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ESCSI Information Sheet # 4700.

Back-Up Statistics to
Table of Contents

Building Bridges Introduction


SLC Weathers Test of Time 1

and Marine Structures Prestressed, Precast,


Cast-In-Place
Renovation and Repair
2
2
With Structural Lightweight SLC for Innovative Bridges 2

Aggregate Concrete United States


California
Martinez-Benicia Bridge 3
Antioch Bridge 6
Coronado Bridge 7
Napa River Bridge 18
American River Bridge 19
Florida
Sebastian Inlet Bridge 12
Indiana
Wabash River Bridge 18
Maryland
William Preston Lane Jr. Bridge 11
Missouri
Heart of America Bridge 8
New York
Lewiston Pump Generating
Plant Bridge 9
Brooklyn Bridge 20
North Carolina
Neuse River Bridge 16
Ohio
Ohio Turnpike Twin Bridge 10
Pennsylvania
Braddock Gated Dam 15
South Carolina
Cooper River Bridge 5
Utah
Silver Creek Overpass Bridge 4
Wisconsin
8th Street Bridge 21

Canada
Tarsuit Caisson Retained Island 22
Hibernia Offshore Platform 23
CIDS Island Drilling System 24
Powell River Ships 26

Norway
Boknasundet Bridge 6
Sandhornøya Bridge 13
Raftsundet Bridge 14
Heidrun Floating Concrete
Offshore Platform 25

Expanded Shale, Clay and Slate Institute


2225 Murray Holladay Road, Ste.102
Salt Lake City, UT 84117
801-272-7070
www.escsi.org
Photography Credits:
Coronado Bridge © 1992 Steven Simpson, Inc. San Diego, CA
Coronado Bridge, San Diego, CA William Preston Lane Bridge © 1991 Tadder, Baltimore, MD
1 Back-Up Statistics to
BUILDING BRIDGES and other Marine Structures
with Structural Lightweight Aggregate Concrete
ESCSI Information Sheet # 4700.4

Structural Lightweight Concrete Weathers the Test of Time


Over 80 Years of Why So Durable?
Performance Resistance to freezing and thawing in any type of
For more than 80 years, concrete (normalweight or lightweight) is achieved by
Structural Lightweight Aggregate using durable aggregates encased in a durable
concrete (SLC) has solved the cement mortar. Although expanded shale, clay and
weight and durability problems slate (ESCS) aggregates are absorptive, they are
associated with exposed structures. This con- also very durable, being composed of vitrified sili-
crete made with rotary kiln expanded shale, clay, cates. Laboratory tests showing high Durability
or slate (ESCS) lightweight aggregate, has a Factors after 300 cycles of freezing and thawing are
proven performance history in bridges and other normal for structural lightweight aggregate concrete.
marine structures. Examination of the structures It is no surprise properly proportioned air entrained
confirmed that, in terms of durability, structural SLC made with ESCS lightweight aggregate is quite
lightweight concrete performs equally well, or bet- durable.
ter than, normalweight concrete. ESCS aggregates have other unique properties
In the study “Criteria for Designing Lightweight that lead to increased durability. These properties
Concrete Bridges” (August 1985), the Federal include better elastic compatibility, internal curing and
Highway Administration reported that good light- improved contact zone between the lightweight
weight concrete had better durability than some aggregate and the cement paste.
normalweight concrete. These findings were ESCS aggregates are less rigid than normal-
based on evidence gathered during visits to 30 weight aggregates. Moreover, their stiffness closely
bridges and in contacts with state and industry matches that of the air entrained mortar fraction used
representatives. in bridge deck concrete. Studies show that this elas-
In 1975 an independent study of the Lane tic compatibility results in significantly lower stress
Bridge across the Chesapeake Bay concluded concentrations at the aggregate-paste interface and
that “concrete containing porous greatly reduces the tendency for microc-
lightweight aggregate is less racking.
susceptible to deterioration from The contact zone is the transition layer
freezing and thawing” than nor- connecting the coarse aggregate particle
malweight concrete. and the enveloping cement mortar. The
A survey of Japanese bridges quality of this interface is a decisive factor
in service for up to 20 years in the long-term durability of concrete.
revealed that cracking, carbona- Several studies have shown that the con-
tion, and salt penetration were tact zone in lightweight aggregate concrete
reduced with Structural is far superior to that of normalweight con-
Lightweight concrete bridges, Contact Zone crete. In deed, the adhesion of the light-
and SLC provided high degrees of weight aggregate to the mortar matrix
durability that surpassed normalweight concrete. exceeds tensile strengh of the lightweight particle.
Also, investigations of a number of marine envi- The water absorbed in lightweight aggregate pro-
ronment SLC structures in service for more than vides moisture available for term-enhanced cement
80 years verify laboratory results indicating good hydration. The absorbed water does not affect the
weathering resistance. water-cement ratio. The enhanced cement hydration
(See page 11, William Preston Lane Jr. results in improved durability, less micro-cracking and
Bridge, for specific information on the lower permeability.
durability of SLC after 33 years.)
2 BUILDING BRIDGES
and other Marine Structures
with Structural Lightweight Aggregate Concrete
ESCSI Information Sheet # 4700.4

SLC: Ideal for All Types of Bridge Construction


Prestressed, Precast, The use of SLC in bridge structures constitutes a
powerful renovation tool. This lighter, more durable
and Cast-In-Place
material helps designers by providing design solutions
Structural Lightweight con- for bridge structures that adequately address both
crete (SLC) is ideal for all types expansion and economic issues.
of bridge construction. The
lower self-weight makes it economical to trans- Structural Lightweight Concrete (SLC)
port larger sized precast sections, reduce the Allows for Innovative Bridges
need for extensive falsework, speed erection, 1. Lower Weight
and allow for the smaller, more economical ∆ SLC is typically 25% to 30% lighter.
equipment. ∆ Requires less reinforcing, prestressing and structural steel.
∆ Increases live load capacity
The overall weight reduction with SLC affords
∆ Permits longer spans.
designers greater latitude to meet today’s chal- ∆ Permits deeper sections without increasing dead load.
lenges of terrain, budget, seismic conditions, and ∆ Allows for bridge upgrades and expansion
construction schedules. In addition, reduced without replacing or adding support foundations.
weight lowers seismic forces, and allows for ∆ Reduces seismic forces
reduction of reinforcing and structural steel, as 2. High Durability
∆ Low permeability.
well as smaller foundations and longer spans.
∆ High freeze/thaw resistance.
The result is a substantial cost savings. ∆ Good resistance to deicing salts and chemicals.
Structural Lightweight concrete also allows the ∆ The close elastic compatibility between
deck thickness to be increased without increasing the aggregate and the mortar fraction reduces
overall weight compared to normalweight con- internal stresses and minimizes microcracking.
crete. This affords increased stiffness and addi- ∆ Superior bond and transition zone between the aggregate
and cement paste.
tional cover for reinforcing, thereby improving
∆ A non-polishing, higher skid-resistant surface improves
durability. roadway safety.
3. Low Cost
Renovation and repair ∆ Provides versatility for renovation and retrofitting. Decks
In 1990 more than one-half million bridges in can be widened or replaced without altering existing
the United States alone were classified as “defi- support system.
∆ Reduced cost of transportation and erection are realized
cient” in terms of structural integrity or functional
with precast members. More precast members can be
capacity. This staggering need for renovation, transported per truck and less crane capacity is required.
repair or replacement can be largely addressed ∆ Lower foundation costs result from reduced size and/or
with the use of Structural Lightweight Concrete number of supports.
(SLC). ∆ Lower construction costs result from reduced need for
One of the most extensive applications of extensive falsework/ formwork, less reinforcing steel, and
smaller structural members.
SLC can be seen in bridge re-decking. SLC
∆ Longer pieces mean fewer joints.
decking achieves two significant goals: low ∆ Greater design flexibility to meet today’s challenges of
deadload and high durability. The combination design and construction.
of these two factors often means that bridge ∆ High compressive strengths capable of meeting modern
widths, traffic lanes, and the thickness of structur- engineering requirements.
al slabs can be increased while utilizing existing 4. Excellent Performance Record
∆ Structural Lightweight Concrete has a proven
piers, footings and other structural members.
performance of successful use in severely exposed
Depending on the nature of the renovation, the marine and bridge construction for more than 80
use of SLC often increases the live load capacity years.Over this period it has been subjected to extreme
for older bridge structures, thus meeting the cur- weather and loading conditions, and has proven sound
rent load specifications. and durable.
3 BUILDING BRIDGES
and other Marine Structures
with Structural Lightweight Aggregate Concrete
ESCSI Information Sheet # 4700.4

Martinez-Benicia Bridge • California, USA

Martinez-Benicia
Bridge

Date of Construction: 1962


Location: State Highway I-680
over the Carquinez Straits
Owner: State of California
Engineer: CalTrans
PO Box 942874
Sacramento, CA 94274
Contractor: Yuba consolidated
Industries
LWC Used In: Deck and super-
structure
Wearing Surface: Polyester LWC
Martinez-Benicia Bridge
Concrete Applied in 1991
Traffic: Very Heavy Other Pertinent Data:
Trucks: 25% No. 10 span is a steel deck truss on reinforced
concrete hollow-shaft piers supported by box foot-
Mix and Design Information: ing on 72-inch reinforced concrete caissons imbed-
ded in bedrock. Plate girder approach spans are
Density: 115 pcf on reinforced concrete piers of various types on
Cement Content: spread footings and reinforced concrete abutments
611 #cy-658 #/cy on steel piles. The deck is lightweight reinforced
Air Content: 4-6% concrete. Superstructure spans No. 3-12 are light-
weight reinforced concrete slabs on continuous
Lightweight Supplier:
Warren deck trusses. Spans No. 4, 6, 10, and 12
Port Costa Materials, Inc. are lightweight suspended spans. Approach spans
Coarse Aggregate Type: Baypor F-43 No. 1,2, and 13-18 are lightweight reinforced con-
Fine Aggregate Type: Natural Sand crete slabs on welded steel plate girders.
Compressive Strength: 4,000 psi
Pertinent Construction Information:
Bridge length is 6,215 feet. The longest span is
528 feet. The lightweight deck average width is 72
feet. Maximum vertical clearance is 138 feet.
Lanes expanded from 4 to 6 in 1991.

Bridge Condition on Most Recent Inspection:


April 16, 1991 rating was 6. Original rating was 7.

For additional information about Expanded Shale, Clay and Slate Aggregate – 801-272-7070 / www.escsi.org
4 BUILDING BRIDGES
and other Marine Structures
with Structural Lightweight Aggregate Concrete
ESCSI Information Sheet # 4700.4

Silver Creek Overpass Bridge • Utah, USA

Silver Creek Overpass


Bridge

Date of Construction: Spring1968


Location: State Highway No. 40
over I-80 in Park City, UT
Owner: Utah Department of Transportation
Engineer: Alex Blumfield, Charles Clay
and A.R. Mansour
Contractor: Yuba consolidated Industries
LWC Used In: Deck Silver Creek Overpass Bridge
Wearing Surface: Originally Structural
Pertinent Construction Information:
Lightweight Concrete. Later the bridge Placed with slump range 6-8 inches without super-
was paved with an asphalt overlay plasticizer.
Traffic: Heavy
Trucks: 30% Bridge Condition on Most Recent Inspection:
On December 3, 1991 the lightweight concrete
was in excellent condition. Shown below are the
Mix and Design Information: chloride content test results from cores which were
Designed Density: 100-110 pcf taken and tested by the Utah Department of
Cement Content: 611 #/cy Transportation Materials and Research Section.
Air Content: 5 ±1%
Lightweight Aggregate Producer:
Utelite Corporation
Coarse Aggregate Type: 1/2-inch expanded
shale (725 lbs)
Fine Aggregate Type: Expanded shale Chloride Content Test Results
(267 lbs) and natural sand (873 lbs) Depth LWC Deck NWC Adj. Approach
Designed Compressive Strength: 0–1/2 in. .947% 36.7 #/cy .528% 20.5 #/cy
3,000 psi 1/2 in. –1 in .466% 18.0 #/cy. .464% 18.0 #/cy.
Split Tensile Strength: Not specified 1–1 1/2 in. .199% 7.7 #/cy .404% 15.7 #/cy
1 1/2 – 2 in. .012% .5#/cy

For additional information about Expanded Shale, Clay and Slate Aggregate – 801-272-7070 / www.escsi.org
5 BUILDING BRIDGES
and other Marine Structures
with Structural Lightweight Aggregate Concrete
ESCSI Information Sheet # 4700.4

Cooper River Bridge • South Carolina, USA

Cooper River Bridge


Date of Construction: June, 1992
Location: State Highway I-526
(Mark Clark Expressway) serving
Charleston,SC
Owner: State of South Carolina – Columbia
Engineer: Howard, Needles, Tammen &
Bergendorf, Atlanta, GA
Contractor: Cooper River, A Division of
Guy F. Atkinson Company.
LWC Used In: Cast-in-place deck over precast
lightweight panels and barriers
Wearing Surface: Lightweight concrete deck
Traffic: Heavy Trucks: 15%
Mix and Design Information:
Density: 112 pcf ± 2 pcf
Cement Content: 681 #/cy
Air Content: 4.5 ±1.5%
Lightweight Aggregate Producers:
Carolina STALITE Company (cast-in-place)
Carolina SOLITE Corp.
(pre-stressed/precast)
Coarse Aggregate Type: Stalite 3/4 inch to # 8;
Carolina SOLITE 1/2 inch to # 4
(AASHTO M-195)
Fine Aggregate Type: Sand
Designed Compressive Strength:
4,000 psi for cast-in-place; 6,000 psi for
precast deck used as forms
Split Tensile Strength: 485 psi

Cooper River Bridge


Pertinent Construction Information: The bridge has a total bridge length of 16,450 ft. and a typical
width of 93 ft. 3 in. The main span employs a modified Warren Truss 800-ft long, and lightweight concrete
decking. In other areas, lightweight concrete decks are cast over precast lightweight panels These are
carried by Type V prestressed concrete girders with spans of 125 feet. The use of lightweight concrete
helped reduce foundation and seismic loading and increase span length and shorter truss spans.
Because the concrete batch plant had limited overhead aggregate storage space, only one grading of
lightweight could be used (ASTM C 330 - 3/4 in. to # 8). The relatively low specified air content coupled
with the low slumps associated with bridge deck construction made pumping this concrete mixture partic-
ularly challenging. Not counting the SLC used in the precast members, more than 15,000 cu. yds. of
Lightweight Aggregate concrete were cast in the pile caps and decks. The majority of this material was
placed by pumping. Maximum distance pumped was 100 feet vertically and 850 feet horizontally.
This bridge was designed to endure hurricane-force winds in excess of 155 mph, earthquakes causing
ground accelerations of 0.051g, and the impact of ship collisions.

For additional information about Expanded Shale, Clay and Slate Aggregate – 801-272-7070 / www.escsi.org
6 BUILDING BRIDGES
and other Marine Structures
with Structural Lightweight Aggregate Concrete
ESCSI Information Sheet # 4700.4

Boknasundet Bridge • Rogaland County, Norway

Boknasundet Bridge
Date of Construction:
March 1989 - Dec. 1990
Bridge Type: Balanced cantilever,
box girder
Location: State Highway No. RV 9, Norway,
over Boknasundet
Owner: Department of Public Roads
Engineer: Department of Public Roads
Contractor: Aker Entrepreneur
LWC Used In: Beams and deck
Wearing Surface: Normal density concrete
C-65 with steel fiber
Traffic: Heavy Trucks: 20%
Mix and Design Information
Antioch Bridge
Density: 1,950 kg/m3 (121.7 pcf) California, USA
Cement Content: 430 kg/m3 (724 #/cy)
Air Content: 3 - 4%
Lightweight Aggregate Producer: Liapor
Coarse Aggregate Type: Liapor 8
Fine Aggregate Type: Natural sand 0-5 mm
Compressive Strength: LWC 60 MPa cube
strength (8,700) psi (multiply by .9 for
approx cylinder equivalent)
Bridge Condition: 1991, Excellent

Antioch Bridge
Date of Construction: 1978
Location: State Highway No. 12,
over the Carquinez Strait Antioch Bridge
Owner: State of California
Pertinent Construction Information:
Engineer: Caltrans, PO Box 942874
2-lane bridge with a total length of 9,437 ft.; longest
Sacramento, CA
span, 460 ft.; Maximum vertical clearance 135 ft.
Contractor: Peter Kiewit & Sons Average width, 43.5 ft.
LWC Used In: Deck
Wearing Surface: Polyester SLC Bridge Description
Traffic: Moderate Trucks: 15% Lightweight reinforced concrete deck is on two con-
Mix and Design Information tinuous composite welded corten steel girders.
Density: 1,840 kg/m3 (115 pcf) Spans No. 1-4 are on reinforced concrete two-col-
Cement Content: 658 #/cy umn piers on precast, prestressed concrete piles.
Air Content: 4 - 6% Continuous reinforced concrete slabs (No. 41-70
Lightweight Aggregate Producer: are on reinforced concrete 4-column bents on pre-
Port Costa Materials cast, prestressed concrete piles. The condition
Coarse Aggregate Type: Baypor F-43 upon the most recent inspection (7-12-92), rating
Fine Aggregate Type: Natural sand was 7. The original rating was 9.
Compressive Strength: 4,000 psi
For additional information about Expanded Shale, Clay and Slate Aggregate – 801-272-7070 / www.escsi.org
7 BUILDING BRIDGES
and other Marine Structures
with Structural Lightweight Aggregate Concrete
ESCSI Information Sheet # 4700.4

Coronado Bridge • California, USA

Coronado Bridge
Date of Construction: 1969
Location: State Highway No. 75
over San Diego Bay, San
Diego, CA
Owner: State of California
Engineer: E.R. Foley
Contractor: Murphy-Pacific Company;
W.F. Maxwell, Inc; Jay Atkinson Company
LWC Used In: Lightweight precast,
prestressed concrete girders
Wearing Surface: Normal weight concrete
Traffic: Moderate Trucks: 15%

Mix and Design Information


Density: 115 pcf air-dry
Cement Content: 705 #/cy
Air Content: 3%
Lightweight Aggregate Producer:
Pacific Lightweight Products Co.
Coarse Aggregate Type: Expanded shale
Fine Aggregate Type: Natural weight sand
Compressive Strength: 5,500 – 6,000 psi
at 28 days
Other Pertinent Data: 11,179 ft. long, 200 ft. high

Coronado Bridge
Pertinent Construction Information:
A total of 307 precast/prestress structural LWA girders were produced more than 100 miles from the bridge
site, and then transported overland for installation on the bridge spans. Of these girders, 206 are 5 feet 6 inch-
es deep, and 41 are 7 feet 6 inches deep. The average length of the smaller girders is 95 feet with a maximum
length of 117 feet, while the deeper girders are 151 feet long with two-foot-wide top flanges and 8-inch webs.
The structural LWC used for the pretensioned beams made possible the benefits of plant fabrication and
overland transportation to the bridge site. Precast in Santa Fe Springs, CA, the beams were produced under
close quality control. The elements were steam cured under conditions permitting tight controls on shrinkage
and modulus of elasticity.
Weight reduction of the smaller 5-foot 5-inch deep girders transported to the bridge site by highway was a
major factor in making this type of transportation feasible. The giant 151-foot girders were transported by the
Santa Fe Railroad to the bridge site. Each girder was loaded aboard three 60-foot flat cars with the first and
third cars supporting their weight. The center car served as a spacer. The girders were laterally braced for
transportation by means of the specially designed framing and cradling system.
Two 115-ton capacity truck cranes were used for their erection at the site. In all, the 11,179-foot-long bridge
contains 6,000 cubic yards of prestressed lightweight concrete.

Bridge Condition at Last Inspection: Good


For additional information about Expanded Shale, Clay and Slate Aggregate – 801-272-7070 / www.escsi.org
8 BUILDING BRIDGES
and other Marine Structures
with Structural Lightweight Aggregate Concrete
ESCSI Information Sheet # 4700.4

Heart of America Bridge • Missouri, USA

Heart of America
Bridge

Date of Construction: 1985


Location: Missouri State Highway
No. 9 over the Missouri River,
Kansas City
Owner: State of Missouri
Engineer: Howard, Needle,
Tammen, and Bergendorf,
Heart of America Bridge
Kansas City, MO
Contractor: Wilkerson-Maxwell, Pertinent Construction Information:
Kansas City, MO The heart of America Bridge is a vital link
LWC Used In: Lightweight precast, concrete between downtown Kansas City, MO and the
Wearing Surface: Lightweight concrete deck industrial and residential areas of KC which lie
north of the river. It was built to increase traffic
panels with SLC placed on top
capacity and replace the aging ASB bridge. Using
Traffic: Heavy urban commuter and commercial structural lightweight concrete in the bridge deck
allowed increased spans and reduced dead loads.
Mix and Design Information This improved the overall economy of the struc-
Density: 110 pcf ture. The deck is composed of cast-in-place
Cement Content: 696 #/cy Structural Lightweight Concrete (3,000 cy), which
Air Content: 6% was placed on top of the precast Structural
Lightweight Concrete deck panels.
Lightweight Aggregate Producer:
The concrete used in both the precast and cast-
Buildex, Inc. in-place portions of the deck met standard
Coarse Aggregate Type: Buildex Missouri Highway and transportation Department
Fine Aggregate Type: Kaw river sand specifications for Structural Lightweight Concrete:
Compressive Strength: 4,000 – 5,000 psi a 7.4 sack, air-entrained mix with a density of 105
-120 pfc. Aggregates used included 3/8 x No. 8
and No. 4 x 0 Buildex lightweight aggregate and
normalweight siliceous river sand.

Bridge Condition on Most Recent Inspection:


3/93 –Good

For additional information about Expanded Shale, Clay and Slate Aggregate – 801-272-7070 / www.escsi.org
9 BUILDING BRIDGES
and other Marine Structures
with Structural Lightweight Aggregate Concrete
ESCSI Information Sheet # 4700.4

Lewiston Pump-Generating Plant Bridge • New York, USA

Lewiston Pump-
Generating
Plant Bridge
Date of Construction: 1960
Location: State Highway I-190
Owner: New York State
Dept. of Transportation
Engineer: UHL, Hall & Rich, Boston, MA
Designer: Schupack & Zollman,
Newton Square, PA
Contractor: Tuscarora Contractors
Niagara Fall, NY
LWC Used In: Prestressed Lightweight Girders,
Lightweight slabs
Wearing Surface: 2.5 inch asphaltic
Traffic: Heavy ly since the deck of the bridge was about 100 feet
above the reservoir floor.
Mix and Design Information The 68-foot “I-shaped girders are 54 inches
Cement Content: 658 #/cy deep and were post-tensioned at a plant using 1.5
Air Content: 6% inch diameter cables made up of 12-wire assem-
Lightweight Aggregate Producer: blies. A 5,000-psi lightweight concrete using 7
Hydraulic Press Brick Company sacks of Type I cement provided sufficient
Compressive Strength: 5,000 psi strength in 16 hours so that the units could be
removed from the forms and placed in storage for
Lewiston Pump-Generating additional curing. Stressing operations followed in
three or four days. In addition to these I-shaped
Plant Bridge girders, 24 special walkway girders were required;
u-shaped sections are 6 feet wide and 3 feet 8
Pertinent Construction Information:
inches deep.
Precast units were manufactured by George
The roadway slabs are 3 inches thick and gen-
Rackle & Sons, Cleveland OH. After more than 40
erally measure 6 feet 10 inches by 2 feet. A 4,000
years of continuous service carrying heavy traffic
psi lightweight concrete mix was used for these
under well-known severe winter conditions, the
units. At the bridge site, the slabs were set into
Lewiston Bridge in New York near Niagara Falls will
span between girders and act as forms to receive
continue to carry traffic for many more years.
the 5-inch, cast-in-place concrete deck. The gird-
The bridge is constructed of 204 prestressed
ers have shear connectors extending from the top
lightweight concrete girders and nearly 6,000 pre-
flange into the deck concrete, and the slabs have
cast lightweight concrete roadway slabs. The units
roughened top surfaces so that a composite 8-
were plant produced near Cleveland, OH, and
inch deck is achieved for full live-load capacity.
shipped approximately 220 miles to the site. Using
high-strength Lightweight Structural Concrete in the
Bridge Condition on Most Recent Inspection:
elements was an important factor in reducing ship-
The 1991 inspection by NY DOT Region 5
ping costs and gaining the advantages of an effi-
reports that the lightweight concrete structural
cient plant-casting operation. The design
members and the concrete deck are in almost
approach, which made full use of precast units,
new condition.
greatly reduced bridge construction costs, especial-

For additional information about Expanded Shale, Clay and Slate Aggregate – 801-272-7070 / www.escsi.org
10 BUILDING BRIDGES
and other Marine Structures
with Structural Lightweight Aggregate Concrete
ESCSI Information Sheet # 4700.4

Ohio Turnpike Twin Bridges • Ohio, USA

Ohio Turnpike Twin


Bridge
Date of Construction: Original
normalweight ,1953; LWC deck
replacement in 1983-4
Location: Ohio Turnpike I-80
over the Maumee River near Toledo, OH
Owner: Ohio Turnpike Commission, Berea, OH
Engineer: J.E. Greiner Co, OH
Contractor: National Engineering and
Contracting Company, Strongville, OH
LWC Used In: Deck and Parapet Walls
Traffic: Heavy
Trucks: 20%

Mix and Design Information


Density: 114-117 pcf
@ 28 days, avg. 116 pcf
Cement Content: 715 #/cy Type II
Air Content: 6%
Lightweight Aggregate Producer:
Hydraulic Press Brick Company
Coarse Aggregate Type:
Haydite 3/4 x No.4
Fine Aggregate Type: Natural Concrete Sand
Compressive Strength: 4,500 psi
Other Pertinent Data:
Twin Bridges’ deck widened with
lightweight concrete from 35 ft. 10 in.
to 40 ft. 8 in., 8.5 in.. thick.
Deck length: 1,394 feet
Pertinent Construction Information:
11 spans – composite with
post-tensioned lightweight concrete
Bridge Condition on Most Recent Inspection:
1992. very good

For additional information about Expanded Shale, Clay and Slate Aggregate – 801-272-7070 / www.escsi.org
11 BUILDING BRIDGES
and other Marine Structures
with Structural Lightweight Aggregate Concrete
ESCSI Information Sheet # 4700.4

William Preston Lane Jr. Bridge • Maryland, USA

William Preston
Lane Jr. Bridge
Date of Construction:
East bound (original) 1952
West bound 1975
Redecked East bound 1988
Location: State Highway No. 50
over Chesapeake Bay
Owner: Maryland Toll Facilities Administration
Engineer: Greiner Engineering Sciences
Contractor: Whiting Turner weight aggregate. Water-cement ratio was 0.40, 28-day
LWC Used In: All concrete decks, barriers and compressive strength, 4,830 psi; and air-dry unit weight,
parapet walls 103# per cubic foot. In 1975, after the second parallel
Wearing Surface: Various materials bridge crossing had been built, the first bridge was tem-
Traffic: Very heavy (80,000 vehicles/day porarily closed for inspection and maintenance.
in summer) Petrographic analysis on core samples taken after the
Mix and Design Information asphalt wearing surface was removed showed secure
adhesion between the aggregate and cement paste and
1952 East Bound
little evidence of cracking. Additional examinations in
Density: 103 pcf
1983 supported the findings of the 1975 studies and dis-
Cement Content: 705 #/cy closed negligible further deterioration.
Lightweight Aggregate Producer: These studies confirm that lightweight concrete is
Carolina SOLITE Corp. durable when exposed to freezing and thawing cycles.
Aggregate Type: Carolina SOLITE 3/4 in.- No.4, Because the modulus of elasticity of lightweight aggregate
#4-0 and Natural Sand is close to the modulus of elasticity of the concrete mortar,
Compressive Strength: 3,500 psi stresses in the contact zone between aggregate and mor-
1975 West Bound tar are significantly reduced. The aggregate and mortar,
Lightweight Producer: Norlite Corporation in this case, tend to behave as one homogeneous materi-
1988 Redecking (East Bound) al. On the other hand when the modulus of elasticity of
Lightweight Producer: Carolina SOLITE Corp. aggregate differs significantly from that of the mortar, the
Parapet Walls: Constructed with extruded, zero mortar and aggregate as dissimilar materials: Example:
slump, 3-way mix consisting of Carolina When the concrete consists of stiff aggregate in soft mor-
SOLITE coarse aggregate, AF Old SOLITE tar (normalweight concrete), bond strength between
fine aggregate, and a minimum amount of aggregate and mortar may be exceeded and contact zone
microcracking may occur. When concrete consists of soft
natural sand; design weight: 105 pcf
aggregate instill mortar (very low density, nonstructural
lightweight concrete), the soft aggregate is crushed.
However, when aggregate and mortar have similar
William Preston Lane Jr. Bridge strength and elastic properties (Structural Lightweight
Concrete), aggregate and mortar are securely bonded and
Other Pertinent Data: From a durability perspective, microcracking is reduced. Fewer microcracks mean fewer
the lightweight concrete outperformed the normalweight places for water and de-icers to enter the concrete and
concrete used in the approach-spans. cause damage.
Pertinent Construction Information: The Chesapeake A 1973 Russian study has shown that for lightweight
Bay Bridge: Lightweight Concrete Remains durable concrete, the micro-hardness of mortar in contact with
After 33 Years, by T.A. Holm, P.E., F.A.C.I. aggregate is much greater than the micro-hardness of
Built in 1952 over the Chesapeake Bay, the William mortar outside this zone. This is due in part to a chemical
Preston Lane Jr. Memorial Bridge was made of structural reaction between the products of cement hydration and
lightweight concrete with the following batch quantities the aluminosilicates formed at the surface of the light-
for a cubic yard of concrete: 7.5 sacks of cement, 1370# weight aggregate during high temperature production of
of fine lightweight aggregate and 750# of coarse light- the aggregate.

For additional information about Expanded Shale, Clay and Slate Aggregate – 801-272-7070 / www.escsi.org
12 BUILDING BRIDGES
and other Marine Structures
with Structural Lightweight Aggregate Concrete
ESCSI Information Sheet # 4700.4

Sebastian Inlet Bridge • Florida, USA

Sebastian Inlet Bridge


Date of Construction: 1964
Location: Florida State Highway
No. A1A over the Indian River
outlet in to the Atlantic Ocean
Owner: Florida Road Department
Engineer: Florida Department of Transportation
with Howard, Needles, Tammen,
and Bergendorf, Orlando, FL
Contractor: Cleary Brothers Construction
Co., W. Palm Beach, FL
LWC Used In: Decks, long span, precast the channel opening, seemed to be the answer, except for
beams, railings, etc. one more problem. The US Army Corps of Engineers
Wearing Surface: Solite Lightweight Concrete required that any bridge crossing the channel had to have
Traffic: Moderate 1982: 3,227 vehicles per day; a main span 180 feet long. This was completely unprece-
1.18 million vehicles per year dented for prestressed bridge construction in Florida.
Before this, the longest beam length ever used was 100 ft.
Mix and Design Information The engineers evolved a design which could utilize stan-
dard AASHTO-PCI prestressed I-sections, cast in any of
Density: 115 pcf
the several nearby prestressing yards, and which com-
Air Content: 6% bined with and unusual design expedient, made use of
Lightweight Aggregate Producer: lightweight concrete.
Solite Corporation At both ends, approaches are eight simple spans of 73
Coarse Aggregate Type: Solite 3/4 to No. 4 ft., using five Type III girders in each span, supported on
Fine Aggregate Type: Natural sand pedestal piers that are footed on concrete piles. At the
Compressive Strength: 4,000 psi - deck; center are three main spans: 100, 180 and 100-feet long.
5,000 psi - beams The two 100-ft spans are made up of 65-ft long anchor
girders that extend from the pier to a splice point, then 65-
ft. long anchor-cantilever girders that reach from the splice
Sebastian Inlet Bridge point across the channel piers and cantilever 30 ft. beyond.
The cantilevered arms from each side support 120-ft-long
Other Pertinent Date: Innovative “drop-in spans.” drop in girders that complete the required 180 ft. span over
This bridge was built in 1964 using a precast and pre- the main channel.
tensioned concrete girder system with spans of 100 ft., The cantilever concept directed the designers to light-
180 ft., and 100 ft. cast-in-place concrete deck. weight concrete because it was obviously highly desirable
Pertinent Construction Information: to keep the weight of the drop-in section to a minimum.
Fishermen Get Lucky Break at New Prestressed Bridge, The pre-cast-prestressed girders and the cast-in-place
by William E. Dean, Principal Engineer at Howard, deck slabs, curbs, and parapets for the drop-in portion are
Needles, Tammen & Bergendorf. Structural Lightweight Concrete. The 6-ft.-deep 120-ft.
Motorists and fishermen welcome the bridge across girders weighed only 51 tons each, while the 65-ft.-long
east coast Florida’s Sebastian Inlet because of the fish- anchor-cantilever girders of conventional concrete weighed
ing walkways aside the 1,548 foot-long bridge. Three 42 tons each. 28-day strengths of 5,000 psi and 4,000 psi
conditions were imposed on the designers by the were specified for the girders and deck, respectively.
Florida Road Department: 1. With the ocean only 200 These mixes provided strength that averaged 1000 psi
yards away, a structure unaffected by the corrosive more than specified.
action of salt air, and thus not requiring constant main- Compared to steel girder construction, the “first cost” of
tenance painting, was indicated. 2. The channel, in con- the new bridge was substantially less, and additional sav-
stant use by vessels, had to be kept open all during ings will accrue from reduced maintenance.
construction. 3. The swift currents of Sebastian Inlet (6 The Sebastian Inlet Bridge won the Prestressed Concrete
to 8 fps during tide cycles), with consequent navigation- Institute Special Award in 1964.
al hazards, precluded any construction of the channel Bridge Condition on Most Recent Inspection:
opening by falsework. Feb. 1993 – Excellent condition after 30 years of service.
Precast, prestressed concrete beams, requiring no
painting and capable of erection without support within
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13 BUILDING BRIDGES
and other Marine Structures
with Structural Lightweight Aggregate Concrete
ESCSI Information Sheet # 4700.4

Sandhornøya Bridge •Nordland County, Norway

Sandhornøya
Bridge

Bridge Type:
Balanced
cantilever,
box girder
Date of Construction
3/88 – 9/89
Location:
State Highway
No. RV 17, Norway
Owner: Department of Public Roads
Engineer: A. Aas Jacobsen, A.S.
Contractor: Eeg Henriksen, A.S.
LWC Used In: Deck and beams
Traffic: Heavy Trucks: 15%

Mix and Design Information


Density: 1950 kg/m3 (fresh)
Cement Content: 400 kg/m3
Air Content: 3 -4%
Lightweight Aggregate Producer:
Liapor
Coarse Aggregate Type: Liapor 8
Fine Aggregate Type: Sand 0-4
Minimum Compressive Strength:
Lightweight Concrete
55 MPa Cube Strength
Bridge Condition on Most Recent Inspection:
1992 - Excellent

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14 BUILDING BRIDGES
and other Marine Structures
with Structural Lightweight Aggregate Concrete
ESCSI Information Sheet # 4700.4

Raftsundet Bridge • Raftsundet Sound, Norway

Raftsundet Bridge

Date of Construction: 1998


Location: Raftsundet Sound, Norway,
300 Kilometers north of the
Arctic Circle
Owner: Norwegian Road Authorities,
Nordland
Engineer: Dr. Ing Aas-Jakobsen
Contractor: AS Anlegg
Architect: Boarch Arkitekter A/S
Main Span: 200 + 298 m
Side Spans: 86 = 125 m
Concrete Volume: LC60: 2,400 m3
C45: 1,600 m3; C65: 10,700 m3
Mix and Design Information
Density: 19.5 kN/m3
Cement Content: 430 kg/m3
Air Content: 3-6%
Lightweight Aggregate Producer:
Carolina Stalite Company
Coarse Aggregate Type: Stalite 4-16 mm
Fine Aggregate Type: Natural Sand
Compressive Strength: 60 Mpa Cube Strength
and a total length of 711 m, was the longest concrete
cantilevered span in the world when the cantilevers
Raftsundet Bridge were joined on June 24, 1998. The structure is
exposed to severe wind conditions, with a design
Pertinent Construction Information: gust wind speed of nearly 50 m/s. The surrounding
Continuous post-tensioned, cast-in-place, box alpine topography, with high mountains rising up to
section. Central 224 meters of the 298 meter 1000 m above sea level, creates fluctuation wind
main span is constructed of high performance forces of large magnitude against the bridge. The
structural lightweight concrete. main span is built of high-strength lightweight aggre-
gate (LWA) concrete LC60, the side spans and piers
Other Pertinent Data: in normal density (ND) concrete C65. The bridge is
Raftsundet bridge, with a main span of 228 m high and provides a ship channel of 45 x 180 m.

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15 BUILDING BRIDGES
and other Marine Structures
with Structural Lightweight Aggregate Concrete
ESCSI Information Sheet # 4700.4

Braddock Gated Dam • Pennsylvania, USA

Braddock Gated Dam

Date of Construction:
Scheduled for Completion:
November 2003
Location: Monongahela River, Braddock, PA
Owner: U.S. Army Corps of Engineers
Engineer: Ben C. Gerwick
Contractor: J.A. Jones, Traylor Bros. (above) Floatable section to be placed on pier foundation
(Joint venture)
Architect: Bergman Associates
LWC Used In: Pre-cast interior dam supports
and floor sections
Mix and Design Information
Specified Compressive
Strength @ 28 days: 5,000 psi
Specified Maximum Saturated
Cast-in-place SLC interior supports and floor sections
Density @ 28 days: 125 lb/ft3
Air Content: 6%
Super plasticizer (Bottom Slab Only):
48 oz/yd3
Specifications:
Weir Bay Sections: 110 ft. x 103 ft.
Dam Section One: 333 ft. x 103 ft.
Dam Section Two: 265 ft. x 103 ft.
Floatable section under construction (Feb. 2001)
Lightweight Aggregate Producer:
Hydraulic Press Brick Company
Coarse Aggregate Type: Haydite 3/4”- No. 4
Fine Aggregate Type: Tri-State Dredge 16
Compressive Strength: 5,886 psi

Braddock Gated Dam


Other Pertinent Data:
Structural lightweight construction was begun in
Floatable section (bottom left) passing Pittsburg, PA
March 2000. Precast and cast-in-place elements
were used to construct dam sections in dry-dock 30
miles down river from the dam site. 1,500 yd3 of only 11 feet. Additional precast and cast-in-pace
structural lightweight Concrete (SLC) was in the pre- construction was done to accommodate lock gates,
cast interior dam support walls, and 2,600 yd3 in the control facilities and a pedestrian bridge.
floor sections. Sections were floated up river and The project is the first ever “in-the-wet” dam con-
set in place on a pier foundation system. Because struction and is scheduled for completion in
lightweight concrete was used, the actual draft was November of 2003.
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16 BUILDING BRIDGES
and other Marine Structures
with Structural Lightweight Aggregate Concrete

Neuse River Bridge • North Carolina, USA

Neuse River Bridge

Location: New Bern, North Carolina


over the Neuse River
Owner: NC DOT
Engineer: Ralph Whitehead Engineers
Contractor: Traylor Brothers
LWC use in: Interchanges and navigable
portion, deck width variable;
widest - 85 feet
Wearing Surface:
Grooved lightweight concrete
Traffic: Heavy Trucks: 15%

Mix and Design Information


Density: 115 lbs/ft3
Cement Content: Approx. 570 Neuse River Bridge
cement and 170 fly ash
Air Content: 6% Other Pertinent Data:
Lightweight Aggregate Producer:
Conventional design using SLC decks on normal
Carolina STALITE Company
weight AASHTO beams. Elevated interchanges were
Coarse Aggregate Type: STALITE 3/4 - #4 required because of sensitive wetlands (north) and
Fine Aggregate Type: Natural sand historic district (south).
Compressive Strength: 4,500 psi

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17 BUILDING BRIDGES
and other Marine Structures
with Structural Lightweight Aggregate Concrete

Napa River Bridge • California, USA

Napa River Bridge

Date of Construction: 1977


Location: Highway 29, Napa, California
over the Napa River
Owner: State of California
Engineer: Caltrans
LWC use in: Decks

Napa River Bridge


Other Pertinent Data:

The Napa River Bridge was part of a pro-


ject to shift traffic from a conventional high-
way, which went through the heart of
downtown Napa, to a new freeway outside
the densely developed downtown and
associated residential areas. Napa, locat-
ed northeast of San Francisco, has a mild
climate. The Napa River drains into the ing from 250 feet in length over the main channel, to 120
San Francisco Bay and is subject to tidal feet to the west. The bridge, which has a constant
influences at the bridge site. superstructure width of 68 feet, is haunched with a mini-
The Napa River Bridge is a segmental mum structure depth of 7 feet 9 inches at the center of
prestressed bridge and was constructed the span, to a maximum structure depth of 12 feet at the
using lightweight concrete. The bridge piers. The bridge piers, supported on piles, are voided 8’
extends from a high approach fill to the x 25’ columns with beveled edges and soft flares at the
east, across the Napa River, and down to top.
a lesser approach fill to the west. The
bridge is 2,230 feet long with spans vary-

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18 BUILDING BRIDGES
and other Marine Structures
with Structural Lightweight Aggregate Concrete

Wabash River Bridge • Indiana, USA

Wabash River Bridge

Date of Construction: 1994


Location: 231 Bypass at
Lafayette, Indiana
over the Wabash River
Owner: State of Indiana
Engineer: Janssen and Spaans
Engineering
Contractor: Rieth-Riley
Construction Company
LWC use in: Medium weight bulb tees
Mix and Design Information
Density: 125 pcf
Cement Content: 752 lbs. Type III
Air Content: 6%
Lightweight Aggregate Producer:
Hydraulic Press Brick Company
Coarse Aggregate Type: 3/8 x # 8
Fine Aggregate Type: None
Compressive Strength: 4,500 - 5,500 psi

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19 BUILDING BRIDGES
and other Marine Structures
with Structural Lightweight Aggregate Concrete

American River Bridge • California, USA

American
River
Bridge

Date of
Construction:
1999
Location:
City of Folsom, California, American River Bridge
over Lake Natoma
Owner: City of Folsom Pertinent Construction Information:
Engineer: HDR Engineering This bridge crosses lake Natoma and Negro Bar
Contractor: C.C. Meyers, Inc. State Park, and connects Folsom Blvd. to the
south with Folsom-Auburn Road to the north. The
LWC use in: Two concrete box frames
690-meter-long structure consists of two structural
lightweight concrete box frames supported by
Mix and Design Information seismic isolation bearings. The substructure con-
Density: 125 pcf sists of deep, large diameter drilled shafts. The
Cement Content: 752 lbs. Type III lake crossing consists of three 100-meter spans
Air Content: 6% with 55-meter back spans of dual single cell, pre-
Lightweight Aggregate Producer: stressed concrete, haunched box girders with a
continuous 33.6-meter wide deck. Drilled shafts
TXI - Pacific Custom
are 2.5 meters in diameter, with maximum trip
about 27 meters below the lake surface. Precast,
post-tensioned lightweight concrete decorative
arches are below each cell of the main spans.
Arch thrusts are supported by four inclined shafts,
installed coincident with with the arch thrust line at
each end of the two series of three arches. The
park crossing consists of five 58-meter maximum
spans of multi-cell, prestressed concrete, constant
depth box girders, with a deck varying in width
from 33.6 meters to 41.2 meters. Drilled shafts
are 2.0 meters in diameter, and have a maximum
tip about 10 meters below ground. The structure
will carry four lanes of traffic, shoulders, side-
walks, and a median with sufficient width for future
LRT/HOV lanes.

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20 BUILDING BRIDGES
and other Marine Structures
with Structural Lightweight Aggregate Concrete

Brooklyn Bridge • New York USA

Brooklyn Bridge

Opened to Traffic: 1883


Location: New York, NY
over the East River
Owner: City of New York
Engineer: Weidlinger Associates
Contractor: Yonkers Contracting
Company
LWC use in: Emergency
Deck Replacement/metal
grid with LWA concrete fill
(1999)
Wearing surface: Asphalt

Mix and Design Information


Brooklyn Bridge
Density: 118 pcf
Cement Content: 6,000 cubic yards Pertinent Construction Information:
Air Content: 5%
Lightweight Aggregate Producer: Structural lightweight concrete allowed for re-
Northeast Solite Corporation decking and restoration of the Brooklyn Bridge,
thus complementing and preserving its Historic
Coarse Aggregate Type: 3/8”- # 8
Landmark designation. The expanded Esopus
Fine Aggregate Type: Natural sand
shale lightweight aggregate used on the project
Compressive Strength: 3,500 psi was processed in kilns owned and operated by
Northeast Solite Corporation in Saugerties, Ulster
County, New York. Coincidentally, the Brooklyn
Bridge Brand natural cement used in the building
of the uprights of the original bridge in 1886 came
from Rosendale, NY, just twenty miles south of
the Northeast Solite quarry.

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21 BUILDING BRIDGES
and other Marine Structures
with Structural Lightweight Aggregate Concrete

8th Street Bridge • Wisconsin, USA

8th Street
Bridge

Date of Completion:
September1995
Location: Sheboygan,
Wisconsin
Owner: State of Wisconsin/
City of Sheboygan, WI
Engineer: Teng & Associates,Inc.
Chicago, Ill.
Contractor: Lunda Construction
Company, Black River
Falls, Wisconsin
LWC use on: Deck
Bascule Span: 81 feet
Bridge Width: 75 feet
Lightweight Aggregate
Producer:
Wisconsin Electric Power
Company – Minergy LWA
8th Street Bridge
Mix & Design Information:
Density: Fresh density less Description:
than 120 lbs/cf First bascule bridge in the world constructed with
Equilibrium density less a reinforced concrete deck. This single-leaf,
than 115 lbs/cf unbalanced bascule bridge consists of a 6” light-
weight concrete deck carried by a pair of longitu-
Cement Content: 650 lbs/cf
dinal steel girders interconnected at the pivot
plus 55 lbs/cf silica fume end by circular cross girders. The bridge is built
Air Content: 8% without a counterweight and relies on hydraulic
Coarse Aggregate: power to lift and lower it.
Minergy LWA 1/2” x #4
Fine Aggregate: Natural sand
Admixture: High Range Water Reducer
(superplasticizer)
Physical Properties: Minimum 3000 psi
at 7 days; 4000 psi at 28 days
Rapid Chloride Ion Permeability
Test: less than 1000 coulombs
w/cm < 0.40

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22 BUILDING BRIDGES
and other Marine Structures
with Structural Lightweight Aggregate Concrete

Tarsuit Caisson Retained Island • Canada

Tarsuit Caisson Retained Island

Date of Construction: 1981


Location: Tarsuit area of the Beaufort Sea,
Canada
Owner: Dome Petroleum Limited of Calgary
Engineer: Swan Wooster Engineering
Company, Ltd.
Contractor: Dillingham Corp., North
Vancouver Marine Division
LWC use in: 4 prestressed concrete caissons
Lightweight Aggregate Producer:
Herculite, Calgary, Canada
Compressive Strength: 5,797 psi

Tarsuit Caisson Retained Island Other Pertinent Data:


Four huge concrete caissons, each 2/3 the length of
Pertinent Construction Information: a football field, were towed from Vancouver Harbor
The first consideration was the enormity of the approximately 5,500 km (3,418) miles by 8,000 horse-
finished concrete caissons. Each caisson mea- power tugboats to a desolate location in the Beaufort
sures 11.5 m (37.7 ft) high, 15 m (49.2 ft) wide Sea. In September, these four caissons became the
and 69 m (227.4 ft.) long. Each weighs 5,300 perimeter of a very ingenious man-made arctic island.
tonnes (5,843 tons), and each has 17 cells to hold The reason for the island? Fuel. Dome Petroleum
the fill material. Their size makes them some of Limited of Calgary will use this island for year-round oil
the largest floating concrete structures ever con- and gas exploration. (the type of man-made “islands”
structed on the west coast. currently used for drilling operations are formed from
A total of 8,800 m3 (11,509 cu.yds.) of semi- dredge material. They are not only very susceptible to
lightweight concrete was used in 80 placements – erosion, but also serve a one-time use. This concrete
the first made on February 4 and the last on June island is designed to be “de-dredged” of its cell-fill
17. The large size of the caissons required a spe- material and floated away to another location for reuse.
cial lightweight aggregate. Herculite (weighing
60% of normal aggregate) was imported by truck-
load from Calgary, Canada.

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23 BUILDING BRIDGES
and other Marine Structures
with Structural Lightweight Aggregate Concrete

Hibernia Offshore Platform • Newfoundland , Canada

Hibernia Offshore
Platform

Date of Construction: 1996


Location: Hibernia Oil Field, approximately
200 miles (315 Km) east-southeast of
St. John’s, Newfoundland, Canada
Owner: Hibernia Management & Development
Company, Ltd.
Engineer: Doris Engineering, Paris, France
Construction Managers: Joint venture:
Kiewet and Norweigian Contractors
LWC use in: Gravity base structure

Mix and Design Information LWA. As a


Average Density @ 28 days: result, a high
134 lb/cu.ft. (2,150 kg/cu m) performance,
lighter weight
Cement Content: 450 kg/m3
concrete was
Air Content: 2.1%
achieved, with a
Lightweight Aggregate Producer: density reduc-
Carolina STALITE Company tion of about
Coarse Aggregate Type: STALITE 1/2” - #4 + 10%, and with
normalweight aggregate mechanical
Fine Aggregate Type: Natural sand properties com-
Compressive Strength: 11,588 psi (79.9 MPa) parable to its
original normal
density counter-
part. Tests on compressive and tensile
Hibernia Offshore Platform
strength, modulus of elasticity, Poisson’s
Other Pertinent Data: The Hibernia Project repre- ration, stress/strain behavior, permeability,
sents the largest single use of high strength light- and freeze/thaw resistance proved that the
weight concrete in North America. An 11,600 psi unique toughness of the Stalite LWA was a
(80 MPa) cylinder strength concrete was produced significant factor in achieving the high strength
by replacing approximately 50% by volume of nor- and durability specified in the design.
mal weight aggregate with high quality Stalite

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24 BUILDING BRIDGES
and other Marine Structures
with Structural Lightweight Aggregate Concrete

CIDS Island Drilling System • Beaufort Sea, Canada

CIDS Island
Drilling System

Date of Construction:
1984
Location: Beaufort Sea,
Canada
LWA Used In:Slabs and
Connecting Walls
Compressive Strength:
6,500 psi (45 MPa)
Mix and Design
Information
Density: 1750 pcf
Cement Content:
Slabs: 557 kg/m3 + 61 kg/m3 fly ash CIDS Island Drilling System
Icewalls: 460 kg/m3 + 46 kg/m3
silica fume Other Pertinent Data:
Air Content: 6-8% In 1984 with the use of High Strength Low Density
Lightweight Aggregate Producer: Mesalite Concrete the concrete drilling system was built in
Coarse Aggregate Type: Mesalite Japan and also towed to the Beaufort Sea. In addition
to reducing draft during construction and towing, use
Fine Aggregate Type: Natural Sand
of HSLDC in offshore gravity-based structures can be
Compressive Strength: 6,500 psi (45 MPa)
justified by the improved floating stability as well as
the opportunity to carry more topside loads, A large
part of the intermediate level of this structure was con-
structed with HSLDC.

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25 BUILDING BRIDGES
and other Marine Structures
with Structural Lightweight Aggregate Concrete

Heidrun Floating Concrete Offshore Platform


North Sea, Norway

Heidurn
Floating
Concrete
Offshore
Platform

Date of Construction: March 1993 to


June 1995
Location: Heidrun Oil Fields, North Sea,
Norway
Owner: Conoco Norway, Inc.
Engineer: Norwegian Contractors
Contractor: Norwegian Contractors

Mix and Design Information


Fresh Density: 1885 kg/m3 (118 pcf)
Cement Content: 420 kg/m3
+ 20 kg/m3 silica fume
Air Content: 3-5%
Lightweight Aggregate Producer:
Liapor GmnH & Co., KG Heidrun Floating Concrete
Coarse Aggregate Type: Liapor 8, 8-16 mm Offshore Platform
Fine Aggregate Type: Liapor 8,4-8 mm
Compressive Strength: >60 MPa (8700 psi) Other Pertinent Data:
Heidrun TLP (Tension Leg Platform) is a floating
cube strength
platform installed at the Heidrun field at 345 m
water depth. It is not only the largest floating con-
crete structure, but also the structure carrying the
largest deck load ever. The concrete work took
more than a year and a half, March 1993 to the end
of 1994. A total of 65,700 m3 of lightweight aggre-
gate concrete was poured during the construction
period. Norwegian Contractors a.s. designed and
built both the TLP and the MSB (Module Support
Beams), for the client, Conoco Norway, Inc.

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26 BUILDING BRIDGES
and other Marine Structures
with Structural Lightweight Aggregate Concrete

Powell River Ships • British Columbia, Canada

Powell River Ships


Date of Construction:
Five reinforced lightweight concrete
ships built between 1920 and 1945
Location: Georgia Straits at Pacific Paper’s
Powell River pulp and paper plant,
British Columbia

Core samples reveal lightweight


aggregate concrete has held up
very well in extremely harsh
Powell River Ships marine conditions.

Pertinent Data:
Ten concrete ships are currently being used as a floating breakwater around the log pond at the
Pacific Paper Powell River Plant in British Columbia, Canada. After approximately 55 to 80 years of
marine exposure, these ships are showing varying degrees of deterioration. The ships were con-
structed with a double mat of reinforcing steel and expanded lightweight shale aggregate concrete.
Two separate inspections were conducted over the last seven years to evaluate the conditions of the
hulls, decks, and other components of five of the ships. Cores taken from various portions of the
ships with different exposure conditions were subjected to laboratory analysis and testing, including
testing for compressive strength and petrographic examination. Results of these tests indicate that
the lightweight aggregate concrete that the ships are constructed of has performed well, considering
the harsh marine environment to which they are exposed.
All the ships exhibited evidence of spalling induced by the corrosion of embedded steel reinforce-
ment. However, the extent and severity of spalling varies between ships and was influenced by the
depth of concrete covered over the reinforcement, the development of structurally-related cracking in
the ships’ hulls and decks, and the penetration of air, moisture, and salts to the level of the reinforcing
steel. Lightweight aggregate concrete in parts of the ships not exhibiting delaminations are in general-
ly good condition and the cement matrix exhibits a tight microstructure and apparent low permeability
to seawater. The manufactured lightweight aggregate used in the concrete is essentially unchanged
proving that it is durable in a harsh marine environment. Compressive strength of the concrete meets
or exceeds the designed minimum compressive strength of 35 MPa (5,000 psi). Overall, the light-
weight aggregate concrete is of excellent quality and has performed well for over 50 years.

Text taken from the ACI publication, SP 189-7, “Evaluation of Lightweight Concrete Performance in 55
to 80 Year Old Ship,” by R.D. Sturm, N. McAshkill, R.G. Burg, and D.R. Morgan.

For additional information about Expanded Shale, Clay and Slate Aggregate – 801-272-7070 / www.escsi.org

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