DOCSLIB.ORG

Causes & Cures for Cracking of Concrete Barriers

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Causes & Cures for Cracking of Concrete Barriers MDOT RC-1448 CSD-2003-01 CAUSES & CURES FOR CRACKING OF CONCRETE BARRIERS August 2004 Center for Structural Durability A Michigan DOT Center of Excellence This report presents the results of research conducted by the authors and does not necessarily reflect the views of the Michigan Department of Transportation. This report does not constitute a standard or specification. Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. MDOT Project Manager Research Report RC-1448 John F. Staton, P.E. 4. Title and Subtitle 5. Report Date Causes and cures for cracking of concrete barriers August 2004 7. Author(s) 6. Performing Organization Code Dr. Haluk Aktan, Ph.D, P.E. and Mr. Upul Attanayaka WSU 9. Performing Organization Name and Address 8. Performing Org Report No. Department of Civil & Environmental Engineering College of Engineering Wayne State University CSD-2003-01 5050 Anthony Wayne Drive Detroit, MI 48202 12. Sponsoring Agency Name and Address 10. Work Unit No. (TRAIS) Michigan Department of Transportation Construction and Technology Division 11. Contract Number: P.O. Box 30049 Lansing, MI 48909 2002-0341 11(a). Authorization Number: 15. Supplementary Notes 13. Type of Report & Period Covered Final 03/2002 – 08/2003 14. Sponsoring Agency Code 16. Abstract The research objective was to investigate the causes of premature deterioration of concrete bridge barriers with the goal of developing strategies for corrective actions. The synthesis of all the data collected in various tasks revealed that barrier deterioration starts with early formation of vertical cracking as a result of the tensile stress due to early-age thermal load. Volume change of concrete due to temperature and shrinkage occurs simultaneously. An increase in drying shrinkage arising from delays in curing also affects the barrier cracking. Additionally, drying shrinkage, beyond the very early ages, increases the width of cracks that have formed due to thermal loads. Penetration of moisture and other corrosive agents through the cracks causes reinforcing steel corrosion leading to horizontal cracking and finally the delamination and spall. Insufficient consolidation of concrete often observed in slipformed barriers accelerated the deterioration. Concrete parameters controlling the thermal load are the cement type, content, and fineness, ambient temperature at the time of concrete placement, and the time of inception of curing. From field inspection data and the finite element results it was found that the minimum possible full-length vertical crack spacing is equal to barrier height. One of the most important recommendations drawn from this study is the implementation of crack arrestors at about 3- feet intervals. The crack arrestors, some with cracks formed at full length, should be sealed with durable silicone-based flexible material during first scheduled maintenance cycle. Additional recommendations include the substitution of cement with mineral admixtures and the development of detailed specifications for barrier construction. 17. Key Words 18. Distribution Statement Bridge barrier, premature-deterioration, concrete, thermal No restrictions. This document is available to the public load, shrinkage, transverse cracking through the Michigan Department of Transportation. 19. Security Classification (report) 20. Security Classification (Page) 21. No of Pages 22. Price Unclassified Unclassified CAUSES AND CURES FOR CRACKING OF CONCRETE BARRIERS Submitted to the RESEARCH ADVISORY PANEL Submitted by the CENTER FOR STRUCTURAL DURABILITY A Michigan DOT Center of Excellence Department of Civil & Environmental Engineering 5050 Anthony Wayne Drive Detroit, MI 48202 Dr. Haluk Aktan, Ph.D, P.E Mr. Upul Attanayaka Professor Graduate Research Assistant Tel: 313-577-3825 Tel: 313-577-9293 Fax: 313-577-9850 Fax: 313-577-9850 E-mail: [email protected] E-mail: [email protected] August 2004 EXECUTIVE SUMMARY This research need was established in a report by J.F. Staton and J. Knauff (1999), titled, “Evaluation of Michigan’s Concrete Barriers”. The report described that many of the current generation barriers used by the Michigan Department of Transportation (MDOT) are deteriorating at a rate greater than expected. This study was designed in order to further evaluate the observations described in the above report and to develop a comprehensive understanding of the barrier life span, from construction to repair or replacement. The objectives of this project were to investigate the causes of concrete bridge barrier deterioration with the goal of developing strategies for corrective action. The strategies were developed by examining and determining the distress states and mechanisms. Material selection, mixture design, and/or modifications to construction procedures are proposed to reduce premature deterioration. The project was designed in eight tasks including literature review, a nation wide survey of State Highway Agencies (SHAs), inspection of existing barriers, monitoring barrier construction, laboratory testing, and data synthesis. The primary goal of the project was to develop recommendations in order to minimize or eliminate barrier cracking. As a first step, a preliminary inspection of existing barriers was performed and observed distresses were documented. Observed distresses and their causes were examined in the literature review. The causes of distress are classified as design related, material related, and construction practice related. In any case, most of the distress types can be eliminated with good construction practices. Most distresses are observed at early ages and initiate from unmitigated volume change of concrete at very early ages. Improper construction practices that initiate the progression of distress are early removal of forms in form-cast barriers, insufficient consolidation, and lack of wet curing. The survey responses of State Highway Agencies provided information on their experiences with regard to the early-age cracking problem with barriers and, materials and construction practices used for concrete barriers (especially New Jersey type). CENTER FOR STRUCTURAL DURABILITY – Causes & Cures for Cracking of Concrete Barriers i All the survey respondents indicated that premature distress is observed on concrete bridge barriers. Those observed distresses are of the same types observed in Michigan. Though all the respondents identified premature distress, only Illinois, New Mexico, Vermont, and Virginia acknowledged that they have experienced an overall durability problem with the bridge barriers. Nationally, both form-cast and slipformed barriers are commonly used. Precast New Jersey type barriers are also used in States of Florida, Maryland, New Hampshire, New York, Texas, Vermont, and Virginia. Sprayed curing compound on the slipformed barrier surfaces is the most often cited method of curing. States of Illinois, Minnesota, New Hampshire, New Mexico, New York, and Washington use a different concrete mix design for the barriers than for the deck. All the respondents specified the use of ground granulated blast-furnace slag (GGBS) and flyash (FA) in the mix design for the goal of reduction of the concrete permeability. States of Massachusetts, New York, and Virginia also use silica fume (SF) along with GGBS and FA. Except in States of Alabama, Idaho, Nevada, North Dakota, Virginia, and Washington the most prevailing method of surface finishing is the rubbed method. Most of the respondents emphasized changing the mix design and curing procedure for improved durability of New Jersey type barriers. During field inspections, the condition of barriers of a total of 21 bridges consisting of 155 barrier segments with a total length of 3,729 ft. were documented. According to the inspection data, the vertical (or transverse) cracking is the leading cause of most of other distress types. The number of vertical cracks is important in establishing the deterioration rate. Horizontal cracks can be classified as either local or continuous. The local cracks are often on the barrier vertical face. Continuous horizontal cracks are also mostly observed on the vertical face, about the level of top longitudinal reinforcement. In barriers with horizontal cracking, significant section loss is often observed around the barrier top portion. The construction of four bridge superstructure replacement projects with New Jersey type barriers was monitored. In two of the projects, the barriers were slipformed. In the other two projects, barriers were form-cast using metal forms on the traffic bearing side and wood forms on the fascia. CENTER FOR STRUCTURAL DURABILITY – Causes & Cures for Cracking of Concrete Barriers ii In the slipformed barriers, concrete was not sufficiently consolidated. Though it is difficult to conclusively evaluate the barrier interior without taking well distributed core samples, while the joints were being cut, honeycombing and large cavities were observed. The curing compound was sprayed using the MDOT recommended procedure. However, the spray was not uniform over the barrier surface as specified in the MDOT Standard Specifications for Construction. Two days after placement, inspection revealed map cracking on most of the portion of the barrier surface as well as few full-length vertical cracking. In form-cast barriers, the top surface of the concrete is not covered or protected from direct atmospheric exposure. Forms were removed approximately 18 hours following construction (this is in compliance with the specification requirements).
Load more

Recommended publications
  • BID DOCUMENTS,’ the Name and Address of the Bidder, the Date and Time of Opening, and the Title of the Project for Which the Bid Is Submitted
    TOWN OF ACTON INVITATION TO BID FOR THE REHABILITATION OF FIVE (5) TOWN OWNED BRIDGES A-02-008 River Street at Fort Pond Brook A-02-009 Brook Street at Nashoba Brook A-02-020 River Street at Fort Pond Brook A-02-021 River Street at Fort Pond Brook A-02-023 Martin Street at Fort Pond Brook CONTRACT NO. 9/3/2009-908 TOWN OF ACTON STEVEN L. LEDOUX TOWN MANAGER TABLE OF CONTENTS BIDDING DOCUMENTS, CONTRACT FORMS, AND GENERAL CONDITIONS CHECKLIST FOR BIDDERS [This Checklist is provided for Bidders' convenience only. Bidders are urged to read the Contract Documents carefully and use this form as an aid in the preparation of their bids.] CHECK ITEMS BIDDERS ARE REMINDED THAT IT IS THEIR RESPONSIBILITY TO 1. ____ The Bid is submitted on the Bid Form provided by the Authority. 2. ____ The name of the Bidder has been provided on the Bid Form. 3. ____ All Addenda have been acknowledged on the Bid Form. 4. ____ The Proposed Contract Sum has been set forth in both words and figures. 5. ____ The Bid Proposal, if any, has been completed. All multiplication and addition have been checked for accuracy. 6. ____ The Bid Form is signed by an authorized representative of the Bidder. 7. ____ Company information has been provided (following the signature section on the Bid Form). 8. ____ A Bid Deposit in the amount of a minimum of 5% of the Proposed Contract Price has been provided in the form of a certified check, cashier’s check, or treasurer’s check made payable to the Town of Acton, or in the form of a bid bond, signed and sealed by both the Bidder and Surety, with the Surety’s current Power of Attorney attached.
    [Show full text]
  • Pamela May, Performance Management Engineer DATE
    MEMORANDUM TO: Jason Hastings, Bridge Design Engineer FROM: Pamela May, Performance Management Engineer DATE: May 11, 2017 SUBJECT: Value Engineering Final Report for I-95 Wilmington Corridor Rehabilitation, Contract No. T201407404, EBHN – N748(01) Attached please find the final analysis report for the above referenced project. The Implementation Committee included the following: • Rob McCleary, Director, Transportation Solutions and Chief Engineer • Lanie Thornton, Director, Finance • Mark Alexander, Director, Maintenance & Operations • CR McLeod, Director, Community Relations • John Sisson, Chief Executive Officer, DTC The Implementation Committee reviewed the recommendations of the Value Engineering Committee and the Project Team and has endorsed several cost and or time savings ideas be pursued for the project (entire list of recommendations included at end of report): • Retrofitting instead of replacing the fascia girders on Brandywine River Bridge ($8.7M) • Partial bearing replacements on Brandywine River Bridge ($600k) • Removing bridge painting within Viaduct to future project ($19M) • Utilizing deck overhang method under parapets ($1.7M) • Not widening Jackson St. ramp – no Amtrak costs ($11M) • Use Test Level 4 barrier instead of Test Level 5 ($14.9M) (Includes indirect cost savings of $13.8M by maintaining some existing barrier) Total approximate cost savings: $55.9M It was a pleasure to work with you and your team on this endeavor. The ideas of the Value Engineering Team, Project Team, and Implementation Committee have yielded
    [Show full text]
  • Line Rd. Reconstruction Kamm Rd. to Aaron Dr
    CONTRACT DOCUMENTS FOR: CITY OF LYNDEN, WASHINGTON LINE RD. RECONSTRUCTION KAMM RD. TO AARON DR. CITY OF LYNDEN PROJECT NO. 2011-10 Consisting of: Bid Documents Contract Forms Specifications & Conditions Drawings Provided for: Engineer: City of Lynden Reichhardt & Ebe Engineering, Inc. Steve Banham, P.E. Public Works Director 423 Front St. 300 4th Street Lynden, WA 98264 Lynden, WA 98264 Phone: (360) 354-3687 Phone: (360) 354-3446 TABLE OF CONTENTS INVITATION FOR BID .............................................................................................................. 4 BID PROPOSAL PACKAGE ...................................................................................................... 6 BID PROPOSAL ........................................................................................................................ 7 BIDDER IDENTIFICATION ................................................................................................... 13 NON-COLLUSION DECLARATION ..................................................................................... 14 BID PROPOSAL SIGNATURE AND ADDENDUM ACKNOWLEDGMENT ..................... 15 BID BOND ............................................................................................................................... 16 SPECIFICATIONS AND CONDITIONS ................................................................................ 17 AMENDMENTS TO THE STANDARD SPECIFICATIONS ................................................ 18 INTRODUCTION TO THE SPECIAL PROVISIONS .........................................................
    [Show full text]
  • University of Cincinnati
    UNIVERSITY OF CINCINNATI Date: 9-Apr-2010 I, Kelley I. Romoser , hereby submit this original work as part of the requirements for the degree of: Master of Architecture in Architecture (Master of) It is entitled: Borrowed From the Earth: Midwest Rammed Earth Architecture Student Signature: Kelley I. Romoser This work and its defense approved by: Committee Chair: George Bible, MCiv.Eng George Bible, MCiv.Eng Rebecca Williamson, PhD Rebecca Williamson, PhD 5/26/2010 489 Borrowed From the Earth: Semiology of Midwest Rammed Earth Architecture A thesis submitted to the Graduate School of the University of Cincinnati in partial fulfillment of the requirements for the degree of Master of Architecture In the School of Architecture of the Department of Design, Architecture, Art, and Planning by Kelley I. Romoser B.S. Ohio University June 2004 Committee Chairs: Thomas Bible, MCiv. Eng Rebecca Williamson, PhD Abstract This thesis explores the material rammed earth and its potential for application in the Midwest, specifically in Southern Ohio. Examining the specifics of rammed earth construction in this context will generate conclusions that have a broader application. Rammed earth construction has been used for hundreds of years in various locales for its many advantages including low material cost, low-energy processing, recyclability, indoor environmental quality, and uniquely beautiful aesthetic. The technique produces massive walls that can help mitigate temperature fluctuation, moderate indoor humidity levels, and dampen sound. Despite these advantages, there are numerous difficulties encountered in contemporary rammed earth construction, particularly in the United States. Rammed earth is highly susceptible to moisture and accepted codes and standards of practice in the U.S.
    [Show full text]
  • B a R R I E R W a L
    CHAPTER FIVE B A R R I E R W A L L S CONTENTS BARRIER WALLS ..................................................................................................................................... 5-2 WHAT TO CHECK BEFORE CONCRETE PLACEMENT ......................................................................... 5-3 WHAT TO CHECK DURING CONCRETE PLACEMENT .......................................................................... 5-5 WHAT TO CHECK AFTER CONCRETE PLACEMENT ............................................................................ 5-5 QUIZ ........................................................................................................................................................... 5-6 ANSWERS TO QUESTIONS ..................................................................................................................... 5-7 5-1 BARRIER WALLS Barrier walls are constructed after the deck is placed and, along with the deck, are the most visible elements of the bridge to motorists. Because of this, the surface finish and alignment of the walls are very important. There is usually no maximum time limit on the age of the deck before barrier walls are placed. However, there may be a minimum time or strength limit on the age of the deck. You will find these limits in the Standard Specifications or Special Provisions as well as detailed information about barrier walls in Specification 521. Be sure that no work is begun prior to the minimum allowable specified time shown in the specification or contract documents. There are two barrier wall forming methods: stationary forming and slip forming. For the stationary forming method, metal or wooden forms that are the shape of the vertical barrier wall surfaces are firmly set in place on top of the deck. Concrete is placed in the forms and cured and then the forms are removed and reused for the next section of wall. For the slip forming method, a machine guided by a string line, slowly moves along the deck while it covers the barrier wall rebars with a steel form in the shape of the barrier.
    [Show full text]
  • History of the Slip Form Paver – Developed in Iowa
    Todd Hanson, Concrete History of the Slip Form Paver – Materials Engineer Iowa Department of Developed in Iowa Transportation Credits • L.M. Clauson (Chief Engineer 1960-66), Slip-Form Paving As Developed and Pioneered in Iowa, Presentation at Annual Highway Conference Maine Section ASCE, Bangor, ME, November 3, 1961 • Gordon Ray & Harold Halm, Fifteen Years of Slip-Form Paving, Journal of American Concrete Institute No. 62-8, February 1965 • Olubayo Olateju, Techniques in Slipform Paving and Continuously Reinforced Concrete Pavement Construction, JHRP Purdue University and Indiana State Highway Commission, March 1971 Introduction • Early Roads in the US • First Prototypes • Johnson paver • Improvements to Slip Form • First Commercial Paver • Advantages • Slip Form Changes Pavement Construction • Other Manufacturers Early Roads • After WWI, War Department noted importance of highways for national defense • Army transcontinental convoy in 1919 • War Department teamed up with the Lincoln Highway Association • 81 vehicles - 62 day trip from Washington DC to San Francisco • Lt. Col. Eisenhower on the trip • Registered vehicles – 6,679,133 cars and 897,755 trucks Army Convoy in Tama, Iowa 1919 Early Roads • Found many poor roads • Dusty when dry, muddy in the rain • Stuck in mud in Nebraska and sand in Nevada • Destroyed 14 bridges in one day in Pennsylvania • Not adequate for large scale travel and needed to be paved • Led push to pave Lincoln Highway Interstate Highway System • During WWII, Eisenhower drove the German Autobahns and saw the benefit of travelling with ease and speed • Post WWII, President Eisenhower knew an interconnected highway system would facilitate routine travel and provide an efficient escape route in the event of an attack.
    [Show full text]
  • Providence Viaduct I-95 Southbound Bridge 578 Replacement
    NuclearHighways Decommissioning & Bridges Providence Viaduct I-95 Southbound Bridge 578 Replacement PROJECT The Rhode Island Department of Transportation Providence Providence Viaduct I-95 Viaduct Southbound Bridge 578 Replacement Project involved Southbound Bridge 578 the construction of a new 1,290 foot four lane bridge to carry Replacement RT 95 Southbound through downtown Providence, RI. The Project also required removal and replacement of adjacent MARKETS Bridge Ramp Structures 577 and 579 as well as widening Highways & Bridges sections of Bridge 578 and 579. Due to very tight logistical Alternative Project Delivery constraints, the project required seven separate phases of Civil & Utility traffic control and all work was required to be planned and Concrete scheduled in a very coordinated and detailed manner. The work CONTRACT TYPE included extensive earth excavation and temporary support Prime Contractor of excavation, pile driving, concrete substructure, bridge superstructure, temporary bridge, bridge demolition, cast in PROJECT OWNER place concrete retaining walls, precast concrete retaining walls, The Rhode Island storm drainage, roadway reconstruction, highway approach, Department of highway signage, and highway lighting work. Transportation Manafort developed and executed a number of value LOCATION engineering approaches to complete the project including Providence, RI concrete slip forming of bridge parapets, the first ever application on a Rhode Island Department of Transportation Project. Accelerated Construction Methods
    [Show full text]
  • Section 601 Concrete
    SECTION 601 ⎯ CONCRETE 601.01 DESCRIPTION. Use concrete consisting of a mixture of cement, fine aggregate, coarse aggregate, and water, with admixtures as specified, combined in the proportions and mixed to the consistency specified, when forming or casting to dimensions specified in the Plans or as the Engineer directs. Provide the materials, material proportions, equipment, and construction methods necessary to ensure that the concrete produced conforms to the Contract. Structural concrete is concrete for structures such as bridges, culverts, and retaining walls. Non-structural concrete is concrete for non- structural items such as sidewalks, entrances, curb and gutter, and roadway median barrier. 601.02 MATERIALS AND EQUIPMENT. 601.02.01 Steel Reinforcement. Conform to Section 811. 601.02.02 Cement. Conform to Section 801. Use Type I cement. The Department will allow the use of Type IA, Type IP, Type IPA, Type IS, Type I(SM), Type II, Type IIA, and Type III when the Engineer approves. The Engineer will condition his approval upon satisfactory means of storage and handling to ensure the ready identification of these cements when used in portions of the work. If unsatisfactory test results are obtained using Types IA, IP, IPA, IS, I(SM), II, IIA, or III cement, complete the work using Type I cement. Do not intermix cement types in any structural unit. 601.02.03 Admixtures. Conform to Section 802. Use air-entraining and water reducing admixtures in all classes of concrete. Water reducing admixtures are not required when slip forming is used for concrete placement. Use other admixtures when the Engineer directs or approves.
    [Show full text]
  • Title 9 Streets and Sidewalks
    TITLE 9 STREETS AND SIDEWALKS Chapters: 9.02 Minimum Design Standards for Streets 9.03 Sidewalks 9.04 Excavations and Alterations 9.05 Driveway and Driveway Approaches 9.08 Naming Streets CHAPTER 9.02 MINIMUM DESIGN STANDARDS FOR STREETS Sections: 9.02.01 Definitions 9.02.02 Minimum street design requirements 9.02.03 Miscellaneous design requirements 9.02.04 Street construction standards 9.02.05 Street construction observation and inspection 9.02.06 Street testing 9.02.07 Signage and striping 9.02.08 Final acceptance of streets 9.02.09 Warranty period responsibilities 9.02.01 Definitions Street Arterial street – A street or road of considerable continuity that serves, or is intended to serve, as the principal traffic way between separated areas or districts which is the main means of access to the primary street system or expressways. Minor arterial street – a street or road that does not meet the definition of a full arterial street, but which is expected to carry more traffic than the typical collector street, especially more truck traffic. 91 Collector street – a street which in addition to serving abutting properties, intercepts neighborhood streets, connects with community facilities and carries neighborhood traffic to the arterial street system. Typically residential lots do not front on collector streets. Neighborhood streets – a street used primarily to carry traffic from abutting properties. Industrial streets – a street that serves an industrial park or district, or that carries primarily industrial traffic. (Ord. No. 2006-44, Sec. 1.) 9.02.02 Minimum street design requirements A. Streets The location and width of all streets and roads shall conform to the official Master Street Plan.
    [Show full text]
  • CITY of SUMMERSIDE TENDER Demolition of Four Downtown Core
    CITY OF SUMMERSIDE TENDER Demolition of Four Downtown Core Buildings 8 & 12 Summer street 281 and 285 Water Street Project 2020 Specifications & Tender Documents City of Summerside Tender(s) Sealed tenders will be received by the City of Summerside at the Tender Box, 1st Floor, Summerside City Hall, and 275 Fitzroy St until 1:00pm, Wednesday August 5 th, 2020 for the following project(s): Building demolition of four downtown core buildings 8 & 12 Summer street, and 281 and 285 Water street. This tender consists of the demolition of the four downtown buildings noted above, the removal from the site, and reinstatement of the site to grade level. Tender Forms, Specifications and Plans may be obtained from the Technical Services Department, please e-mail [email protected], it is mandatory to register for a copy of the tender documents and to receive any addendums for the project to be sent to your e-mail address. If a printed copy of the tender is required, there will be a non-refundable fee of $25 per set of drawings. Lowest or any tender not necessarily accepted. Mike Thususka Summerside Director of Economic Development Logo 902 432 0103 [email protected] Please Publish: July 24& 25th 2020 TABLE OF CONTENTS SECTION DESCRIPTION Tender Ad Title Page Tender Table of Contents Instructions to Tenderers Tender Form Schedule of Contract Unit Prices Supplementary General Conditions Specific Instructions Municipal Services Forms 1005 General Instructions with funding March 2020 1410 Materials Testing July 2019 1545 Safety Requirements
    [Show full text]
  • An Experimental Study on the Configuration Management for the Construction of Tapered Concrete Pylon of Super Long Span Bridge Using K-Slip Form System
    IACSIT International Journal of Engineering and Technology, Vol. 7, No. 4, August 2015 An Experimental Study on the Configuration Management for the Construction of Tapered Concrete Pylon of Super Long Span Bridge Using K-Slip Form System Won Jong Chin, Young Jin Kim, Hee Seok Kim, and Hyejin Yoon the tapered slip form system. Abstract—The Korea Institute of Construction Technology As part of the Super Long Span Bridge R&D Program, the (KICT) developed the K-slip form system by improving radically Korea Institute of Construction Technology (KICT) succeeded the previous slip form system for the erection of the tapered in overcoming the technical limits of the tapered slip form concrete pylon of super long span bridge. This innovative K-slip system after 4 years of research that started at the end of 2009. form system adopts the latest tapered slip form design technology using BIM, lightweight GFRP module favoring the early strength This enabled us to secure the design and construction development of concrete owing to its outstanding insulation, technology of an innovative tapered slip form system electromotive spindle for the sectional adjustment, estimation providing safe and very fast construction and, adopting the system of concrete strength using ultrasonic wave, remote control latest lightweight GFRP form, estimation technique of the system of the hydraulic jacks for the raising of slip form, and early setting of concrete, configuration management GPS-based configuration management system. A 10 m-high technology using GPS and IT, and remote and automated concrete pylon was erected successfully within 5 days using the K-slip form system as a mockup test.
    [Show full text]
  • The Viability of Using Slipform Concrete Construction Technique As an Alternative to Conventional Formwork in the Naval Construction Forces
    Calhoun: The NPS Institutional Archive Theses and Dissertations Thesis Collection 1986 The viability of using slipform concrete construction technique as an alternative to conventional formwork in the Naval Construction Forces. Banks, Mark Eugene http://hdl.handle.net/10945/22180 NAVAL POOTG.i,- j .yh SCHOOL MONTEREY, CALli^'ORNIA 93943-8002 THE VIABILITY OF USING SLIPFORM CONCRETE CONSTRUCTION TECHNIQUE AS AN ALTERNATIVE TO CONVENTIONAL FORMWORK IN THE NAVAL CONSTRUCTION FORCES BY MARK EUGENE BANKS A REPORT PRESENTED TO THE GRADUATE COMMITTEE OF THE DEPARTMENT OF CIVIL ENGINEERING IN PARTIAL FULFILLMENT OF THE REQUIREMENTS FOR THE DEGREE OF MASTER OF ENGINEERING UNIVERSITY OF FLORIDA SPRING 1986 THE VIABILITY OF USING SLIPFDRM CONCRETE CONSTRUCTION TECHNIQUE AS AN ALTERNATIVE TO CONVENTIONAL FORMWORK IN THE NAVAL CONSTRUCTION FORCES BY MARK EUGENE BANKS A REPORT PRESENTED TO THE GRADUATE COMMITTEE OF THE DEPARTMENT OF CIVIL ENGINEERING IN PARTIAL FULFILLMENT OF THE REQUIREMENTS FOR THE DEGREE OF MASTER OF ENGINEERING UNIVERSITY OF FLORIDA SPRING 1986 1226028 1 DUDLEY KKOX LTEHA'^.Y NAVAL POSTGKADUaTm'sCFOO MONTEREY. CALIFORNIA 9o94S-S002 ^^hDoyl-^dgement I would like to thank God -For the privilege and opportunity I have been given to prepare and present this report. I would also like to thank my wife, Le Anne and three daughters, Monique, Moniqua, and Marqaux -for tolerating me these last -few months in the -Final preparation o-F this report . Fi nal 1 y, I would like to extend my deepest appreciation to the Civil Engineering Department -For all the assistance it has provided during my time spent here at the University o-f Florida.
    [Show full text]