Life-cycle performance determination of concrete

bridge decks with exposure to aggressive

environment via a new risk rating method

Ning Xie1, Xianming Shi2

1. Montana State University

2. Washington State University

Merits:

transportation safety and efficiency in cold regions.

Costs:

Approximately $2.3 billion annually to keep highways free of snow and ice at

national level, and about 20 million tons of road salt is applied.

Negative effects:

Environment, service lives, and maintenance costs of the concrete infrastructures.

Add at least $5 billion each year.

The corrosive effect of deicing chemicals on embedded steel reinforcement is well

known;

however, it is still unclear how the deicing chemicals have effects on the

deterioration of the concrete in the fields.

BACKGROKUND

MECHANISMS

Physical: Freeze/thaw damage.

Chemical: Chemical reactions between the deicing chemicals and the cement

concrete to form new products.

Corrosion inhibitors and other additives in deicers did NOT show

significant benefit in inhibiting the strength or chemical changes of

concrete induced by cations and/or anions in deicers.

Bridge

No.

Splitting

tensile

strength Evaluation by

ODOT

Evaluation by

CSIL

Relat

Dens

Para,

(q-qc)/q

Gas

Perm

Traffic

(ADT)

Truck

Percent

YEAR

BUILT

F/T

cycles

(over 7

Yrs)

Deicer

Usage

(gln/ln-

mi-FY)

09268S 848±202 5-FAIR 86% - 87% 0.32 61.6 56700 10 1972 88 105.37

00576 648±9 4-POOR 52% - 57% 0.32 61.6 6450 8 1927 226 129.6

08958F 739±146 6-SATISFACTORY 86% - 87% 0.46 28.4 7790 11 1973 102 366.9

08682 606±47 4-POOR 47% - 48% 0.47 27.3 14200 15 1962 389 2662.56

18940 422±31 7-GOOD 61% - 67% 0.34 52.6 20600 10 2002 151 2091.09

16440 570±55 7-GOOD 44% - 45% 0.39 39.1 8332 33 1985 590 2057.78

19681 664±255 7-GOOD 65% - 68% 0.6 16.8 5454 42 2003 884 3006.02

18525 523±13

8 6-SATISFACTORY

84% - 85%

0.41 35.9 13500 3 2002 353 550.81

19268 876±11 7-GOOD - 0.8 9.5 3100 11 2005 511 2525.06

16358 589±106 7-GOOD 72% - 75% 0.29 73.5 12801 10 1986 88 1023.69

16534 465 6-SATISFACTORY 33% - 41% 0.26 86.5 9793 16 1985 88 3784.49

16844 809 6-SATISFACTORY 83% - 85% 0.39 39.4 29440 7 1990 224 165.87

NOTE: ODOT CASE

The splitting tensile strength as a function of deicer usage

The microhardness of concrete specimens from two ODOT bridge decks,

exposed to a) 105 and b) 2663 gln/ln-mi/FY, respectively

Lab concrete samples experienced 10 F/T cycles in MgCl2 and NaCl solutions

ISSAEST, Fairbanks, AK, USA, August 2-5, 2015

where a, b, g represent the weights of F/T cycles, fatigue stresses, and chemical

attacking, which are about 0.5-0.6, 0.1-0.2, and 0.3-0.4, respectively. The sum of a and

g is a constant, which means the higher quantity of deicers, the less F/T cycles.

SEM images of the ODOT Bridge deck -- 16844

Bridge

No.

Splitting

tensile

strength Evaluation by

ODOT

Evaluation by

CSIL

Relat

Dens

Para,

(q-qc)/q

Gas

Perm

Traffic

(ADT)

Truck

Percent

YEAR

BUILT

F/T

cycles

(over 7

Yrs)

Deicer

Usage

(gln/ln-

mi-FY)

09268S 848±202 5-FAIR 86% - 87% 0.32 61.6 56700 10 1972 88 105.37

00576 648±9 4-POOR 52% - 57% 0.32 61.6 6450 8 1927 226 129.6

08958F 739±146 6-SATISFACTORY 86% - 87% 0.46 28.4 7790 11 1973 102 366.9

08682 606±47 4-POOR 47% - 48% 0.47 27.3 14200 15 1962 389 2662.56

18940 422±31 7-GOOD 61% - 67% 0.34 52.6 20600 10 2002 151 2091.09

16440 570±55 7-GOOD 44% - 45% 0.39 39.1 8332 33 1985 590 2057.78

19681 664±255 7-GOOD 65% - 68% 0.6 16.8 5454 42 2003 884 3006.02

18525 523±13

8 6-SATISFACTORY

84% - 85%

0.41 35.9 13500 3 2002 353 550.81

19268 876±11 7-GOOD - 0.8 9.5 3100 11 2005 511 2525.06

16358 589±106 7-GOOD 72% - 75% 0.29 73.5 12801 10 1986 88 1023.69

16534 465 6-SATISFACTORY 33% - 41% 0.26 86.5 9793 16 1985 88 3784.49

16844 809 6-SATISFACTORY 83% - 85% 0.39 39.4 29440 7 1990 224 165.87

NOTE: ODOT CASE

SEM images of the ODOT Bridge deck -- 08682

SEM images of the ODOT Bridge deck -- 08682

Bridge

No.

Splitting

tensile

strength Evaluation by

ODOT

Evaluation by

CSIL

Relat

Dens

Para,

(q-qc)/q

Gas

Perm

Traffic

(ADT)

Truck

Percent

YEAR

BUILT

F/T

cycles

(over 7

Yrs)

Deicer

Usage

(gln/ln-

mi-FY)

09268S 848±202 5-FAIR 86% - 87% 0.32 61.6 56700 10 1972 88 105.37

00576 648±9 4-POOR 52% - 57% 0.32 61.6 6450 8 1927 226 129.6

08958F 739±146 6-SATISFACTORY 86% - 87% 0.46 28.4 7790 11 1973 102 366.9

08682 606±47 4-POOR 47% - 48% 0.47 27.3 14200 15 1962 389 2662.56

18940 422±31 7-GOOD 61% - 67% 0.34 52.6 20600 10 2002 151 2091.09

16440 570±55 7-GOOD 44% - 45% 0.39 39.1 8332 33 1985 590 2057.78

19681 664±255 7-GOOD 65% - 68% 0.6 16.8 5454 42 2003 884 3006.02

18525 523±13

8 6-SATISFACTORY

84% - 85%

0.41 35.9 13500 3 2002 353 550.81

19268 876±11 7-GOOD - 0.8 9.5 3100 11 2005 511 2525.06

16358 589±106 7-GOOD 72% - 75% 0.29 73.5 12801 10 1986 88 1023.69

16534 465 6-SATISFACTORY 33% - 41% 0.26 86.5 9793 16 1985 88 3784.49

16844 809 6-SATISFACTORY 83% - 85% 0.39 39.4 29440 7 1990 224 165.87

NOTE: ODOT CASE

SEM images of the ODOT Bridge deck -- 16534

Bridge

No.

Splitting

tensile

strength Evaluation by

ODOT

Evaluation by

CSIL

Relat

Dens

Para,

(q-qc)/q

Gas

Perm

Traffic

(ADT)

Truck

Percent

YEAR

BUILT

F/T

cycles

(over 7

Yrs)

Deicer

Usage

(gln/ln-

mi-FY)

09268S 848±202 5-FAIR 86% - 87% 0.32 61.6 56700 10 1972 88 105.37

00576 648±9 4-POOR 52% - 57% 0.32 61.6 6450 8 1927 226 129.6

08958F 739±146 6-SATISFACTORY 86% - 87% 0.46 28.4 7790 11 1973 102 366.9

08682 606±47 4-POOR 47% - 48% 0.47 27.3 14200 15 1962 389 2662.56

18940 422±31 7-GOOD 61% - 67% 0.34 52.6 20600 10 2002 151 2091.09

16440 570±55 7-GOOD 44% - 45% 0.39 39.1 8332 33 1985 590 2057.78

19681 664±255 7-GOOD 65% - 68% 0.6 16.8 5454 42 2003 884 3006.02

18525 523±13

8 6-SATISFACTORY

84% - 85%

0.41 35.9 13500 3 2002 353 550.81

19268 876±11 7-GOOD - 0.8 9.5 3100 11 2005 511 2525.06

16358 589±106 7-GOOD 72% - 75% 0.29 73.5 12801 10 1986 88 1023.69

16534 465 6-SATISFACTORY 33% - 41% 0.26 86.5 9793 16 1985 88 3784.49

16844 809 6-SATISFACTORY 83% - 85% 0.39 39.4 29440 7 1990 224 165.87

NOTE: ODOT CASE

Acknowledgement

The authors acknowledge the financial support for this project provided by the Oregon Department of Transportation (ODOT) as well as the USDOT Research & Innovative Technology Administration (RITA) through Alaska University Transportation Center and Western Transportation Institute.