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International Concrete Abstracts Portal

Showing 1-5 of 41 Abstracts search results

Document: 

SP93-09

Date: 

September 1, 1986

Author(s):

R. W. Piggott

Publication:

Symposium Papers

Volume:

93

Abstract:

Roller compacted concrete (RCC) for pavements combines the technologies of cement treated aggregate base, (soil cement), and portland cement concrete, to produce a rigid slab of moderately high strength capable of carrying heavy wheel loads. Aggregate should be well graded gravel or crushed rock, 100% passing the 7/8 in. (22 mm) sieve. Fine aggregate up to 14% passing the #ZOO (75 ym) sieve is acceptable. Roller compacted concrete for heavy duty pavement has been used in British Columbia since 1976. The first installation was a 4 acre (1.6 hectare) log sorting yard on Vancouver Island. Since that time ten other RCC heavy duty pavements have been built. In 1983 a coal storage area using RCC was the first project in a severe winter climate. In 1985 RCC was used for container storage areas in Houston, Texas and Tacoma, Washington. The U.S. Army Corps of Engineers built heavy duty RCC pavements to carry military vehi-cles at Fort Hood, Texas and Fort Lewis, Washington. An aircraft parking area was built at Portland, Oregon - the first use at an airport. This paper will review some of the most significant projects that have been built since 1976 and describe the construction proce ss.

DOI:

10.14359/6302

Document: 

SP93-02

Date: 

September 1, 1986

Author(s):

T F. Fwa and K. C. Sinha

Publication:

Symposium Papers

Volume:

93

Abstract:

A concept of measuring the effects of routine maintenance on rigid pavement performance is presented in this paper. Adopting this proposed concept, a methodology is developed for evaluating such effects based upon pavement performance data and pavement routine maintenance expenditure information. An application of the methodology is presented where the rigid pavements of six Interstate highways in Indiana are analyzed.

DOI:

10.14359/6295

Document: 

SP93-33

Date: 

September 1, 1986

Author(s):

S. L. Marshall and R. E. Pelkey

Publication:

Symposium Papers

Volume:

93

Abstract:

Precast concrete ‘I’ girder sections are commonly used in Bridge construction in the Province of British Columbia. The Annacis Channel East bridge represents the latest development in the trend to longer and deeper ‘I’ girders. Prior to this project, there were six standard ‘I’ girder shapes ranging in depth from 914mm (3.0 ft.) to 2300mm (7.6 ft.). A new section 2750mm (9.0 ft.) deep, was specially developed to allow span lengths of 60m (196.9 ft.) and 71m (233.0 ft.) and thereby reduce the number of river piers from three to two. A $1.0 million premium cost for the super-structure was more than offset by the $2.5 million savings for one river pier. A further development involved the field splicing of a segment balanced on a pier cap and side span segment with a cast-in-place diaphragm and field post-tensioning.

DOI:

10.14359/6326

Document: 

SP93-25

Date: 

September 1, 1986

Author(s):

F. Mendis

Publication:

Symposium Papers

Volume:

93

Abstract:

Polymer concretes are finding increasing use as bridge deck overlays. They are impermeable, skid resistant, lightweight and develop strong bonds to well prepared bridge decks. The properties of the polymeric binders and aggregates used to form the polymer concrete are important to the success of the polymer concrete overlays. The binders should be strong and yet flexible and low modulus and the aggregates should behard and resistant to polishing and fracturing. Case histories where such overlays were used in major projects are described in detail together with the methods and equipment used in their application.

DOI:

10.14359/6318

Document: 

SP93-39

Date: 

September 1, 1986

Author(s):

H. R. Woodhead

Publication:

Symposium Papers

Volume:

93

Abstract:

The Vesuvius to Crofton ferry plies the waters of the Strait of Georgia between the east coast of Vancouver Island and the west coast of Saltspring Island. At each end a floating pontoon supports the seaward end of the loading ramp. Prior to 1978, the pontoons were constructed of timber and Styrofoam but they had become waterlogged and badly deteriorated. It was therefore decided to replace them with concrete pontoons to utilize the durability of the material. Tenders were called for the design and construction of the pontoons and Dillingham Construction was the successful bidder. The pontoons were built as hollow boxes without a bottom slab. The walls and top were constructed of high quality reinforced concrete and the inside was filled with closed cell polystyrene to provide the necessary flotation. During the design, care was taken to ensure that the resistance to sea water attack and impact loads was maximized. They were fabricated in the graving dock at Dillingham's yard in North Vancouver and towed out to the site. They have now been providing satisfactory service for over seven years with no signs of deterioration. This rather novel project has shown that floating concrete struc-tures can be built economically and require little maintenance.

DOI:

10.14359/6332

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