A Further Evaluatlon Of Concrete Bridge Deck Surfacing
108
A Further Evaluatlon Of Concrete Bridge Deck Surfacing In Iowa SPECIAL REPORT March 1979 Highway Division Office Of Materials R[:SEARCH SECTION MLR 7 9- 1 Office of Materials Iowa Dept. of Transportation
Transcript of A Further Evaluatlon Of Concrete Bridge Deck Surfacing
A Further EvaluatlonOf Concrete Bridge
Deck Surfacing In Iowa
SPECIAL REPORT
March 1979
Highway Division
Office Of Materials
R[:SEARCH SECTION MLR 7 9- 1Office of MaterialsIowa Dept. of Transportation
A FURTHER EVALUATION
OF CONCRETE BRIDGE DECK
SURFACING IN IOWA
by
Bernard C. BrownTesting Engineer
March 1979
IOWA DEPARTMENT OF TRANSPORTATIONHIGHWAY DIVISION
OFFICE OF MATERIALSAMES, IOWA 50010
515-296-1237
ii
TABLE OF CONTENTS
Appendix ABridge Analysis Details
Abstract
Introduction
Scope
Results
Discussion
Conclusions
Reconunendations
References
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ABSTRACT
The Iowa Department of Transportation has overlaid 446 bridge
decks with low slump dense concrete from 1964 through October 1978.
The overall performance of these decks has been satisfactory.
Nineteen bridges that were resurfaced with either low slump
dense concrete (LSDC) or latex-modified concrete were analyzed for
chloride content, electrical corrosion potential, delaminations or
debonding, and deck surface condition. The resurfacing ages of
these bridges range from 5 to 13 years.
None of the bridges showed any evidence of surface distress
and the chloride penetration into the resurfacing concrete is
relatively low. There are delaminations in the original decks
be'low the resurfacing on the majority of bridges examined. The
delaminations are concluded to be caused by either (A) reinforcing
steel corrosion, (B) not removing all delaminated concrete prior
to placing the resurfacing concrete, or (C) creating an incipient
fracture in the top surface of the original deck through the use
of scarification equipment.
The active corrosion of the reinforcing steel is predominately
in the gutter line on the majority of bridges evaluated.
Recommendations for future deck repairs include removal of
concrete to the top layer of reinforcing steel in areas where an
electrical corrosion potential of -O.35V or more is detected, pro
viding more positive methods of locating delaminated concrete, and
treating the curb and gutter line to reduce the potential damage
from salt water.
INTRODUCTION
The Iowa Department of Transportation has been using low-
slump, dense concrete for several years as a standard repair and
resurfacing technique on bridge decks. From 1964 through October
1978 a total of 446 bridges have been overlaid with the dense
concrete system. The overall performance of these overlays has
been satisfactory.
In June 1974, a report entitled "An Evaluation of Concrete
Bridge Deck Resurfacing in Iowa" was released by the Iowa Depart
of Transportation. l This report documented the history, use and
performance of low-slump, dense concrete (LSDC)* for bridge deck
repair and resurfacing in Iowa from 1964 through 1973.
*LSDC will be the terminology used throughout this reportbecause of the widespread use of term. The reader shouldbe aware that whenever LSDC is used it is considered tobe synonymous with the "Iowa Method" which includes specific methods of deck preparation, grouting, curing, etc.
Sixteen bridges were studied for chloride penetration in
1974. Fifteen of the bridg~s had been resurfaced with LSDC and
the other has been resurfaced with latex-modified concrete con-
taining Dow Chemical Corporation's Modifier "B". The age of the
resurfacing on the bridges selected for the study ranged from one
to nine years. Data was also presented as an indication of the
physical properties of the resurfacing concretes as well as the
rideability of the finished structure.
Only Li.mit.ed data was presented at that time concerning elec-
trical potential corrosion measurements and no data was presented
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to indicate the amount of concrete delamination or debonding that
was present in the decks.
In 1978, the bridges detailed in the original report were
resurveyed for the purpose of updating the information on the
performance of the concrete resurfacing systems. Three additional
bridges were also added to the study.
SCOPE
Bridge Selection
Sixteen bridges had decks repaired and resurfaced with the
LSDC system. The ages of the resurfacing at the time of the 1978
evaluations were: one deck 13 years old, one 12 years, three 11
years, two 10 years, one 9 years, three 8 years, two 7 years, two
6 years, and one 5 years.
Three bridges included in the study had been repaired and
resurfaced with latex-modified concrete. One of these contained
a Dow Modifier "B" latex which is no longer used because of a high
chloride content. This bridge was included in the 1974 report and
has been in service 6 years. The other bridges had been repaired
and resurfaced with latex-modified concrete containing Dow Modifier
"A" and had been in service 5 years at the time of the 1978 survey.
As previously mentioned three bridges were added to the survey
in 1978. These included a set of twin bridges on Interstate 35
over the Raccoon River in Polk County. One of these bridges was
was resurfaced in 1973 with the LSDC system and the other bridge
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was resurfaced in 1973 with the latex-modified concrete system.
Both bridges were inspected by the same personnel and have
received similar salt applications since resurfacing. These
bridges provide an ideal opportunity to directly compare the
performance of the two systems. The other bridge added to the
study is on Interstate 235 westbound across the Des Moines River.
This bridge was repaired and resurfaced in 1973 with latex-modified
concrete. It was selected to provide additional data on the per
formance of this resurfacing method.
Survey Methods
All bridges were surveyed for chloride content of both the
resurfacing concrete and the old deck, delaminations of the con
crete in the old deck or debonding of the resurfacing from the old
deck, and corrosion of the reinforcing steel in the old deck.
Two-inch diameter cores were drilaed on each deck in the
approximate locations originally sampled to determine the chloride
level of the r~surfacing concrete and the old, underlying deck.
The cores were drilled wet with a diamond bit, however, the amount
of water used in the drilling operation was held to a minimum to
minimize the loss of water Eoluble chloride from the sample.
The cores were dry sawed in 1/2 inch increments with a car
borundum blade in the laboratory to establish the chloride profile
at each location. Where it was possible, the concrete in the old
deck was also sliced for chloride analysis. In some instances,
the original deck concrete was not analyzed due to fracturing of
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the concrete at or slightly below the original concrete during
the core removal operation.
Each concrete slice was coarse ground in a Chipmunk jaw
crusher and fine ground to pass the No. 50 sieve in a Micro-
pulverizer. After pulverizing each sample was dried in an oven
for at least one hour at 105 0 C.
The chloride concentration was obtained by utilizing the
procedure described by Clear & Harrington in Report No. FHWA-RD
77-85. 2 The Gran endpoint determination method was selected due
to the relative ease associated with this method. The equipment
employed was a Corning Research Model No. 12 pH meter with an
Orion chloride electrode Model 96-17.
The chloride content of the concrete sample was converted
to pounds of chloride per cubic yard of concrete by assuming a
dry-concrete weight of 140 pounds per cubic foot.
Each bridge deck was surveyed with a Delamtect testing
device manufactured by S.I.E. Inc. of Fort worth, Texas. The
Delamtect is a small mobile, electronic, acoustical device which
imparts a tapping impulse into the surface of the concrete. An
oscillating solenoid mounted on two steel wheels generates this
impulse. The receivers that "listen" to locate the hollow areas
are two oil filled inner tube tires. A hydraphone (pressure
transducer) is mounted near the bottom within each of these oil-
filled tires and monitors the response from the tapping. A
response from each wheel is transmitted to a dual-channel, strip-
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chart recorder. Each steel transmitter wheel operates three
inches from the receiver tire, thus, evaluating a three inch
wide strip. The two three inch wide strips traverse nine inches
center to center for each pass. The operation of the testing
device in Iowa has been well documented by Marks. 3
Seventeen of the nineteen bridges surveyed were sounded for
delaminations on nine-inch centers for the full width and length
of the deck. Only representative deck sections on 1-235 in Des
Moines and US 20 in Sioux City were tested because of the traffic
control problems encountered at these locations.
When unsound areas on a deck were encountered, two-inch
diameter cores were drilled to examine the source of the indicated
delamination. It was noted whether there was debonding of the
resurfacing from the original deck or if there were delaminations
of the concrete in the original deck.
Electrical corrosion potential measurements were obtained on
sections of all bridges included in the study in accordance with
Iowa Test Method 1008. This test method utilizes the copper
copper sulfate half cell in common use for this type of measurement.
A four-foot grid system of test points was laid out on each deck
section to be tested. If a reading of -0.35 volts or greater was
observed, the four-foot grid system was reduced to a two-foot grid
to better define the limits of where active corrosion may be occur
ring. The areas surveyed were selected to include as much delam
inated concrete as possible.
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Each bridge was also photographed to provide a visual refer-
ence as to the surface condition of the deck. Any apparent sur~
face distress was to be noted by the testing crew.
RESULTS
Detailed results of each bridge surveyed are shown in Appendix
A. Data from each bridge was plotted to illustrate chloride con-
tents, delamination results and corrosion potential readings.
Photographs illustrate general deck condition and delamination
locations on the cores obtained for this purpose.
Chloride Penetration
Table No. 1 summarizes the chloride contents at various levels
in the LSDC overlay concrete. It is common to find chloride con-
tents of 3-6 lbs. per cubic yard of concrete in the underlying
original decks as shown in the Appendix. When these decks were
overlaid no effort was made to remove sound concrete with a high
chloride content. Because of the high chloride content of the
original deck, it is also common to find a relatively high chloride
content in the overlay concrete directly in contact with the
original. In all likelihood, the chloride migrates from the
original deck upward rather than penetrating from the surface due
to salting operations.
To present a more meaningful evaluation of chloride penetra-
tion properties, the chloride content of the concrete directly
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I. I
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in contact with the original deck was not used in averaging the
chloride content of the overlay concrete. Plymouth County
Design 169 was not included in Table No. 1 because the thickness
of the overlay was not sufficient to plot a meaningful chloride
penetration profile.
Table No. 2 summarizes the chloride data available on the
latex-modified concrete deck overlays. The latex-concrete overlay
on Story County bridge Design 172 contains Modifier "B". This
modifier was high in chloride content and was reflected by the
high chloride content in the cores from this deck. The concrete
on other bridg'es listed contains Modifier "A".
Table No. 1Chloride Content of LSDC System
BridgeDesign
County No.
ResurfacingAge
Years
Avg. Chloride Content - lbs/yd3Resurfacing Depth - In.
0-1/2 1/2-1 1-1-1/2 1-1/2-2
Polk 3265 13 5.0 1.6Woodbury 1065 12 14 .1 3.2 0.7 0.3Polk 866 11 11.7 1.9 0.9Clay 267 11 4.0 0.7 0.6Clay 167 11 14.9 5.0 1.5 0.3Monona 268 10 5.1 1.2 1.2Woodbury 168 10 8.6 2.1 1.2Calhoun 170 8 7.4 1.5 0.9 0.7Cherokee 370 8 8.9 5.5 0.8 0.4Woodbury 369 8 6.1 1.3 0.5 0.2Plymouth 271 7 6.3 2.6 1.0 0.6Plymouth 171 7 2.6 0.6 0.7Cherokee 172 6 6.6 1.7Cherokee 272 6 7.6 2.4 1.0 0.7Polk 273 NB 5 7.3 1.2 0.7
Avg. 7.7 2.2 0.9 0.5
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Table No. 2Chloride Content of Latex-Modified System
BridgeDesign
County No.
ResurfacingAge
Years
Avg. Chloride Content - lbs/yd 3
Resurfacing Depth - In.0-1/2 1/2-1
~l
Story 172* 6 21.3 18.4I,
Polk 273 SB** 5 8~4 1.8Polk 573** 5 8.2 0.6
*Concrete in resurfacing contains Modifier "B"**Concrete in resurfacing contains Modifier "A"
Delaminations
Unsound areas as detected by the Delamtect have been plotted
for each bridge deck and are summarized in Table No. 3 for the LSDC
system and in Table No. 4 for the latex-modified concrete system.
Table No. 3
jDelamtect Survey Results - LSDC System
Bridge Resurfacing Percent of DeckCounty Design No. Age Years Deck Area-Ft2 Area Delaminated
Polk 3265 13 15,444 11.8Woodbury 1065 12 15,120 15.0*Polk 866 11 9,436 12.7Clay 267 11 9,724 11. 3Clay 167 11 20,256 28.5Monona 268 10 7,410 16.4Woodbury 168 10 13,891 6.9Plymouth 169 9 9,828 2.6Calhoun 170 8 5,496 44.9Cherokee 370 8 5,376 9.9Woodbury 369 8 4,200 7.0Plymouth 271 7 3,250 1.2Plymouth 171 1 6,240 5.2Cherokee 172 6 9,600 18.5Cherokee 272 6 2,448 2.2Polk 273 NB 5 18,368 0.0
Total 156,087
*Representative area surveyed (5,616 Ft2)
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Table No. 4Delamtect Su~vey Results
Latex-Modified Concrete System
Bridgecounty Design No.
ResurfacingAge Years Deck Area-Ft2
Percent of DeckArea Delaminated
StoryPolkPolk
172273 SB573
655
6,72018,36844,720
Total 69,808
9.7*0.04.9**
*Contains Modifier "E"**Representative area surveyed (13,780 ft 2)
Table No. 3 and 4 contain a column entitled "Percent of Deck
Area Delaminated." The Delamtect device does not distinguish the
difference between delaminated concrete in the underlying deck or
from a lack of bond between the two concretes.
A linear regression analysis was performed utilizing resur-
facing age and percentage of deck area delaminated as the indepen-
dent variables for the LSDC system. A correlation coefficient of
0.265858 indicates no meaningful correlation exists. Due to the
limited data a similar analysis was not conducted for the latex-
modified concrete system.
Core photographs shown in Appendix A are included to indicate
the location in the system which caused the Delamtect to respond.
A careful examination of the cores reveals a failure in the con-
crete from the original deck below the bond line on all bridges
surveyed.
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It is difficult to ascertain from the photographs in Appendix
A whether the failure was debonding or delamination when the frac
ture plane is close to the interface of the two concretes.
To avoid confusion it would be well to define debonding and
delamination as used in this report. Debonding is considered to
be an actual failure of the grout to bond the overlay concrete to
the prepared surface of the underlying deck. Delamination will
be used to describe a fracture in the original deck below the
interface of the two concretes.
Most of the delaminations were located in the old concrete
within 1/4" of the bonded interface. To better illustrate this
type of delamination a core from the Calhoun Co. Design No. 170
bridge is shown in Figures Nos. 1 and 2. Figure No.1 does not
provide sufficient detail to indicate the exact fracture location.
Figure No. 2 shows the fracture location in the old deck as evi
denced by the separation of the coarse aggregate particle from
the old deck.
Electrical Potential
Tables No. 5 and No. 6 summarize the results of the electri
cal potential measurements on the decks overlaid with LSDC and
latex-modified concrete, respectively. The tables indicate:
1) the number and percentage of measurements -0.35V or greater
for the total deck area surveyed, 2) the number and percentage
of measurements of -0.35V or greater in the delaminated areas
only, and 3) the number and percentage of measurements of -0.35V
or greater in the gutter line only.
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Fig. 1 Delamination core - side view
Fig. 2 Delamination core - end view of fracture
Ele
ctric
al
Tab
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orro
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Po
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LSD
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To
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urveyedD
elaminated
Area
Only
Gu
tterL
ine
Only
No.
of
No.
of
No.
of
Brid
ge
Resu
rfacing
Readings
%R
eadings%
Readings
%D
esignA
geN
o.
of
-0.3
5V
-0.35VN
o.o
f-0
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V-0
.35
VN
o.o
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V-0
.35
VC
ountyN
o.Y
earsR
eadingso
rM
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rM
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rM
oreo
rM
oreR
eadingso
rM
oreo
rM
ore
Po
lk3265
13392
143
.692
121
3.0
520
0.0
Woodbury
106512
24762
25
.166
11
.563
457
1.4
Po
lk866
11222
115
.066
69
.158
66
.9C
lay267
11219
31
.456
11
.855
00
.0C
lay167
11510
1292
5.3
19862
31
.385
313
6.5
Monona
26810
23725
10
.5104
111
0.6
586
10
.3W
oodbury168
10212
40
.936
12
.855
35
.4I-'tv
Plym
outh169
9302
1013
3.4
3011
36
.7141
986
9.5
Calhoun
1708
25692
35
.9147
382
5.9
12973
56
.6C
herokee370
8241
512
0.8
5017
34
.0120
393
2.5
Woodbury
3698
21116
7.6
110
0.0
7414
18
.9P
lymouth
2717
364196
53
.813
75
3.8
158148
93
.7P
lymouth
1717
23348
20
.642
24
.8104
484
6.2
Cherokee
1726
30270
23
.2145
231
5.9
10855
50
.9C
herokee272
6331
1384
1.7
169
56
.3145
765
2.4
Po
lk273
N5
23914
5.9
00
079
131
6.5
To
tal4
,51
8974
21.6%1
,07
2201
18.8%1
,48
4653
44.0%
Percen
to
fR
eadings~0.35Vor
more
inn
on
-delam
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area
=974-201
=22.4%
4,5
18
-1,0
72
Percen
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fR
eadings-0
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Vo
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Tab
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lectr
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Co
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Resu
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Late
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To
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Are
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Del
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Are
aO
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Gu
tter
Lin
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No.
of
No.
of
No.
of
Bri
dg
eR
esu
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Rea
din
gs
%R
eadi
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%R
ead
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s%
Des
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Age
No.
of
-0.3
5V
-0.3
5V
No.
of
-0.3
5V
-0.3
5V
No.
of
-0.3
5V
-0.3
5V
Cou
nty
No.
Yea
rsR
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317
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.378
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521
84
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00
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35
.2P
olk
573
543
430
6.9
644
6.2
8517
20
.5
To
tal
969
109
11.2
%12
421
16.9
%22
144
19.9
%
109-
21I-
'P
erce
nt
of
Rea
din
gs
-0.3
5V
or
mor
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=10
.4%
w96
9-12
4
Per
cen
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fR
ead
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s-0
.35
Vo
rm
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ou
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=8.
7%96
9-22
1
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A regression analysis was conducted on the LSDC system with
the percentage of readings at or exceeding -0.35V for the total
deck area surveyed and resurfacing age as the independent vari
ables. A correlation coefficient of -0.405693 indicates no
meaningful correlation exists.
Deck Surface Condition
None of the bridges included in the study showed any evi
dence of surface distress.
DISCUSSION
All of the bridge-deck overlays examined in this investi
gation were constructed utilizing specifications that are not
currently in use, they have since been revised. The main dif
ferences in the specifications are:
1. The overlay thickness in the bridges studied was
designed at 1-1/4" excl.usive of areas which required
deeper patching caused by the removal of unsound
concrete. The present standard overlay thickness
is 1-3/4" with the same exclusions.
2. There were no consolidation requirements for the
LSDC placed on these bridges. The current specifi
cation requires the concrete be consolidated to a
minimum of 98% of rodded unit weight.
3. No criterion concerning electrical corrosion poten
tial had been established to dictate concrete removal
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at the time these overlays were placed. The
present standard requires that the concrete in
the deck be removed to the top layer of rein
forcing steel where a corrosion potential
measurement of -0.45 volt or more is encountered.
All of the specification changes instituted since the eval
ua.ted bridges were resurfaced are designed to increase the service
life of the decks.
There has been no significant change in the levels of chloride
ions in the LSDC system during -the 4-year period since the decks
were originally surveyed. The chloride level of the concrete in
the majority of original decks under the resurfacing is consider
ably above the established corrosion threshold level of approxi
mately 1.5 lbs. of chloride per cubic yard of concrete. Why the
electrical corrosion potential readings did not indicate active
corrosion of the reinforcing steel to a great degree over the
entire deck areas surveyed is not fully explainable. A possible
reason is that there is not sufficient moisture or oxygen at the
reinforcing steel level to initiate corrosion or allow it to
continue in any widespread manner.
The delamination survey provided data which indicate the
amount of delamination in the original concrete decks is quite
variable and is generally more widespread than had originally
been thought. Unfortunately, no data is available to indicate
whether or not delaminated areas existed immediately after con
struction: consequently, the progression of the delaminations
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cannot be quantitatively analyzed. ~bile some areas of unsound
concrete may have remained in the old deck at the time of resur
facing, it is very doubtful that as high a percentage as found
by the Delamtect on some bridges could have been overlooked in
normal project inspection.
Assuming this is the case, it is probable that the delam
inated areas under the resurfacing is increasing. How far this
can increase prior to being manifested by surface deterioration
is unknown.
Two bridges were void of delaminations. These are twin
bridges that were overlaid in 1973 and are located on Interstate
35 across the Raccoon River in Polk County. One bridge was
resurfaced with LSDC and the other was resurfaced with latex
modified concrete. It has been reported that the inspector on
these bridges did an extremely conscientious job of insuring all
unsound concrete was removed prior to resurfacing. The results
from these bridges point out the importance of thorough inspection
and the removal of all delaminated concrete in the underlying
deck. These bridges will be monitored on a yearly basis.
It was intended to establish whether or not delaminated areas
of the deck would show more active corrosion of the reinforcing
steel than non-delaminated areas.
It is generally agreed that electrical potential measurements
at or exceeding -O.35V indicate active corrosion of the reinforc
ing steel. Readings between -O.20V and -O.35V are generally
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concluded to be in the "gray area"; that is, active corrosion
mayor may not be present.
Since readings of -O.35V or more definitely indicate cor
rosion, the percentage of readings at this level were tabulated
for delaminated and non-delaminated areas. The results exhibited
in Table No. 5 show that for the LSDC system the percent of
readings of -O.35V or more are nearly equivalent in the delam
inated and non-delaminated areas with 18.8% and 22.4%, respec
tively. It should not be concluded, based upon this tabulation,
that the delaminations in the underlying deck concrete are not
the result of continued reinforcing steel corrosion. Conversely,
it does not provide sufficient evidence to positively conclude
that the increase in delaminated areas can solely be attributed
to re-bar corrosion.
As mentioned earlier, the majority of the delaminations were
located within 1/4" of the bonded interface. It is not unusual
to find this type of delamination approximately 2 inches above
the reinforcing steel with the concrete between the delamination
and the re-bar appearing sound. When these cores were taken
directly over the reinforcing steel there was no visual evidence
of corrosion on the bar. The exact cause of this type of delam
ination is not known. There is a distinct possibility that an
incipient fracture in the surface of the old concrete may have
been created due to the impact of the scarification equipment in
use at that time.
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There is also a possibility that all delaminated concrete
was not removed at the time of resurfacing and this area is
increasing due to the mechanical action created by traffic on
the bridges.
Table No. 5 also compares corrosion potential measurements
in the gutter line with other areas. It is not surprising to
observe the high percent (44%) of readings indicating active
corrosion in the gutter line since there is a likelihood of more
salt and moisture in this area. There is also a distinct possi~
bility of the readings being influenced by corrosion of the
reinforcing steel in the curb.
Table No. 6 contains comparable data for the latex-modified
concrete system of deck overlays. There is only limited data
available on this system; however, it does not appear the analysis
of this system would be significantly different than the LSDC
system.
CONCLUSIONS
The results from this study would support the following
conclusions:
1. The LSDC system of resurfacing over chloride contaminated
bridge decks has exhibited adequate performance through
13 years.
2. The performance of the LSDC system and the latex-modified
concrete system are equivalent through 6 years.
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3. Chloride penetration into the LSDC and latex-modified
concrete systems is similar and not significantly
changed from the previous survey. Both systems are
successful in reducing chloride penetration from sur
face applied deicing chemicals.
4. Delaminated areas exist in the original deck under
the resurfacing on the majority of bridges investi
gated.
5. The delaminations are probably caused by either;
(A) reinforcing steel corrosion, (B) not removing
all delaminated concrete prior to resurfacing, or
(C) creating an incipient fracture in the top surface
of the original deck through the use of scarification
equipment.
6. The majority of the delaminations are within 1/4" of
the bonded interface and are probably not corrosion
related.
7. The areas of delamination are increasing and may
eventually result in distress of the resurfacing.
8.. The grouting system used to bond the overlay to the
original deck is adequate as evidenced by the fact
that no bond failures were noted on any of the nine
teen bridges studied.
9. Steel corrosion is more prominent in the gutter line
than on other areas of the bridges.
- 20 -
10. There is no meaningful correlation between resurfacing
age and delaminations or corrosion of the reinforcing
steel.
11. Thorough inspection will lessen the likelihood of the
formation of delaminated areas.
RECOMMENDATIONS(
1
(
Increased emphasis should be placed upon intensive
inspection to insure all delaminated concrete in the
decks being resurfaced is removed. If sufficient
funds are available, Delamtect testing devices should
be purchased and used on decks just prior to scarifi
cation of the deck surface. This would result in
.more objective determinations in locating areas of
unsound concrete that should be removed. Delamtect
testing should also be conducted after the placement
of the overlay.
Concrete should be removed to the top layer of rein
forcing steel if an electrical corrosion potential
measurement of -0.35V or more is observed.
Increased protection of the concrete in the gutter
line and curb should be required. This may be done
by treating these areas with high quality concrete
sealers.
3.
2.
The following recommendations are being offered for consid
eration:
1.
- 21 -
REFERENCES
1. Bergren, J. V. and Brown, B. C., "An Evaluation of ConcreteBridge Deck Surfacing in Iowa", Special Report, IowaDepartment of Transportation, June, 1974.
2. Clear, K. C. and Harrigan, E. T., "Sampling and Testing forChloride Ion in Concrete", Report No. FHWA-RD-77-85,Federal Highway Administration, August, 1977.
3. Marks, V. J., "Bridge Deck Delamination Study" Final ReportResearch Project HR-179, Iowa Department of Transportation,April, 1978.
"Ii XIGN3dd"li
- GG -
Lo
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