and is considered to provide consistent comparisons among multiple samples. Background chloride content in the concrete was taken as 0.3 lb/yd3 (0.18 kg/m3) based on samples obtained below the cover concrete.

The near-surface chloride concen-tration distribution appeared to be normal and relatively uniform with a coefficient of variation of 36%. Surface chloride values were taken as time- independent because the bridge has been in service for 30 years.11 Average surface chloride concentrations for the bridge were 9.1, 6.5, 7.3, and 10.6 lb/yd3 (5.4, 3.8, 4.3, and 6.3 kg/m3) for the shoulder, passing lane, travel lane, and breakdown lane, respectively. These values are typical for the northern Virginia area, which has been documented to experience an

Table 2:damage (delaminations, spalls, and patched areas) expressed as a percentage of deck area for indicated lane and span

Location ShoulderPassing

laneTravel lane

Breakdown lane Average

Span 1 16.6 3.5 12.0 23.2 13.1

Span 2 9.7 11.0 11.1 26.8 14.8

average 13.1 7.2 11.5 25.0 13.9

average roadway chloride exposure of 15,500 lb/lane-mile (4369 kg/lane-km).1,10,11,13 The higher near-surface chloride values in the shoulder and breakdown lane are probably caused by snow-clearing operations in the traffic lanes and the location of the deck drains in the breakdown lane.

Diffusion coefficientsDiffusion coefficients represent the

rate of diffusion of chlorides into the bridge deck concrete. The apparent chloride diffusion coefficients for the bridge were calculated using a one-dimensional solution14 to Fick’s second law of diffusion

C C xD t

x t 0

c

( , ) = ⋅ −

12

erf (1)

where C(x,t) is the chloride concentration at depth x and time t; C0 is the near-surface chloride concentration; and Dc is the apparent chloride diffusion coefficient (note that erf () is the mathematical error function). Calculated average apparent chloride diffusion coefficients were 0.050, 0.025, 0.040, and 0.064 in.2/year (32, 16, 26, and 41 mm2/year) for the shoulder, passing lane, travel lane, and breakdown lane, respectively. The higher diffusion coefficients in the shoulder and breakdown lanes correlate with the higher near-surface chloride values noted previously.

Corrosion AssessmentTo provide a statistically reliable

analysis, 30 test locations were selected

in undamaged areas of the bridge deck for collecting corrosion model data and to characterize the corrosion state.

ContinuityElectrical continuity is necessary to

conduct tests for corrosion of reinforcing bars. This was established by resistance measurements. After drilling through the concrete cover to expose bars at the ends and midlength of the bridge, a hole was drilled and tapped into each exposed bar, a stainless steel all-thread rod was screwed into the hole, and a low-resistance lead wire was attached to the rod. A high-impedance multi-meter was then used to measure the resistance between six bars in the top mat, two bars on the bottom mat, and between the top and the bottom mats. Resistance measure-ments ranged from 1.9 to 2.8 ohms, with an average of 2.5 ohms and a standard deviation of 0.3 ohms. These low values (for comparison, the resistance of the spool of lead wire was found to be 2.1 ohms) confirmed electrical continuity within and between the top and bottom bar mats.

Corrosion potentialsCorrosion potentials are used to

determine the probability of active corrosion in a given system. The half-cell potential test is conducted according to ASTM C876, “Standard Test Method for Corrosion Potentials of Uncoated Reinforcing Steel in Concrete.” While this test method was developed for uncoated bars, Ramniceanu13 has shown that corrosion potentials of ECR can be effectively


measured for structures that have been in service for several years.

Half-cell studies and examinations of uncoated bars in concrete specimens ponded with a chloride solution15, 16 led to a definition of three corrosion risk categories: • High (CSE potentials below −300 mV); • Moderate (CSE potentials from −200 to −300 mV); and • Low (CSE potentials exceeding −200 mV).

Using these risk categories for the coated bars in this study, the measured CSE potentials indicate that there is a high corrosion risk over 50% of the deck area and a moderate corrosion risk over 35% of the deck area.

Corrosion ratesA 3LP device is used to determine the corrosion current

density, an indication of the corrosion rate.17 While the device induces current and accelerates the corrosion process during the brief test, the long-term effect is generally considered negligible. Also, although the 3LP test was developed to test uncoated bars, it’s been shown that moisture uptake and localized defects in the epoxy coating on aged in-place ECR bars render the coating electrically continuous at the macro scale.1,13

Interpretation of the measurements requires a knowledge of the polarized surface area of the tested bar. Although holidays, holes, and crushed zones in the coating and varying amounts of moisture in the concrete make it impossible to know the precise polarized surface area of an ECR bar, we estimated the area to be the product of the length of the probe (7.125 in. [181 mm]) and the circumference of the reinforcing bar. In fact, the area of polarization could be smaller than this estimated value, so the actual corrosion rate may be somewhat higher than implied by our 3LP measurements.

As discussed in References 15 and 16, 3LP tests and examinations of uncoated bars in concrete specimens ponded with a chloride solution led to a definition of three corrosion risk categories: • High (current density greater than 3.0 μA/cm2

[2.8 mA/ft2]); • Moderate (current density from 3.0 to 1.0 μA/cm2

[2.8 to 0.93 mA/ft2]); and • Low (current density less than 1.0 μA/cm2 [0.93 mA/ft2]).

Using these risk categories for the coated bars in this study, the measured current densities indicate that there is a high corrosion risk over 40% of the deck area and a moderate corrosion risk over 37% of the deck area. These values compare reasonably well with the 50% and 35% areas found to have high and moderate risk of corrosion, respectively, using CSE potentials.

Service Life for Bridge DeckA service-life estimation for the bridge deck was conducted

by solving Eq. (1) using an application of Monte Carlo simulation developed by Kirkpatrick10 and Williamson.11

Monte Carlo methods are mathematical probability procedures using either simple or parametric bootstrapping. Simple bootstrapping uses sets of data, whereas parametric bootstrapping uses known probability functions. Input values for a mathematical function—Eq. (1)—are sampled from either data sets or probability functions and solved multiple times to create the probability solution. In this study, Eq. (1) was solved 65,000 times. Cover depths, surface chlorides, and diffusion coefficients were sampled using simple bootstrapping or random sampling from the given data set. Corrosion initiation chloride concentration values were sampled using parametric bootstrapping, as a triangu-lar distribution fit to reported values from prior studies.10

For parametric bootstrapping of chloride initiation values, the minimum, maximum, and mode of the triangular distribution must be supplied. The chloride initiation contents for ECR bars were taken from the range presented in Brown’s study.1 Several iterations of minimum, maximum, and mode were selected. Brown1 observed that chloride concentrations at cracking for a 0.5 in. (13 mm) cover over ECR occurred at concentrations both lower than and greater than those of UCS bars. Brown1 also showed that estimated corrosion initiation chloride concentrations for ECR occurred at values lower than and greater than those of UCS and that the distribution for ECR appeared bimodal (Fig. 2(a)).

As can be seen in Fig. 2(b), the range of the distribution for the evaluated bridge chloride concentrations at bar level at the time of the survey appears to fall within the initiation chloride concentration range observed by Brown1 for ECR.Figure 2(b) also shows an outlier box. The left edge, middle line, and right edge of the rectangle indicate 25th, 50th (median), and 75th percentiles, respectively. The diamond indicates the mean and confidence interval. The dashed

002468

10

1 2 3 4Chloride Concentration, kg/m3

Freq

uenc

y

5 6 7 8 9 10 11

(a)

30

20

10

0Relat

ive F

requ

ency

, %

0 1 2 3 4Chloride Concentration, kg/m3

5 6 7 8 9 10 11

Maximum:Total N:Standard Dev.:

9.08272.34

Minimum:Mean:Median:

0.002.642.54

(b)

Fig. 2: distributions of chloride concentration at bar depth: (a) estimate at initiation of corrosion of ECr bars in a bridge studied by brown1; and (b) at time of survey on the bridge evaluated in the current study (Note: 1 kg/m3 = 1.7 lb/yd3)


lines (whiskers) encapsulate the entire distribution, indicat-ing no outliers.

Table 3 presents the different combinations of chloride initiation values and the estimated service life for ECR bars using the first mode of the bimodal distribution presented in Brown’s work.1 As previously shown by Brown, the 11-year time-to-cracking period is the sum of 6 years for UCS plus an additional 5 years provided by ECR. As presented in Trial 1, the model overestimated the time required to reach 14% damage by 19 years (49 minus the 30 years the bridge has been in service). Comparison of Trials 2 and 3 shows that a decrease in the maximum value of chloride concentrations by 33% resulted in a decrease of 2 years of predicted time to cracking (from 20 to 18 years). Likewise, increasing the chloride concentration mode for Trials 6 and 7 by 0.3 and 0.5 lb/yd3 (0.18 and 0.3 kg/m3), respectively, in comparison to Trial 5 resulted in only 1 or 2 years’ increase in predicted time to cracking. In Trial 6, the estimated 30 years to reach a 14% damage area were in agreement with the average 13.9% deck damage deter-mined for this 30-year-old bridge. If data for Trials 2 to 8 were plotted on Fig. 2(b), the minimum and maximum values, as well as the mode of the triangular distribution, will fall within the lower bimodal distribution range—0.6 to 5.0 lb/yd3 (0.35 to 2.95 kg/m3).1 It might be possible to substitute the chloride threshold concentrations and time-to-cracking periods of different reinforcement types in this model to predict their service lives, but it would require further study.

Deterioration modelCorrosion initiation chloride concentration values for a

service-life estimation of the bridge were based on Trial 6 with the 30 years of service life to reach a 14% damage area. Figure 3 presents the corrosion-induced deterioration curve based on chloride diffusion plus an 11-year time-to-cracking period. The 11 years are a sum of 6 years for UCS plus an additional 5 years provided by ECR.1 The deterioration rate of the bridge is expected to be 1.6%/year, which is the approximate slope of the deterioration curve (Fig. 3). To simplify computations, only a few points were plotted after 5% deterioration, thus making the curve largely linear

Fig. 3: The corrosion-induced deterioration curve based on Trial 6 of the model. The curve reaches the 14% damage level at 30 years, matching the damage level and service life of the studied bridge

Table 3: Corrosion initiation chloride concentrations and estimated corresponding service lives for ECr

Trials

Corrosion initiation chloride concentration, lb/yd3 (kg/m3)

14% damage initiation, year

Cracking time, year

Total time to reach 14%

damage area, yearMinimum Maximum Mode

1 0.7 (0.4) 10.6 (6.3) 2.4 (1.4) 38 11 49

2 0.6 (0.35) 4.8 (2.8) 1.2 (0.7) 20 11 31

3 0.6 (0.35) 3.6 (2.1) 1.2 (0.7) 18 11 29

4 0.6 (0.35) 3.0 (1.8) 1.5 (0.9) 18 11 29

5 0.6 (0.35) 4.0 (2.4) 1.0 (0.6) 18 11 29

6 0.6 (0.35) 4.0 (2.4) 1.3 (0.8) 19 11 30

7 0.6 (0.35) 4.0 (2.4) 1.5 (0.9) 20 11 31

8 0.6 (0.35) 5.0 (2.9) 1.3 (0.8) 20 11 31

Note: Bridge under consideration had been in service for 30 years and had 14% deck damage at the time of testing

0 10 20 30 40 50 60 70 80 90 1000

10

20

30

40

60

50

Time, years

Deter

iorati

on da

mage

, %

Deterioration curvebased on chloride diffusionplus 11-year time to cracking

14%


beyond 5 years. Although this study involves a deck with ECR in the top mat and black bars in the bottom mat, we do not believe the bottom mat will have a significant influence on the deterioration of the deck because the time taken for chlorides to diffuse to the bottom mat is very long.

SummaryOur interpretations of the data obtained using corrosion

potential and corrosion rate tests conducted on an in-service bridge correlate well with the actual condition of the structure. Corrosion potentials may therefore be sufficient to characterize the corrosion condition of decks built with ECR, provided continuity of the top mat is established.

Further, based on our analyses of an existing bridge deck, we recommend the following for assessment of existing decks with ECR: • Surface chloride, diffusion coefficients, and cover depths

should be measured at 30 locations on any deck that is to be modeled for purposes of estimating its remaining service life;

• Testing locations must be selected in a way that the data are representative of the condition of the entire bridge

deck. As observed from the bridge studied herein, data obtained from the undamaged areas of the deck appear to provide an adequate representation of the entire deck; and

• For the triangular chloride corrosion initiation function, a minimum chloride concentration of 0.6 lb/yd3 (0.35 kg/m3), mode of range of 1.0 to 1.5 lb/yd3 (0.6 to 0.9 kg/m3), and maximum of range of 3.0 to 5.0 lb/yd3 (1.8 to 2.9 kg/m3) may be used for ECR, as these values resulted in prediction within 1 year of the 30-year deck survey condition. However, further field investigations are needed to better identify varying performance conditions, as other decks built with ECR may lie within the upper range of the bimodal distribution determined by Brown1 (Fig. 2(a)).

AcknowledgmentsThis research was supported by a subcontract from Rutgers

University, Center for Advanced Infrastructure & Transportation (CAIT), under DTFH61-08-C-00005 from the U.S. Department of Transportation—Federal Highway Administration (USDOT-FHWA). The study is a part of the Federal Highway Administration’s (FHWA) Long Term Bridge Performance (LTBP) Program. The authors are grateful to Rutgers University for providing support; to Virginia

Web SessionsTo bring you the latest information about concrete, ACI records select presentations from ACI Conventions and makes them available online and on-demand through a program called ACI Web Sessions. Each week, about 1 hour of new presentations will be posted to the ACI Web site. Best of all, these presentations can be viewed free of charge!

Simply register and log in on the ACI Web site to view these presentations. You don’t have to be an ACI member to take advantage of this program. Some of the presentations will also become part of the ACI Online CEU program, giving you the ability to earn Continuing Education Credits over the Internet.

To view these presentations, go to the ACI Web site at www.concrete.org, click on Education in the top menu, and then select the Web Sessions button on the left side of the page.


Soundar Balakumaran is a research Scientist at the Virginia Center for Transportation Innovation and research, Virginia Department of Transportation, Charlottesville, Va. His research interests include design of bridges, corrosion of structural materials, structural maintenance, durability of materials, and use of computer programming in analysis and design.

Richard E. Weyers, faCI, is an emeritus Professor of civil and environmental engineering at Virginia Polytechnic Institute and State university, blacksburg, Va. He received the aCI robert e. Philleo award in 2008 for outstanding contributions toward extending service life of reinforced concrete structures. Weyers is a member of aCI Committees 222, Corrosion of

Metals in Concrete; 345, Concrete bridge Construction, Maintenance, and repair; and 365, Service Life Prediction. He has over 40 years of research and consulting experience related to bridge deck performance.

Michael C. Brown, faCI, is the associate Director of Structural, Pavements, and Geotechnical engineering at the Virginia Center for Transportation for Innovation and research, Charlottesville, Va. He is a member of aCI Committees 222, Corrosion of Metals in Concrete; 345, Concrete bridge Construction,

Maintenance, and repair; and 365, Service Life Prediction; and Joint aCI-aSCe Committee 343, Concrete bridge Design. He has over 22 years of experience related to assessing bridge deck performance.

Department of Transportation for organizing and assisting the bridge field survey; and to Parsons-Brinckerhoff, which provided the bridge deck damage survey data. The opinions, findings, conclusions, or recommendations expressed in this publication are those of the authors and do not necessarily reflect the views of Rutgers University or those of the USDOT-FHWA.

References1. Brown, M.C., “Corrosion Protection Service Life of Epoxy

Coated Reinforcing Steel in Virginia Bridge Decks,” PhD dissertation, Civil and Environmental Engineering Department, Virginia Polytechnic Institute and State University, Blacksburg, VA, 2002, 269 pp.

2. Zemajtis, J.; Weyers, R.E.; Sprinkel, M.M.; and McKeel, W.T. Jr., “Epoxy-Coated Reinforcement: A Historical Performance Review,” VTRC 97-1R1, Virginia Transportation Research Council, Charlottes-ville, VA, 1996, 104 pp.

3. Cady, P.D., and Weyers, R.E., “Chloride Penetration and the Deterioration of Concrete Bridge Decks,” Cement, Concrete, and Aggregates, V. 5, No. 2, Jan. 1983, pp. 81-87.

4. Saetta, A.V.; Scotta, R.V.; and Vitaliani, R.V., “Analysis of Chloride Diffusion into Partially Saturated Concrete,” ACI Materials Journal, V. 90, No. 5, Sept.-Oct. 1993, pp. 441-451.

5. Mangat, P.S., and Molloy, B.T., “Prediction of Long-Term Chloride Concentration in Concrete,” Materials and Structures, V. 27, 1994, pp. 338-346.

6. Bamforth, P.B, “The Derivation of Input Data for Modeling Chloride Ingress from Eight-Year UK Coastal Exposure Trials,” Magazine of Concrete Research, V. 51, No. 2, Apr. 1999, pp. 87-96.

7. Boddy, A.; Bentz, E.; Thomas, M.D.A.; and Hooton, R.D., “An Overview and Sensitivity Study of a Multimechanistic Chloride Transport Model,” Cement and Concrete Research, V. 29, No. 6, June 1999, pp. 827-837.

8. Martín-Pérez, B.; Pantazopoulou, S.J.; and Thomas, M.D.A., “Numerical Solution of Mass Transport Equations in Concrete Structures,” Computer & Structures, V. 79, No. 13, May 2001, pp. 1251-1264.

9. Maheshwaran, T., and Sanjayan, J.G., “A Semi-Closed-Form Solution for Chloride Diffusion in Concrete with Time-Varying Parameters,” Magazine of Concrete Research, V. 56, No. 6, Aug. 2004, pp. 359-366.

10. Kirkpatrick, T., “Impact of Specification Changes on Chloride Induced Corrosion Service Life of Virginia Bridge Decks,” MS thesis, Civil and Environmental Engineering Department, Virginia Polytechnic Institute and State University, Blacksburg, VA, 2001, 125 pp.

11. Williamson, G., “Service Life Modeling of Virginia Bridge Decks,” MS thesis, Civil and Environmental Engineering Department, Virginia Polytechnic Institute and State University, Blacksburg, VA, 2007, 194 pp.

12. Glass, G.K., and Buenfeld, N.R., “The Presentation of the Chloride Threshold Level for Corrosion of Steel in Concrete,” Corrosion Science, V. 39, No. 5, May 1997, pp. 1001-1013.

13. Ramniceanu, A., “Correlation of Corrosion Measurements and Bridge Conditions with NBIS Deck Rating,” MS thesis, Civil and Environmental Engineering Department, Virginia Polytechnic Institute and State University, Blacksburg, VA, 2004, 92 pp.

14. Crank, J., The Mathematics of Diffusion, second edition, Oxford University Press, Ely House, London, UK, 1975, 414 pp.

15. Balakumaran, S.S.G., “Influence of Bridge Deck Concrete Parameters on the Reinforcing Steel Corrosion,” MS thesis, Civil and Environmental Engineering Department, Virginia Polytechnic Insti-tute and State University, Blacksburg, VA, 2010, 171 pp.

16. Smolinski, L., “Influence of Reinforcing Steel Parameters on the Formation of the Passive Layer,” MS thesis, Civil and Environmental Engineering Department, Virginia Polytechnic Institute and State University, Blacksburg, VA, 2007, 127 pp.

17. Clear, K.C., “Measuring Rate of Corrosion of Steel in Field Concrete Structures,” Transportation Research Record, No. 1211, 1989, pp. 28-37.


Received and reviewed under Institute publication policies.


aCPa 23rd annual Excellence in Concrete Pavements awards

The American Concrete Pavement Association (ACPA) has named recipients of its 23rd Annual “Excellence in Concrete Pavements” awards, which recognize quality

concrete pavements constructed in the United States and Canada. The awards program encourages high-quality workmanship in concrete pavement projects by recognizing contractors, engineers, and project owners who completed outstanding projects. The program requires projects to be completed in the calendar year prior to judging.

The recipients of the 2012 ACPA Excellence Awards are:

Commercial Service & Military AirportsGold

Cargo Apron Expansion—Phase IV, Indianapolis International Airport, Indianapolis, IN

The 43,000 yd2 (36,000 m2) expansion to the airport’s cargo apron consisted of 18 in. (460 mm) panels constructed using a material transfer/placer or a placer/spreader, controlled with stringless technology and using an “alternate lane” paving sequence. The 180-day project was finished without any interruption to air cargo movements.

Project credits include Indianapolis International Airport, Owner; Berns Construction, LLC (Milestone Contractors, LP), Contractor; and Shrewsberry and Associates, LLC, Engineer.

SilverNiagara Falls Reserve Airbase Taxiway A, A1, A3,

Niagara Falls, NYProject credits include U.S. Air Force, Owner; Surianello

General Concrete Contractor Inc., Contractor; and Urban Engineers of New York, P.C., Engineer.

Concrete Pavement Restoration (CPR)Gold

I-664 Pavement Rehabilitation, Newport News, VAThis large-scale CPR project on a major urban highway

included full-depth patching on 54,000 yd2 (45,000 m2) of continuously reinforced and jointed plain concrete pavement, while at the same time leaving the road open to traffic. To

I-664 Pavement rehabilitation, Newport News, Va

keep traffic moving, accelerating admixtures were used that allowed traffic on patched areas within 5.5 hours.

Project credits include Virginia Department of Transportation, Owner and Engineer, and Denton Concrete Services Company, Contractor.

Runway 8/26 Pavement Rehabilitation and ADG V Improvements, Denver International Airport, Denver, CO

Rehabilitation of Runway 8/26 involved the replacement of much of the existing concrete, as well as installation of subbase, bituminous pavement, drainage, and landscaping. To achieve this task without interfering with airport operations, side roads were constructed to aid in removal of the existing concrete, and the runway was only shut down for 48 days.

Project credits include Denver International Airport, Owner; Interstate Highway Construction, Inc., Contractor; and CH2M Hill, Inc., Engineer.


SilverI-15 (from I-84 to 10th North, and 10th North to

SR-30), Box Elder County, UTProject credits include Utah Department of Transportation,

Owner and Engineer, and Multiple Concrete Enterprises, Inc., Contractor.

County RoadsGold

Montgomery County, Iowa H-54 from Iowa 48 East to M-63, Coburg, IA

The 7 mile (11 km) reconstruction of this county road met multiple obstacles, including unstable base materials and narrow shoulders and bridges. Despite the challenges, the road was finished on schedule with minimal inconve-nience to residents.

Project credits include Montgomery County, Owner and Engineer, and Cedar Valley Corp., LLC, Contractor.

SilverHess Road Extension, Douglas County, COProject credits include Douglas County Community

Planning and Sustainable Development Department, Owner and Engineer, and Interstate Highway Construction, Inc., Contractor.

Divided Highways (Rural)Gold

U.S. Route 54, Kingman County and Pratt County, KSA 10 mile (16 km) length of highway, involving two lanes

in Pratt County and four in Kingman, was reconstructed and finished almost a year earlier than anticipated. The project team paid special attention to the quality and thickness of the pavement on both sides of the county line and was credited for producing an especially smooth pavement.

Project credits include Kansas Department of Transportation, Owner; Koss Construction Co., Contractor; and Wilson & Company and HNTB, Engineers.

SilverU.S. Route 64 & I-40, Webbers Falls, OKProject credits include Oklahoma Department of

Transportation, Owner; Duit Construction Co., Inc., Contractor; and Grossman & Keith Engineering Co., Engineer.

Divided Highways (Urban)Gold

I-40 Crosstown Expressway, Oklahoma City, OKThe original I-40 Crosstown Expressway, an elevated,

4 mile (6.5 km) stretch of highway across downtown Oklahoma City, was torn down and rebuilt just south of its original location. After the completion of numerous other parts of the project, 10 lanes of new pavement were installed, along with other concrete elements. Despite the large undertaking, the project was completed 223 days ahead of schedule.

Project credits include Oklahoma Department of Transportation, Owner; TTK Construction Company, Inc., Contractor; and Poe & Associates, Inc., Engineer.

SilverI-65 Reconstruction Project from I-459 to

U.S. Route 31, Hoover, ALProject credits include Alabama Department of

Transportation, Owner and Engineer, and McCarthy Improvement Company, Contractor.

Industrial PavingGold

Boeing Expansion and Site Development Program, North Charleston, SC

One of South Carolina’s largest construction projects involved the construction of a large facility for the construction of Boeing aircraft, along with 21 support buildings and concrete pavement throughout. Placing the pavement had to be coordinated with the many other ongoing projects, which resulted in 12 phases of construction for the 338,000 yd2 (283,000 m2) apron and taxiway. Even with numerous interruptions and changes, the project was completed on time overall.

Project credits include The Boeing Company, Owner; APAC-Tennessee, Inc., Ballenger Paving Division, Contractor; and AVCON, Inc., Engineer.

SilverI-35 Port of Entry Facility, Kay County, OKProject credits include Oklahoma Department of

Transportation, Owner; Duit Construction Co., Inc., Contractor; and The Benham Company, Engineer.

Municipal Streets & Intersections (Less than 30,000 yd2 [25,000 m2])Gold

Main Street Renovation, Grand Junction, COTo replace the aging asphalt of Main Street, concrete

I-40 Crosstown Expressway, Oklahoma City, OK


pavement was selected for its longevity and recognition as a cool pavement. During the construction, the street was mostly closed to vehicle traffic, but it remained open to pedestrians to keep business up for the 80 shops along the street. The pavement was placed in one continuous placement across the whole street with a truss screed, and each intersection was also placed at once to ensure uniformity of thickness and smoothness.

Project credits include City of Grand Junction, Owner and Engineer, and Adcock Concrete, Contractor.

SilverBuffalo Municipal Housing Authority, Buffalo, NYProject credits include Buffalo Municipal Housing

Authority, Owner; Surianello General Concrete Contractor Inc., Contractor; and Nussbaumer & Clarke, Inc., Engineer.

Municipal Streets & Intersections (More than 30,000 yd2 [25,000 m2])Gold

Wisconsin Avenue, Appleton, WIA 2 mile (3 km) section of Wisconsin Avenue was

redesigned to combat its high accident rate. Performing the reconstruction in three stages to maintain access to local businesses, work began in the spring to remove and replace the existing pavement and install sidewalks, driveways, and electrical work. Heavy snow in April slowed down the project slightly, but it was still completed within the 150-day working window.

Project credits include The City of Appleton, Owner; Vinton Construction Company, Contractor; and OMNNI Associates, Engineer.

SilverCentral Park Boulevard Interchange with I-70,

Denver, COProject credits include City and County of Denver,

Owner; Castle Rock Construction Company of Colorado, Contractor; and Wilson and Company Engineers and Architects, Engineer.

Donahoo Road Phase 1—115th to 131st, Wyandotte County, MO

Project credits include Unified Government Wyandotte County, Kansas City, Owner; J.M. Fahey Construction Company, Contractor; and Burns & McDonnell Engineering Company, Engineer.

Overlays (Airports)Gold

Runway 17-35 Rehabilitation, Augusta Regional Airport, Augusta, GA

Over the course of four phases, Runway 17-35, originally built in the 1940s, was renovated and brought up to Federal Aviation Administration (FAA) standards. The existing

pavement was used as a base, reducing the amount of earthwork required, and another runway at the airport was temporarily widened to accommodate commercial aircraft.

Project credits include Augusta Regional Airport, Owner; APAC-Tennessee, Inc., Ballenger Paving Division, Contractor; and Campbell & Paris Engineers, Engineer.

SilverMunicipal Airport, Clinton, IAProject credits include City of Clinton, Owner; Cedar

Valley Corp., LLC, Contractor; and Crawford, Murphy & Tilly, Inc., Engineer.

Overlays (Streets and Roads)Gold

State Highway 121, Wadsworth, COConcrete was placed to rehabilitate the existing asphalt

pavement, which was experiencing significant distress. The project was in a predominantly residential and commercial area, so one lane of traffic remained open at all times. Intersections were closed on weekends for repaving and paved with high-early-strength concrete.

boeing Expansion and Site development Program, North Charleston, SC

Main Street renovation, Grand Junction, CO


Project credits include Colorado Department of Transportation Region 6, Owner and Engineer, and Castle Rock Construction Company of Colorado, Contractor.

Overlays (Highways)Gold

ND Highway 200 Concrete Overlay, Hillsboro, NDHigh levels of truck traffic serving two major industrial

facilities required a rehabilitation solution that could withstand regular heavy loads. A concrete pavement overlay was chosen due to its durability and ability to be placed in a short time frame. Most of the construction was done at night, using a nonglare lighting system. A high smoothness rating was achieved.

Project credits include North Dakota Department of Transportation, Owner; Dakota Underground, Inc., Contractor; and Ulteig Engineers, Inc., Engineer.

I-35, North of Marietta, OKThis well-traveled section of highway on the Oklahoma-

Texas border was repaved. The ACPA inlay concept was used on the project, milling out 4 to 6 in. (100 to 150 mm) of existing asphalt and replacing it with 11 in. (280 mm) of doweled jointed concrete.

Project credits include Oklahoma Department of Transportation, Owner and Engineer, and Duit Construction Co., Inc., Contractor.

I-70, Ellsworth County and Lincoln County, KSTwo separate sites were repaved on I-70, both over 7 miles

(11 km) long. The project specifications called for profile milling of the existing asphalt pavement and placing a concrete overlay for the mainline. Concrete could not be placed, however, until asphalt temperatures dropped below 120°F (49°C); due to the hot summer, paving was initially relegated to night time, but production speed increased once temperatures dropped. Plants were erected near both sites to provide consistent concrete through the project.

Project credits include Kansas Department of Transportation, Owner; Koss Construction Co., Contractor; and Kirkham Michael Consulting Engineers, Engineer.

Reliever & General Aviation AirportsGold

Anderson Regional Airport Airfield Pavement Rehabilitation, Anderson County, SC

Upgrades were needed to the apron and connecting taxiways to accommodate the large aircraft needed by nearby Clemson University. The major portion of the project involved removing and replacing the existing apron with 10 in. (250 mm) of concrete on a 6 in. (150 mm) cement-treated base. The connector taxiways were redone in a similar fashion.

Project credits include Anderson Regional Airport, Owner; APAC-Tennessee, Inc., Ballenger Paving Division, Contractor; and The LPA Group, Inc., Engineer.

runway 17-35 rehabilitation, augusta regional airport, augusta, Ga

anderson regional airport airfield Pavement rehabilitation, anderson County, SC


SilverTaxiway Pavement Rehabilitation—Phase 1,

Charles B. Wheeler Downtown Airport, Kansas City, MOProject credits include Kansas City Aviation Department,

Owner; Ideker Inc., Contractor; and Crawford, Murphy & Tilly, Inc., Engineer.

State RoadsGold

State Trunk Highway 83, Mukwonago to Genesee Road, Waukesha County, WI

The State Trunk Highway (STH) 83 project involved the reconstruction of 12 different typical sections, including a rural road, two- and four-lane divided highway, and three roundabouts. The roadway was closed for construction and completed within a year, although the project only had a 10-day window to do work on the interchange of STH 83 and STH 59.

Project credits include Wisconsin Department of Transpor-tation, Owner, and Zignego Company, Inc., Contractor.

61-59 K-8253-01 and 61-59 K-8253-02, McPherson County, KS

These projects span approximately 14.5 miles (23 km), with roads featuring two 12 ft (4 m) wide driving lanes along with 6 and 10 ft (1.8 and 3 m) shoulders. The entire project was completed within 15 months and used three separate paving trains on each of the mainline pavement, ramp paving, and shoulder paving.

Project credits include Kansas Department of Transportation, Owner and Engineer, and Koss Construction Co., Contractor.

Urban Arterials & CollectorsGold

14th Street Sidewalk/Streetscape Reconstruction Project, Denver, CO

This project transformed a 12-block stretch in downtown Denver into a pedestrian-oriented “living street.” Due to the project’s location, there could be no room for error and the street had to remain open to traffic. The project reconstructed 12 intersections, including colored concrete crosswalks, and seven blocks of street with new pavement. It also widened sidewalks on both sides of the street and added numerous other accents. Although there were run-ins with the location of underground utilities, the project was completed on time and under budget.

Project credits include City of Denver, Owner; Concrete Works of Colorado, Contractor; and PB World, Engineer.

SilverSR-68: 500 South; Redwood Road to I-15, Bountiful, UTProject credits include Utah Transportation Department,

Owner; Geneva Rock Products, Contractor; and URS Corp., Engineer.

14th Street Sidewalk/Streetscape reconstruction Project, denver, CO

State Trunk highway 83, Mukwonago to Genesee road, Waukesha County, WI


Guide for the Analysis and Design of Reinforced and Prestressed Concrete Guideway Structures—ACI 343.1R-12

This guide presents a procedure for the design and analysis of reinforced and prestressed concrete guideway structures for public transit and design guidance for elevated transit guideways. The engineer is referred to the appropriate highway and railway bridge design codes for items not covered in this document. Available in hard copy and PDF format.Order Code: 343112.CI Pages: 34Price: $73.50 (ACI members $45.00)

Concrete (Published in 2012 by Phaidon)Concrete takes a fresh look at the world’s most versatile

and abundant building material. Collating fascinating and beautiful concrete buildings by some of the most celebrated architects of the last century, it features familiar projects from Le Corbusier and Frank Lloyd Wright alongside work from some of the leading lights of contemporary architecture, including Zaha Hadid, Herzog and de Meuron, and many lesser-known newcomers.

Arranged to promote comparison and discussion, the selected projects take the reader on a global tour of inspiring and intriguing structures: a German skatepark beside an Italian rooftop test track, a Japanese crematorium alongside a Portuguese swimming pool, and a Brazilian government building next to a Chinese opera house.Order Code: CON.CI Pages: 240Price: $49.95 (no discount on industry publications)

What’sComingCode Requirements for Design and Construction of Concrete Structures for the Containment of Refrigerated Liquefied Gases and Commentary—ACI 376-11

Specification for Environmental Concrete Structures—ACI 350.5-12

Report on Torsion in Structural Concrete— ACI 445.1R-12

Specification for Bonding Hardened Concrete and Steel to Hardened Concrete with an Epoxy Adhesive—ACI 548.12-11

Concrete Repair Manual, fourth edition

Spring 2013

Build YoureLearning

Success Online

now available:Controlled Low-Strength Material (CLSM) Fundamentals0.2 CEu (2 PdH), $80 nonmembers, $64 membersCLSM (also known as flowable fill) is a self-consolidating, cementitious material used primarily as backfill in place of compacted fill. This course covers the basics of CLSM technology, including materials used to produce CLSM; plastic and in-service properties; proportioning, mixing, transporting, and placing; quality control; and common applications. Concrete Sustainability: Basics0.15 CEu (1.5 PdH), $75 nonmembers, $60 membersThis course provides an introduction to the subject of sustainability, with a special emphasis on the concrete industry. Participants will study common definitions of sustainability, identify “greenwashing” in the marketplace, understand the three pillars of sustainability, and identify strategies for the integration of concrete in sustainable development.

Concrete Sustainability: incorporating Environmental, Social, and Economic aspects0.15 CEu (1.5 PdH), $75 nonmembers, $60 membersThis course provides an in-depth study of topics related to the environmental, social, and economic impacts of using concrete in sustainable development. Topics include the use of industrial by-products, thermal mass, storm-water management, longevity, and heat-island effect, among several others.

also available: •ConcreteBasics•ConcreteFundamentals

Visit our website: aCieLearning.org

•Concrete Field Testing Grade I Certification Training•ConcreteStrengthTestingTechnicianTraining

What’s

New


Batch Controller CB-30Badger Meter has replaced its Batch Controller Model CB-20 with the CB-30,

which includes new features that boost accuracy and durability. The CB-30 is ideal for use in concrete plants to batch water into the concrete mixture and other applications involving fluid transfer. The device allows the controller to quickly set and run an exact batch, and a presettable batch limit prevents batches greater than the specified value. A permanent display of the preset batch informs the operator about the remaining amount and batch value. Also, an override enables the operator to manually dispense water or add to the preset batch.

—Badger Meter, www.badgermeter.com

Heavy Duty Electromagnetic Vibratory Feeder

Eriez Heavy Duty Electromagnetic Vibratory Feeders are ideal for handling aggregate, slag, or wherever high-volume, controlled feeding is required. The feeders feature an energy-saving intermeshed AC/permanent magnet drive and come in a variety of configurations, with some models capable of processing 850 tons (770 tonnes) of material per hour. The electromagnetic feeders require minimal maintenance and have a design that has no moving parts.

—Eriez, www.eriez.com

Powerblanket Extra-HotPowerblanket® Extra-Hot (EH) heating blankets

provide added levels of heat and feature GreenHeat™ Technology, allowing them to have strong temperature control and freeze prevention. GreenHeat Technology is a heat system designed to provide efficient and uniform distribution of heat while consuming low levels of energy. The EH blankets are suited for accelerating the thawing of frozen ground (up to 24 in. [600 mm] deep) and for cold weather concrete applications. In extreme weather environments, the blankets have produced cured concrete with a strength of 3925 psi (27 MPa) in 72 hours. The blankets are offered in a variety of standard and custom sizes, and certain versions can perform in temperatures as low as −40°F (−40°C).

—Powerblanket, www.powerblanket.com

EZ Strip CureEZ Strip Cure low-odor curing compound is for

indoor use on fresh concrete. Once curing is complete, the compound can be removed with ammonia-based household cleaners or a low-pressure spray, unlike most curing agents that require strong chemicals or abrasion for removal. This permits earlier application of penetrating sealers, floor coatings, and other subsequent treatments.

—ChemMasters, Inc., www.chemmasters.net

Carbide Bushing ToolThe new two-piece Bosch Carbide Bushing Tool is

engineered specifically for small concrete chipping or gouging jobs that require a quick, easy-to-use concrete accessory. This tool starts with solid power transfer delivered by a precision shank to maintain constant pressure on the tool head. Shank options include a 12 in. (300 mm) round hex, an 8 in. (200 mm) SDS-max®, or a 12.75 in. (325 mm) hex. The head measures 2 x 2 in. (50 x 50 mm) and has 25 carbide-tipped pyramid points. The tool can be used with small, demolition, or combination hammers. It can prepare a rough concrete surface or remove excess concrete where chipping, cleaning, and gouging are required.

—Bosch, www.boschtools.com

Products &

Practice


PROLOKPROLOK™ is a new line of reinforcing bar and mesh

chairs featuring locking heads, eliminating the need for tie wire and bar ties. PROLOK chairs are lightweight, stackable, reflective, and contribute to LEED points. They are suitable for a variety of applications, including commercial and residential; parking lots and garages; and driveways and patios. PROLOK is available in three models: the High Chair, which tightly secures a reinforcing bar intersection without ties; the Tilt-Up Chair, which reduces the number of ties needed in tilt-up applications and features an EZ Flow base that has an invisible four-point footprint; and the Sandplate Base, which provides additional support for base stability with High Chairs in soft and sandy applications.

—Grip-Rite®, www.grip-rite.com

Spectra Precision QM75The Spectra Precision® QM75 Quick Measure distance meter is a

handheld laser distance meter suited for a variety of applications and designed to give contractors a one-person distance measuring tool that is easy to use, portable, and tough. The device provides a bright laser spot that allows users to safely measure hard-to-reach places with about 1/16 in. (1.5 mm) accuracy up to 230 ft (70 m). A large LCD screen is illuminated for improved visibility and measurements are taken in both metric and English units. The casing is designed with engineering plastics, rubber overmold, and electronics isolation to resist drops of up to 5 ft (1.5 m).

—Trimble, www.trimble.com

MCI Super RemoverMCI® Super Remover is a powerful cleaner for removing rust, scale, and tough concrete residue. It serves as a

replacement for muriatic, phosphoric, and nitric acid cleaners, instead using low-pH organic salt to remove even aged concrete from equipment surfaces. It can be diluted to varying concentrations and used on drum mixers, concrete trucks, construction equipment, and batching plants. It is biodegradable and does not damage surfaces.

—Cortec® Corporation, www.cortecvci.com

Products & Practice

Information on the items reported in “Products & Practice” is furnished by the product manufacturers, suppliers, or developers who are respon-sible for the accuracy of the information. Also, the descriptions of these items do not represent endorsement by this magazine, by the American Concrete Institute, or any of its staff. They are published here simply as a service to our readers.


W. R. MEADOWS’ Perm CalculatorW. R. MEADOWS has developed a perm calculator, which allows users to

compare the amount of moisture that is transmitted through vapor retarders. The calculator is designed to show the estimated amount of moisture that is transmitted through a material of a given permeance over a user-defined area and time period. The materials of varying permeances are compared to the requirements listed in ASTM E1745. By entering the perm rating of the vapor retarder, the floor area in square feet, and the desired time frame to obtain the transmitted water volume through the material, the resultant calculation will be the amount of water vapor transmitted in a variety of units for comparison. The perm calculator can be found online at www.wrmeadows.com/perm-calculator.

—W. R. MEADOWS, www.wrmeadows.com

ConcreteNetwork.com Releases Concrete Staining E-book

Concrete Staining Today, an e-book published by ConcreteNetwork.com, takes a thorough look at the state of the concrete staining industry by examining recurring trends and various economic factors. As concrete staining continues to be a popular choice among consumers for decorating slabs, the concrete staining industry continues to change with the development of new products. The book takes a look at the growth of the concrete coloring market, expanding product competition, water-based stains, new staining technologies, and merging trends for sealers in conjunction with staining. The 16-page PDF is available for download and print from ConcreteNetwork.com’s website.

—ConcreteNetwork.com, www.concretenetwork.com

Cable-Stayed Bridges: 40 Years of Experience Worldwideby Holger Svensson

Cable-stayed bridges have increased in popularity since their introduction in 1970, with approximately 120 worldwide in 2000 and around 1000 today. Author Holger Svensson observed and played a part in their use during that time period. This book is a summary of all facets of design, construction, detailing, and maintenance of cable-stayed bridges. The well-illustrated text goes in depth on topics such as preliminary design, aesthetics, design computations, and cable technology. It presents highly detailed information for computation and control of bridge vibration and galloping, cable damping, and other such specialized topics. Included with the volume are two DVDs featuring 30 lectures by Svensson summarizing the design and construction of cable-stayed bridges and ultimately constituting a two-semester college course.

Wiley-Blackwell, Ernst & Sohn, website: www.wiley.comprice: $185; 458 pp.; ISBN: 9783433029923

Products & Practice

Web Notes

Products&ServiceLiterature&Videos

Book Notes


anchorage Systems

PROFIS AnchorHilti PROFIS Anchor software

offers a high level of flexibility and functionality. The program includes the anchor design provisions of ACI 318. Users can design with Hilti mechanical and adhesive anchor systems as well as cast-in-place headed studs and headed bolts. Tutorials explain how to navigate within PROFIS Anchor and the included Design Guide is an interactive tool that explains ACI 318 Appendix D strength design calculations and PROFIS Anchor design assumptions.

—Hilti, www.hilti.com

Thermal Concrete 2-Seal Wing Nut AnchorThe Thermal Concrete 2-Seal™ Wing Nut Anchor is a

single-screw veneer tie for concrete, concrete masonry unit, or wood stud construction. The anchor features a dual-diameter barrel with factory-installed EPDM washers to seal both the face of insulation and air and vapor retarders to a surface. The projecting thermal wings are made from an engineering polymer, creating a thermal break and decreasing thermal transfer, and can accept a standard or seismic hook and spin to easily orient pintles and hooks parallel to masonry joints. They can be adapted for seismic zones with the addition of 9 gauge or 3/16 in. (5 mm) wire and a seismic hook.

—Hohmann & Barnard, Inc., www.h-b.com

Power-Stud+ Mechanical AnchorsThe Power-Stud+ SD4 and SD6 mechanical anchors are

the latest addition to the fastener range offered by Powers Fasteners. These anchors are fully threaded, torque-controlled wedge expansion anchors designed for consistent perfor-mance in cracked and uncracked concrete. They are Category 1 corrosion-resistant stainless steel anchors featuring a knurled mandrel design that helps prevent galling during the anchor’s service life. The design of the anchor allows for follow-up expansion after setting under tensile loading. The anchors are available in diameters from 1/4 to 5/8 in. (6 to 16 mm) and lengths from 1.75 to 8.5 in. (44 to 216 mm).

—Powers Fasteners, Inc., www.powers.com

Product

Showcase


Epcon S7Epcon S7 is a fast-cure, hybrid epoxy that yields a

high characteristic bond strength in water-saturated, water-filled, and water-submerged holes and is the only adhesive designed to cure in concrete under water. On the job site, it allows for the installation of threaded rods or reinforcing bars in concrete that is too damp or water-soaked to bond with other adhesives. It is designed to simplify specification and code compliance and has been approved by several organizations, including ICC-ES, under ESR-2308.

—ITW Red Head, www.itw-redhead.com

MASA Mudsill AnchorMASA cast-in-place mudsill anchors provide an

alternative to anchor bolts in the design of mudsills. Based off of Simpson Strong-Tie’s original MAS mudsill anchor, the MASA provides greater load-carrying capacity through improved reinforcement of key sections of the connector. The MASA also includes additional fasteners to improve performance. The standard MASA anchor is designed for installation on standard forms; also available is the MASAP anchor for use on panelized forms. Both anchors attach easily to the concrete form and lay flat on top of the form board.

—Simpson Strong-Tie, www.strongtie.com

SPEED-E-ROCSPEED-E-ROC™ is a pourable, high-strength

hydraulic cement compound designed for anchoring and grouting. The cement-based material is ideally suited for anchoring reinforcing steel, threaded rods, sign posts, and other metal objects in concrete. It may also be used as a precision and rapid-setting grout for machinery base plates, bearing plates, and columns. It can be used in interior or exterior environments, including those with wet or cyclic freezing-and-thawing conditions. The compound reaches a compressive strength of 5000 psi (34.5 MPa) in 1 hour and 11,000 psi (75.9 MPa) in 28 days.

—W. R. MEADOWS, www.wrmeadows.com

Product Showcase


The following ACI draft standards are open for public discussion. They are being processed through ACI’s ANSI-approved standardization procedures and are not yet official ACI standards. To see a summary of all ACI draft standards in process or recently completed within the past 3 months, please visit www.discussion.concrete.org.

Document number TitleOpen for

discussionDiscussion

closes

440.X

Material Specification for Carbon and Glass fiber-reinforced

Polymer (frP) Materials made by Wet Layup for externally

reinforcing Concrete Structures

2/1/2013 3/17/2013

550.y

Design Specification for unbonded Post-Tensioned Precast

Concrete Special Moment frames Satisfying aCI 374.1

(aCI-aSCe 550.y) and Commentary

2/1/2013 3/17/2013

Proposed Standards“Material Specification for Carbon and Glass Fiber-Reinforced Polymer (FRP) Materials made by Wet Layup for Externally Reinforcing Concrete Structures”

The ACI Technical Activities Committee (TAC) approved processing the subject document through ACI’s Standardization Procedure in July 2012, as did the ACI Standards Board in December 2012.

Therefore, this draft document is open for public discussion from February 1, 2013, until March 17, 2013. The document appears on the ACI website, www.discussion.concrete.org.

Pertinent discussion will be available on ACI’s website and announced in a future issue of Concrete International if received no later than March 17, 2013. Comments should be e-mailed to [email protected].

“Design Specification for Unbonded Post-Tensioned Precast Concrete Special Moment Frames Satisfying ACI 374.1 (ACI-ASCE 550.Y) and Commentary”

The ACI Technical Activities Committee (TAC) approved processing the subject document through ACI’s Standardization Procedure in July 2011, as did the ACI Standards Board in December 2012.

Therefore, this draft document is open for public discussion from February 1, 2013, until March 17, 2013. The document appears on the ACI website, www.discussion.concrete.org.

Pertinent discussion will be available on ACI’s website and announced in a future issue of Concrete International if received no later than March 17, 2013. Comments should be e-mailed to [email protected].

Public Discussion and Closure“Specification for Bonding Hardened Concrete and Steel to Hardened Concrete with an Epoxy Adhesive”

The ACI Technical Activities Committee (TAC) approved the draft standard subject to satisfactory committee response to TAC comments in October 2011. The committee responded adequately to TAC’s comments and all balloting rules were adhered to. On August 1, 2012, the Standards Board granted approval to release the draft standard for public discussion and to process it as an ACI standard. Public discussion was announced on September 1, 2012, and closed on October 17, 2012. The committee responded to the public discussion. TAC reviewed the closure and approved it on November 20, 2012. The Standards Board approved publication of the ACI standard on December 5, 2012.

The public discussion and the committee’s response to the discussion are available on ACI’s website, www.concrete.org (click on “Technical” on the menu bar, and then on “Upcoming Standards”).

Public

discussion


Code Case ACI 318-08/001(12) and 318-11/001(12)Background

A letter was submitted to Chair Poston from Hans Hausfield, Vice President of Helix Fibers, on September 29, 2011, requesting a code change of Section 3.5.1 to clarify this provision as “ambiguity has been found in application.” Subcommittee ACI 318-D was assigned to review the code change request. Based on that review, a change proposal CD022 was prepared and balloted by the main committee on LB12-3. This change proposal to provide clarification was approved by the main committee on June 15, 2012. While this change was approved for the 2014 code, it has been requested to provide an official interpretation that will become effective immediately for both the 2008 and 2011 codes. The Code Case was approved by TAC on November 20, 2012. On December 5, 2012, the Standards Board approved Code Case ACI 318-08/001(12) and 318-11/001(12) according to the Institute’s Code Case Procedure, and it became effective on that date.

Question: Section 3.5.1 of ACI 318-08 and ACI 318-11 states that “Discontinuous deformed steel fibers shall be permitted only for resisting shear under conditions specified in 11.4.6.1(f).” This provision has been interpreted that Section 1.4 does not apply, which has restricted other applications in which discontinuous deformed steel fibers could potentially be used. Is it the intent of this provision that discontinuous deformed steel fibers can only be provided in concrete if they are used to resist shear?

Interpretation: The 318-08 and 318-11 Codes only address the use of discontinuous deformed steel fibers in resisting shear. For other applications where it is desired to use discontinuous deformed steel fibers, Section 1.4 provides a procedure for approval.

Public Discussion


17-20National Stone, Sand & Gravel

Association Annual Convention, San Antonio, TXconvention.nssga.org

17-21CORROSION 2013, Orlando, FL

http://events.nace.org/conferences/c2013/president.asp

20-22ICRI Spring Convention,

St. Pete Beach, FLwww.icri.org

April17-19

Seismological Society of America 2013 Annual Meeting, Salt Lake City, UTwww.seismosoc.org/meetings/2013/

17-2014th International Congress on

Polymers in Concrete, Shanghai, Chinawww.rilem.net

22-242013 fib Symposium, Tel Aviv, Israel

www.fib2013tel-aviv.co.il

22-25World of Coal Ash, Lexington, KY

www.worldofcoalash.org

27-30CRSI Annual Conference, Scottsdale,

AZwww.crsi.org

May2-4

Structures 2013 Congress, Pittsburgh, PAwww.seinstitute.org/Structures2013.html

5-72013 PTI Convention, Scottsdale,

AZwww.post-tensioning.org/annual_ conference.php

6-8International IABSE Spring

Conference, Rotterdam, the Nether-landswww.iabse2013rotterdam.nl

International Concrete Sustaina-bility Conference, San Francisco, CAwww.concretesustainabilityconference.org/sanfrancisco/index.html

UPCOMING ACI CONVENTIONS2013 — april 14-18, Hilton & Minneapolis Convention Center, Minneapolis, MN

2013 — October 20-24, Hyatt regency & Phoenix Convention Center, Phoenix, aZ2014 — March 23-27, Grand Sierra resort, reno, NV

2014 — October 26-30, Hilton Washington, Washington, DC

For additional information, contact: Event Services, ACI, 38800 Country Club Drive

Farmington Hills, MI 48331 Telephone: (248) 848-3795 • E-mail: [email protected]

See the events calendar at www.concreteinternational.com

for more listings

2013

February4-8

World of Concrete, Las Vegas, NVwww.worldofconcrete.com

15-16CEMCON 2013, Pune, India

www.icipunecentre.org/cemcon2013.aspx

14-15IABSE Workshop on Safety,

Failures, and Robustness of Large Structures, Helsinki, Finland www.iabse2013helsinki.org

27-28The UK Concrete Show, Birming-

ham, England, UKwww.concreteshow.co.uk

February/March28-2

CSDA Annual Convention and Tech Fair, Duck Key, FLwww.csda.org

March3-5

NRMCA Annual Convention, San Antonio, TXwww.nrmca.org/Conferences_Events/AnnualConvention/2013

10-14FraMCoS-8, Toledo, Spain

www.framcos8.org

11-15Concrete Decor Show, Charlotte,

NCwww.concretedecorshow.com

Meetings


Modelación de los efectos de la corrosión

Balakumaran, Soundar; Weyers, Richard E.; y Brown, Michael C., Concrete International, V. 35, No. 2, febrero de 2013, págs. 47-53

La modelación del deterioro producido por la corrosión en los tableros de los puentes reforzándolos con un recubrimiento de epoxi exige la elección de unos parámetros adecuados. En este artículo, los autores consideran el cloruro de la superficie, los coeficientes de difusión y la penetración del recubrimiento. Se procedió a la inspección del tablero de un puente sito en Virginia cuya plataforma superior fue reforzada con un recubrimiento de epoxi. Se desarrolló un modelo de difusión para la estimación de la futura velocidad de deterioro del tablero utilizando los parámetros elegidos y los procedimientos de probabilidad.

Uso de losas prefabricadas en la construcción rápida

Hossain, M. Shabbir y Ozyildirim, H. Celik, Concrete International, V. 35, No. 2, febrero de 2013, págs. 41-46

El Departamento de Transporte de Virginia utilizó reciente-mente losas de hormigón prefabricadas para agilizar la construcción y la reparación del pavimento de la autopista y alargar la vida útil de la I-66. Se aplicaron dos sistemas prefabricados y reparaciones convencionales moldeadas in situ en una sección de pavimento de hormigón armado en masa. Se utilizó uno de los sistemas prefabricados, el pavimento de hormigón prefabricado, para el refuerzo de las barras de los paneles y de los ensamblajes con espiga. El otro sistema prefabricado, el pavimento de hormigón pretensado prefabri-cado, utilizó losas pretensadas transversalmente y postensadas en sentido longitudinal. En términos generales, ambos sistemas prefabricados presentan un rendimiento satisfactorio y el contratista mostró su satisfacción por la constructibilidad.

El Código de Reparación 562 del Instituto Americano del Concreto (American Concrete Institute, ACI)

Kesner, Keith, Concrete International, V. 35, No. 2, febrero de 2013, págs. 37-39

Desde su creación en el 2006, el Comité 562 del ACI, Valoración, reparación y rehabilitación de los edificios de hormigón, se ha centrado en el desarrollo de un documento normativo con el objetivo de elaborar un código de construcción para la valoración, reparación y rehabilitación de las estructuras de hormigón existentes. Tras completar el proceso de normalización del Instituto Nacional de Normalización Estadounidense (American National Standards Institute, ANSI), se publicará el código “Requisitos para la valoración, reparación y rehabilitación de los edificios de hormigón (ACI 562) y Comentarios” como un documento normativo del ACI. Este documento fue elaborado en respuesta a las necesidades de ingenieros, contratistas y profesionales de la construcción implicados en la reparación de las estructuras existentes que habían padecido la falta de unos requisitos específicos en el código de construcción para la reparación de los edificios de hormigón.

Sinopsis en español


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SALE OF ADMIXTURE PRODUCTION If you are producing more than 100,000 yd3 of

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Concrete

Q&aEvaluation of Strength results

Questions in this column were asked by users of ACI documents and have been answered by ACI staff or by a member or members of ACI technical committees. The answers do not represent the official position of an ACI committee. Only a published committee document represents the formal consensus of the committee and the Institute.

We invite comment on any of the questions and answers published in this column. Write to the Editor, Concrete International, 38800 Country Club Drive, Farmington Hills, MI 48331; contact us by fax at (248) 848-3701; or e-mail [email protected].

Q. The 28-day cylinder breaks were initially fine, but now they’re coming in low. The concrete supplier blames the testing lab and the testing lab blames the

supplier. Who can we believe? Can ACI 214R be used to sort this out?

A. The quick answer is yes, ACI 214R-111 can be used to help sort this out. But without specific information regarding the cylinder test results,

we have to start by referring to ACI 301-102 or ACI 318-113—the ACI documents that define strength acceptance requirements for structural concrete.

From Sections 1.6.5 and 1.6.6 of ACI 301:1.6.5 Evaluation of concrete strength tests 1.6.5.1 Standard molded and cured strength

specimens—Test results from standard molded and cured test cylinders will be evaluated separately for each specified concrete mixture. Evaluation is valid only if tests have been conducted in accordance with procedures specified. For evaluation, each specified mixture shall be represented by at least five strength tests. When strength test results do not meet the requirements of 1.6.6.1, take steps to increase the average of subsequent strength test results. Submit documentation of actions to increase strength test results.

1.6.6 Acceptance of concrete strength 1.6.6.1 Standard molded and cured strength specimens—

The strength of concrete is satisfactory provided that the criteria of 1.6.6.1.a and 1.6.6.1.b are met.

1.6.6.1.a Every average of three consecutive strength tests equals or exceeds the specified compressive strength fc′.

1.6.6.1.b No strength test result falls below fc′ by more than 500 psi when fc′ is 5000 psi or less, or by more than 0.10 fc′ when fc′ is more than 5000 psi. These criteria also apply to accelerated strength testing unless another basis for acceptance is specified in Contract Documents.

Section 5.6.3.3 of ACI 318 states the same requirements. We will assume that the breaks called “fine” met these

requirements and the breaks called “low” did not. So for the “low” breaks, the real question becomes: Were the “low” test results caused by changes in the delivered concrete, poor or inadequate testing procedures, or both?

This is where ACI 214R can be helpful. As Table 3.1 of ACI 214R indicates, variability in test results can be caused by many factors, but, basically, variation in strength tests will be related to variability in batching during production or variability in testing. ACI 214R provides methods for quantifying these two components of variability, using either the sample standard deviation or the sample coefficient of variation (simply the sample standard deviation divided by the sample mean). Either can be calculated with the aid of functions provided with spreadsheet software, statistical analysis packages, and many calculators.

Overall standard deviation (or, for concretes with specified strengths greater than 5000 psi [35 MPa], the overall coefficient of variation) is used to assess the batch-to-batch variability. The within-batch coefficient of variation is used to assess the testing variability.

Each cylinder break provides an estimate of the average strength of the concrete in the batch from which the cylinder sample was taken. For example, if we made, cured, handled, and tested 100 cylinders from a single batch of concrete in exactly the same way, we would not expect them all to break at exactly the same compressive strength. We would, however, expect them to break somewhere near the average of all 100 cylinders. A histogram of the 100 individual cylinder strengths would likely be distributed about the average, following a bell-shaped curve resembling the normal distribution curve (Fig. 1). The variability of the results is representative of the within-batch variation.


Fig. 2: Standards of concrete control (Tables 4.3 and 4.4 in aCI 214r-111)

Concrete Q&a

Going further, if we made 100 batches of concrete in exactly the same way, using the same materials, the same mixer, and the same personnel, and molded 100 cylinders from each batch, we would not expect all 10,000 cylinders to have the same strength. We also would not expect the average of the strengths of the 100 cylinders from each batch to be the same as the average of the strengths of every other batch. We would expect a histogram of the averages of the batches to be distributed about the average of all the batches in a similar bell-shaped curve. This variability among all the batches under consideration is the overall variability.

Strength AcceptanceFor strength acceptance, typically two or three cylinders

are molded from a single batch of concrete. A strength test is defined in ACI 318 as the average of the individual cylinder strengths and so is an estimate of the average strength of the batch. The strength of each cylinder represents an estimate of the average strength of the batch from which it was sampled. The difference between the highest strength and lowest strength in a set of two or three cylinders is called the range.

ACI 214R advises that the range of individual strength tests from a batch can be used to estimate the within-batch coefficient of variation. The strength test results for all batches being considered are used to estimate the average strength and the overall standard deviation (or overall coefficient of variation). These estimates of within-batch

Fig. 1: Frequency distribution of strength data and corresponding assumed normal distribution (Fig. 4.1 in aCI 214r-111) (Note: 1 MPa = 145 psi)

coefficient of variation and overall standard deviation (or coefficient of variation) are used to categorize the standard of quality control using Tables 4.3 and 4.4 of ACI 214R (Fig. 2). If the within-batch coefficient of variation corresponds to a category of “Fair” or “Poor,” this may be an indication of inadequate sampling and testing procedures. If the overall standard deviation or coefficient of variation corresponds to a category of “Fair” or “Poor,” this may be an indication of inadequate batch plant production controls.

Control charts similar to those shown in Fig. 6.1 of ACI 214R (Fig. 3) can be used to help determine if there is a sudden change in the range corresponding to the lower strength test results. Such a change, regardless of category, may be indicative of a change in batching, sampling, or


Concrete Q&a

Fig. 3: Three simplified quality control charts: (a) individual strength tests; (b) moving average of five strength tests; and (c) range of two cylinders in each test and moving average for range (Fig. 6.1 in aCI 214r-111)


Concrete Q&a

testing procedures. Careless or sloppy sampling and testing procedures will most likely increase the within-batch coefficient of variation. Systematic deviations from standardized test methods will affect all of the cylinders from a batch the same way and therefore will not affect the range adversely. Examples of systematic deviations include using a test machine that is out of calibration, curing cylinders at nonstandard temperatures, and failing to continue loading each cylinder to failure.

Limiting sources of testing variability is important for the test results to be meaningful. Consistent application of the methods provided in standards (for example, ASTM C31/C31M-12, “Standard Practice for Making and Curing Concrete Test Specimens in the Field”) helps minimize variability of testing. Other standards, such as ASTM C39/C39M-12a, “Standard Test Method for Compressive Strength of Cylindrical Concrete Specimens,” generally include precision and bias statements that can be used to help determine if the variability of test results from a test are reasonable. It is rarely possible to assess strength variations if proper sampling and testing procedures are not being followed. Using ACI-certified field and laboratory technicians on your project, however, can go a long way toward assuring that the sampling and testing are being

ACI Committee 214, Evaluation of Strength Test Results of Concrete, is conducting a study to verify or update the values listed in ACI 214R-11, Tables 4.3 and 4.4, to qualify concrete control. The values listed in Table 4.3 are identical to values published in the 1977 edition of the ACI 214 report—one might hope that the standards of concrete quality control have improved over the past 35 years!

The study is being led by Mike Bartlett at the University of Western Ontario in London, ON, Canada, with the assistance of Senior Undergraduate Student Jason Daplyn. After preliminary results were presented at the ACI Committee 214 meeting in Toronto on October 22, 2012, it was agreed that additional data should be solicited.

Therefore, ACI Committee 214 is asking readers to provide data for this study. Data must be for production covering 30 or more tests of the same mixture design, obtained by qualified persons on calibrated equipment, and it should be submitted in a Microsoft® Excel file. The data should include: • Individual cylinder breaks for each test result, so that

within-test variation may be computed; • Specified strength of the concrete tested; • Cylinder size and concrete age at time of testing; • Indication of whether the mixtures represent laboratory

trial batches or general construction testing; • Indication of whether the data are from a single testing

company or a composite set from several firms; plus • Any other information that may have influenced the

quality of testing.Other data about the fresh concrete, such as slump,

temperature, air content, or unit weight, should be included if available. These data will be analyzed to determine the correlation (or lack of it) between these properties and the strength.

All information received will be confidential. All organizations that provide data will be acknowledged, but the source of any particular data set will not be identified.

Please send data to [email protected]. Please send questions to [email protected].

Request for Concrete Cylinder Test Data

performed in accordance with the applicable standards. If your ACI 214R evaluation fails to shed any light on the

low strengths, a thorough review of the testing laboratory sampling and testing procedures and a thorough review of the concrete supplier’s quality processes are warranted.

References1. ACI Committee 214, “Guide for Evaluation of Strength Test

Results of Concrete (ACI 214R-11),” American Concrete Institute, Farmington Hills, MI, 2011, 16 pp.

2. ACI Committee 301, “Specification for Structural Concrete (ACI 301-10),” American Concrete Institute, Farmington Hills, MI, 2011, 77 pp.

3. ACI Committee 318, “Building Code Requirements for Structural Concrete (ACI 318-11) and Commentary,” American Concrete Institute, Farmington Hills, MI, 2011, 503 pp.


Thanks to Allyn C. Luke, New Jersey Institute of Technology; Bryan R. Castles, Western Technologies Inc.; F. Michael Bartlett, University of Western Ontario; and John Luciano, BASF Corporation, for providing the answer to this question.

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