International Concrete Abstracts Portal

SP-228CD This CD-ROM of Special Publication 228 contains the papers presented at the Seventh International Symposium on the Utilization of High-Strength/High- Performance Concrete that was held in Washington, D.C., USA, June 20-24, 2005. The symposium continued the success of previous symposia held in Stavanger, Norway, (1987); Berkeley, California (1990); Lillehammer, Norway, (1993); Paris, France, (1996); Sandefjord, Norway, (1999); and Leipzig, Germany, (2002). The symposium brought together engineers and material scientists from around the world to discuss topics ranging from the latest applications to the most recent research on high-strength and high-performance concrete. In the years since the first symposium was held in Stavanger, there has been worldwide growth in the use of both high-strength and high-performance concrete. In addition to more research and applications of traditional types of high-performance concrete, the use of self-consolidating concrete and ultra-high-performance concrete has moved from the laboratory to practical applications. This publication offers the opportunity to learn the latest about these developments.

The New York State Department of Transportation (NYSDOT) has been using High Strength High Performance Concrete (HSHPC) for prestressed concrete bridge beams for a few years on a limited basis. Based on the overall success of projects (23 bridges) during the 2001-2003 period, the Department is currently specifying HSHPC for all prestressed concrete bridge beams. This paper is intended to convey the New York experience in this area to other bridge owners. This paper includes a brief history of use of HSHPC in NYSDOT bridges, an explanation of why NYSDOT decided to go 100% HSHPC for bridge beams and a cost comparison between HSHPC beams and conventional concrete beams. A brief discussion of the current HSHPC Specifications, use of pre-approved HSHPC mix proportions by precasters producing bridge beams for NYSDOT, the approval process for mix proportions by precasters and quality control tests during production of HSHPC beams has also been included. Based on the New York experience, use of HSHPC is providing great value for bridge owners, especially in areas where corrosion of embedded steel is a problem due to exposure to chlorides.

The durability of concrete is considered the most important factor determining the service life of bridge structures. High performance concrete with low permeability and superior mechanical properties is known to improve the durability of concrete and to extend the service life of bridge structures. Since the advent of the high performance concrete Lead States program in the early 1990’s, the Washington State Department of Transportation (WSDOT) is comfortably using high performance concrete as the preferred material in every day prestressed girders and cast-in-place deck slabs. The current use of high performance concrete in prestressed girders results in structurally efficient bridges and greater economy, while improving durability, resistance to cracking, and decreasing the effect of volume changes (due to shrinkage and creep of concrete on prestress losses and camber). HPC is capable of resisting chloride diffusion and other environmental distress that can cause significant deterioration, and costly repairs in bridge decks. High performance concretes' improved mechanical properties make it more resistant to traffic wear, less prone to cracking during construction and under service loads. A comprehensive review of benefits of using high performance concrete in WSDOT prestressed girders, spliced-girders, and concrete deck slab is presented in this paper.

The shear capacity of stirrup-reinforced concrete elements consists generally of a portion modeled by a truss Vtruss and an exceeding concrete contribution Vc. Recent research results assign a portion of the concrete contribution to the effect of aggregate interlock. After shear cracking, a relative displacement of the crack edges occurs activating friction forces upon the rough crack edges with increasing load. In such a model the concrete contribution is considered solely by a more flat strut inclination , and accordingly a truss model can describe the whole shear-capacity. In addition, the shear behavior of high strength concrete is different than ordinary concrete, presumable due to the different shear transfer mechanisms across the shear cracks. However, the experimental and theoretical investigations conducted show that the truss model only describes a part of the whole shear capacity. There is an exceeding remaining load-bearing system. Based on the research results a design model for shear is developed which is applicable for high performance as well as ordinary concrete.

Experimental investigation was conducted to study the pure torsional behavior of sixteen high- (HSC) and normal-strength concrete (NSC) full-size beams with relatively low amounts of torsional reinforcement. The test specimens had variable levels of transverse and longitudinal reinforcements, compressive strength of concrete and aspect ratio of the cross section. The overall behavior, with emphasis on the post-cracking reserve strength, is reported. It was found that the adequacy of post-cracking reserve strength for specimens with the minimum amount of torsional reinforcement specified in the ACI 318-02 is primarily related to the ratio of ?t /?l . Nevertheless, the lower limit of ?total = 1 % should not be ignored. A simple approach to determine the minimum amount of torsional reinforcement is discussed and confirmed by the test results to facilitate the design of torsion for HSC and NSC beams.