lit -r. .It R-927 / -

September 1989

By G. Warren

Sponsored By Naval Facl;itiesTechnical Report Engineering Command

NLATERALLY LOADED PARTIALLYPRESTRESSED CONCRETE PILES

0

ABSTRACT This report contains findings ofan extensive test program on laterally loaded,partially prestressed concrete fender piles. Thestudy included service load range as well aspost-ultimate behavior and failure modes. Par-tial prestressing to 600 psi was sufficient toclose flexural cracks caused by cyclic load inthe service load range. The best performingconfiguration was an 18- by 18-inch sectionwith 20 1/2-inch-diameter prestress strands in arectangular configuration confined by No. 3 tieswith 3-inch pitch. The configuration, in 65-foot lengths, can be expected to perform wellunder cyclic load, have an ultimate energy ca-pacity greater than 30 ft-kips, and a post-ulti-mate energy capacity of more than 60 ft-kips.Anchorage, shear, and bond are more than ade-quate and thz failure mode will be in flexure.ACI equations for flexural capacity and stiff-ness (Young's Modulus) do not adequately pre-dict high strength. Field tests are required onthe fendering systems to determine their loadenvironment.

NAVAL CIVIL ENGINEERING LABORATORY PORT HUENEME CALIFORNIA 93043-5003

Approved for public release; distribution unlimited.

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REPO T D CUM NTA ION PAG 0MB No. 070-4-0188

Pubtic rootlin burdefoto t~ (Oilie( Onl Of Il MflimaIOMt IS "Ott ~ d4 to A "Ole du oer .osorie. crud,"~ th~e to-e fo, 'e-.e-rn -lstection. sedrchng r ng CA to da sources,9 othenq and nlanisng the oat& needed. and cotoeting and tpuev n(- r011t~ O~C0" O o tor motion. Send comnts re 7 atding this burden estimate or any uttntI ajo~et of in.1collection of i,forirrtotn. l'iddnq viggentions for reducing lhon burden. Io Y'vanh noi on leado a rems Servcei. 011'cWN3P Of I otOfrnatia Operations 5Ad Reports, Q IS5 te uDavsIHsqhvkaySute 1204. Arlingtont. VA 2l221-30,and to the t"ce of M am&em eet and Budget Pac oi Reductuon Pre ec(0?114-0 1all) Wesigto.r DC 20 SO3

i. AGENCY USE ONLY (Leave blank) 2. REPORT DATE 3T. REPORT TYPE AND DATES COVERED

I Sep 1989 I Not finial - FY86 to FY884. TITLE AND SUBTITLE S. FUNDING NUMBERS

LATERALLY LOADED PARTIALLY PRESTRESSEDCONCRETE PILES PE; - Y 131l6-0l1-0-9 10

6. AUTHORS) WI IN665019

G. WalTen

7. PERFORMING ORGANIZATION NAME(S) A14D AODRESS(ES) 8. PERFORMING ORGANIZATIONREPORT NUMBER

Naval Civil Engineering LaboratoryPort Huenerne, CA 93043-5003 TR 927

9. SPONSORING; MONITORING AGENCY NAME(S) AND AUDRESS ZS) 10. SPONSORING,'MONITORINGAGENCY REPORT NUMBER

Naval Facilities Engineering CommandAlexandria, VA 22332

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Approved for public release; distribution IS Unlimited.

13. ABSTRACT (Maximum 200 words)

This report contains finrd ings of an extensive test program onl laterali y ioadeu. partially pr-estressed

concrete fender piles. The study Included service load range as well ats post-ultlimate behavior- and

failure modes. Partial prestressing to 600 psi waIs sufficient to Close flexural 1 cracks caused by cyClic

load in the service load range. The best perfor-mig con[figuration was an )18- tw I N-inch seclion \,% itll

20 1/2-inch-diamneter prestress strands in a rectanglakr con figuratlonl confinled by No. 3 ties with 3-

inch pitch. The configuration, in 65-foot length,,, can be expected to perform wel I tnrder cN cI Ic load.

have11 an utimate enerfgy Cal1acity greater than 30 ft-kips. and a ps Lit meenrvcpit:oflmor-e

than 60 ft-kips. Anchorage, shear, and bond are more than adequILae and the faMIiT Il ode will II e InI

fleXure_. ACI equations for flexural capacity and stiffness (Youn~g's N10od us) do0 nlot aIdequIaely

predict high strength. Field tests arc i-equired on the fendering systemls to determine their load

environment.

14. SUBJECT TERMS IS. NUMBER OF PAGES

Partial pre,;tress. fenderpiles, cyclic load, energy absorption. spallIIng. 266RC CD

bond, flexure, shear, crack control, softening______________

17. SECURITY CLASSIFICATION 18. SECURITY CLASSIFICATION 19. SECURITY CLASSIFiCATION 20. LIM41TATION OF ABSTRACIOF REPORT OF THIS PAGE Of ABSTRACT

Unclassified I Unclassified j Unclassified I. 1,NSN 1540 01 280 5500 Taindaid ;or, 248(p, 1

hii !1vAN 0 ;N '

CONTENTS

Page

PURPOSE ...... ...... I

PROBLEM BACKGROUND .. ........ ............... 1

TEST OBJECTIVE .. ........... ............... 2

SCOPE .. ..................... ........ 2

Configuration A .. .......... ............ 3Configuration B .. ........... ............ 4Configuration C .. ........... ........... 4Configuration 0 .. .......... ............ 4Configuration E .. ........... ........... 4Configuration F .. ............... ....... 4Configuration G .. .......... ............. 5Response Measurements .. ........... ........ 5Materials ............ .............. 5

TEST SETUP. .. ..................... ..... 5

Long Spans. ........... ............... 6Short Spars .. ............ ............. 6

INSTRUMENTATION AND DATA ACQUISITION. .. .............. 7

Long Spans. ........... . . ............ 7Short Spans .. ........... .............. 8

TEST PROCEDURES. ............ .............. 9

Long Span Monotonic Loading .. ........... ..... 10Long Span Cyclic Loading .. ................. 10Short Span Monotonic Test Procedures. ............ 10Short Span Cyclic Loading. .. ................ 11

DATA REDUCTION. ...................... ... 12

Curvature. ...........................12Energy Absorption........ ..... . . ... .. .. .. .. .. 13 = otLong Pile Tests............ . .. .. .. .. .. .. .. 14Short Pile Tests........ ..... . . ... .. .. .. .. .. 14 '4

0od o

IAvailability co.6.

Avai an/or

'Diat SpoolaJ,

Page

RESULTS. ............. ................ 14

Concrete Mechanical Properties. ................ 14Monotonic Response .. .................... 15Energy Absorption.. .... ............... 16Fiber-Reinforced Concrete. .. ................ 17Increased Prestressing ... .................. /Lightweight Concrete ... .................. 18S p i yr -To rn.e t ry.. ..................... 18Cyclic Loading ... ......... ............ 18

ANALYSIS .. ............. ............... 20

Concrete Strength. .. .. ................. 20Effect of Concrete Prestress ... .............. 20Spiral Spacing ... ..................... 21Cyclic Response.. ..................... 22Error Analysis ... ..................... 22

SUMMARY AND RECOMMENDATIONS ... ................. 23

Effects of Prestress ... .................. 24Concrete ........................... 24Confinement Reinforcement and Strand Arrangement . . . .25

FUTURE RESEARCH ... ..... .................. 25

ACKNOWLEDGMENT ............. ............. 26

REFERENCES .. ............. .............. 26

APPENDI XES

A - Test Pile Fabrication. ... ............... A-i

B - Test Results ... .................... B-i

vi

PURPOSE

This report presents the results of a test program on partiallyprestressed concrete fender pile concepts. The pile concepts and testssupport a Test and Evauluation Master Plan (TEMP) of June 1984 entitled"Development of Prestressed Concrete Fender Piles" (Ref 1). Thisp-oject is part of the Ports Systems Project of the Shore and OffshoreFacilities Program. The tests not only governed the course of thefender pile program but uncovered essential findings in material andstructural behavior for application to design, analysis, and life cycleof other waterfront facilities, partial and fallen prestressed concrete,and high strength concrete.

PROBLEM BACKGROUND

The Naval Facilities Engineering Command (NAVFAC), through theNaval Civil Engineering Laboratory (NCEL), has initiated a project todevelop prestressed concrete fender piles for use at Navy port facili-ties. This project consisted of designing and detailing promisingconcepts, which was accompanied by analytical investigation of mech-anical behavior and flexural energy absorbing characteristics. This wasfollowed by three cycles of testing, evaluating, and redesigning theconcepts.

This report covers the test and evaluation program and implicationson design. The design of the complete pier fender system is shownschematically in Figure 1. The economic advantage of concrete fenderpiles over wood and steel, and the development of analytical models forflexural design are covered in References 2 through 4. The main empha-sis of the analytical efforts was to maximize the flexural energyabsorbing characteristics of the piling prior to spalling the concretecover while controlling the reaction force to the pier.

A fender pile must be able to flexurally withstand service berthingimpacts with little or no damage. However, it is realistic to expect an"extreme" berthing event that will occur at some rare interval duringthe lifetime of the fender pile. A fender pile must be capable ofwithstanding an extreme event while sustaining spall damage to theconcrete cover to avoid exposing permanently deformed reinforcing steel.Although this damage is not defined as pile failure since a significantamount of energy can be absorbed after spalling and prior to collapse,spalling of the concrete with the resulting exposed steel and permanentdeflection would require that the pile be replaced. Service berthingimpacts have been defined as 70 ft-kips of energy or less while anextreme berthing event has beei, defined as 140 ft-kips of energy (Ref3). A goal was set for individual, 65-foot fender piles (Figure 1) tobe capable of sustaining an ultimate flexural energy capacity of atleast 20 ft-kips prio,- to any permanent damage (such as concrete spal-ling).

I

TEST OBJECTIVE

The primary objective of laboratory testing was to demonstratefender pile energy absorrtion characteristics and provide test resultsto verify the 3nalysis techniques used to develop the more promisingconcepts. Behavior and performance were cnmpared as functions of thevarious parameters among conFigrations.

The configurations evolved to control construction costs, retardcrack growth, and reduce end reactio!:- while maximizing energy capaci-tance at service loads and post-ultimate range. The tests furtherdemonstrated the cyclic behavior of partially prestressed concrete inflexure. A major function of prestress was to control crack width andgrowth to preclude the use of coated strands for corrosion control.Through cyclic testing, the limits of pile response under repeatedservice loadings before unacceptable damage were determined. Theohicctives were met through mechanical testing and measuring theload-deformation response.

The goal of cyclic response was to sustain 80 percent of ultimateload energy (16 ft-kips for a 65-foot span) for 125 load cycles at asingle load point without damage to the compression zone, and to controlresidual crack width to less than 0.012 inch. It is recognized thatcycling load at a single point to a constant level in the laboratory ismore severe than field service where load will vary in magnitude andlocation along the length of the pile. With the load point moving alongthe span and the possibility of autogenus crack healing, the residualcrack widths in service will not be as severe. The residual crack widthlimit was set from American Concrete Tnstltuto (ACT) recommendations andprevious work (Ref 3).

SCOPE

The testing was limited to lateral loading and simple supports onrollers. Although load repetition was included, loading was appliedslowly without any dynamic effects.

Seven configurations were evaluated (Figure 2, A through G).Within each configuration the prestress strand arrangement was heldconstant while other parameters were varied. The following parameterswere varied among the configurations and within pach configuration:

1. Prestress force2. Confinement steel (spiral) ratio and ,pacing3. Confinement steel configuration4. Concrete strength5. Concrete type6. Addition of conventional longitudinal roinforcing7. Lateral ties (additional to spiral)8. Length of shear span

A total of 31 pile specimens were fabricated and laboratory tested.Piles of all configurations except Configuration G were detailed by ABAMEngineers who prepared constructicn drawing, and technical specifica-tions for casting by J. H. Pomeroy, Inc., nf Petaluma, California.

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Piles fabricated by Pomeroy were numbered consecutively from MKI throughMK29 (MK15 was not fabricated). Three Configuration G piles weredetailed by William L. Simon and Associates. Raymond InternationalBuilders prestress plant in Long Beach, California, fabricated Con-figuration G piles which were denoted as COLOl, COL02, and COL03.Physical dimensions, constituents, and material properties for theconfigurations were drawn and tabulated on the construction drawings and

documents in Appendix A. All concepts employed 1/2-inch-diameter,7-wire, Grade 270 prestressing strands. Pile sections were detailed ina balanced flexural design; that is, the steel reached limiting steelstress (270 ksi) simultaneously as the concrete reached limiting strain(0.003) (Ref 5).

The specimens were tested in two-span lengths. The first series ofspecimens included MKI through MK8. They were 60 feet 3 inches inlength, and were tested in a span of 58 feet with concentrated loads at15 feet from one support. Hereafter, these tests will be referred to asthe long span tests. The 60-foot lengths presented unnecessary fabrica-tion expenditures and handling problems. Test objectives could be metwith shorter, more manageable lengths. Ultimate moment, ultimatestrain, effect of confinement, and other parameters are independent oflength. Further, within the elastic range, none of these parameters aredependent on the load location. Consequently, the remaining specimenswere cast 33 feet in length and tested in 30-foot spans with a concen-trated load at midspan (except two tests on MK13 and MK14, with loadsapplied 7 feet from a support to establish the effect of high shear onLendon anchorage). In addition to the cast 33-foot specimens, undamaged35-foot sections from MK3, MK5, MK6, and MK8 were also tested in 30-footspans. All 30-foot span tests will be herein referred to as the shortspan tests.

Details of all configurations are tabulated in Table 1. The spiralconfigurations, cross ties, lightweight (LW) concrete, and fiber rein-forcement (FR) were attempts to improve post-ultimate behavior byconfinement of concrete i, the compression zone. Spiral shape tradeoffmust weigh the larger confined cross-sectional area provided by arectangle against the more efficient confinement shape provided by acircle. Since rectangular confinement shape may lead to prematurespalling of the unconfined cover as the interior compressive forces tendto alter its shape, it was suspected that the rectangular spiral wouldbe less efficient than the circular in post-ultimate response eventhough larger area of the section is confined by a rectangular spiral.

Configuration A

Seven test piles were cast with 20 prestress tendons arranged in acircular pattern tied with W11 wire (ASTM A82 Grade 70) circular spiralwith a 3-inch design pitch. (Measured pitch varied from 2 to 3.5inches.) MKI through MK3, MK7, MK8, and MK29 used normal weight con-crete (8,000-psi design strength) while MK4 used lightweight concrete(7,000-psi design strength). Lightweight concrete with a lower moduluswas expected to be more energy absorbant under service load. The designprestress was 60 ksi per strand in MKI through MK4 for an effective

3

concrete prestress of 567 psi. MK29 had a slight increase in effectiveconcrete prestress to 600 psi. The effective prestress forLe wasincreased to a design value of 150 ksi per strand to prnduce aneffective concrete prestress of 1,417 psi in MK7 and MK8.

Configuration B

Two test piles were cast as MK5 and MK6 using normal weight con-crete. Prestressing tendons were arranged in a rectangular patternconfined by no. 3-bar (ARTM A615 Grade 60), square spiral anud crossties. The spiral pitch was 3 inches and the cross tie spacing was 6inches. The design effective prestress was 60 ksi per strand to producean effective concrete prestress of 567 psi. No. 6 longitudinal barswere placed dt midheight of the cross section.

Configuration C

Thirteen piles were cast in Configuration C with 16 prestressstrands with an effective prestress of 48 ksi per strand for an effec-tive concrete prestress of 450 psi. The strands were arranged in asymmetric, rectangular configuration with W5 wire square spiral. MK9through MK14 and MK20 and 21 had 3-inch pitch single wire spiral. MK16and MK17 had 4-1/2-inch pitch single spiral, while MK18 and MK19 had6-inch pitch single spiral. MK23 had 3-inch pitch, doubled wire spiral.All piles of Configuration C were cast with normal weight concrete butMK20 and MK21 were fiber reinforced (see Appendix A).

Configuration D

Two piles were cast in Configuration D with the same strand con-figuration and prestres: force as Configuration C. However, No. 6longitudinal bars were added to the cross section at midheight and No. 3cross ties were added at 6-inch spacing. MK22 had double W5 wire spiralwith 3-inch pitch, while MK24 had single W5 spiral at 3-inch pitch.

Configuration E

Three test piles, MK25 through MK27, were cast in Configuration Eusing normal weight concrete with 20 strands in a different pattern thanConfiguration B (strand centroid nearer to the extreme compression andtension faces) and prestressed to an effective level of 600 psi. Doublewrapped W5 wire square spiral with 3-inch pitch was used in MK25 andMK26, while a single wrap, 3-inch pitch W5 spiral was used in MK27. Nocross tips or conventional reinforcing was Pmployed.

Configuration F

MK28 was cast with normal weight concrete in Configuration F withthe same prestress level and configuration as Configuration E but usingNo. 3 stirrups at 3-inch spacing as confinemont reinforcing.

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Configuration G

This concept differs from all the others by employing thK leastnumber of prestress strands and smallest cross-sectional area whileusing higher strength concrete (12,000-psi design strength). Configura-tion G utilized 14 r:-estress strand, in an unsymmetric pattern. Toprovide a uniform concrete prestress of 540 psi, each strand layer waspretensioned in proportion to the product -f number of strands per layerand distance from the section centrold. Initial strand tension variedfrom 30.4 kips in each of the two top strands to 8.7 kips in each of thesix bottom strands. W6.5 wire rectangular spiral was employed. COLO1had 4-inch spiral pitch while COL02 and COL03 had a 6-inch spiral pitch.

Response Measurements

Load-displacement and the follnwing load-strain characteristicswere determined by the tests: cracking limit, elastic limit, ultimatestrength, cover spalling, and the extent of the plastic zone. Collapsecharacterization, maximum displacement, ruptured prestressing tendons,and spal-ed concrete zones were also documented when encountered priorto reaching maximum displacement constraints. A constraint displacementwas set at 36 inches for the load point (an operational constraint basedon pier geometry).

Measured strains in the pile section were used to locate theneutral axis in bending and to estimate the stress/force in the pre-stressing steel. Material strain correlated to loading is very im--portant in validation of behavioral analytical models for prestressedpiles.

Materials

Normal weight concrete for the specimens designated MK was designedfor a 28-day strength of 8,000 psi arid a prestress release strength of4,500 psi. Two-inch fibers were added to the mix of MK20 and MK21 naccordance with ACI 544.1R-82. Normal weight concrete for the COLOdesignated specimens was designed for a 28-day cylinder strength of12,000 psi. Silica fume, fly ash, and super olasticizers were used toobtain the high strengths. Silica fume with limits on tricalciumaluminate (6 to 10 percent) also adds to the concrete durability andshould help in corrosion control. Lightweight concrete for MK4 wasdesigned for a 28-day strength of 7,000 psi. Prestressing strains wereASTM A416 G-ade 270 stress relieved, low relaxation. Wire spirals wereASTM A82 cold drawn Grade 70. All conventional reinforcement was ASTMA615 Grade 60.

TEST SETUP

The load tests were conducted on the rail test svstem embedded inth- concrete floor of Building 570 at. NCFI. 7he piles were laterallyloaded to produce maximum moment at the load point. Figure ) is aphotograph of the test frame during a load tost. The test frame andfixtures were fabricated from standard AISC spctions. Machined rollerswere employed at each rraction point. and the load point was pinned

5

(atera I y restained). The cnimpro44"v-'l, i von hydr-aul ic load sysnt e r-consisten of four, 6-inch--diameter irm; Wth I-foiot strokes. Maximumhydraulic pressure was I ,R(ll psi. Tho rams, whir h were laying horizon-tally, applied lateral loading to thp p1 V in a pKIP2 parallel to thef Win, bending the pi le ahout its major ( q.t criyr"qt) axis. The compres-sion face 0~ Whe pileP (hydraul ic rani load ido) was the "'top' of thepile at casting. T h entire test assciWly wan anchored to the rail1system emhedded in the floor. Loadl nd eat ion, were applied through9- by I4-inco bparing pads consisting (if a I-inh teel plate with1/2-inch plywcod fOr hearing distribution. [ho' ;pile weignrt was sup-pnrted at 15-fuot intervals on grePanod Wlot heVrlpsq. The piles rpstedoin their "sides' on two teflrn strip; with a orpase layer between themand were easily positioned by hiand aftot tO r; iW were placed on thesuppnrts with forv lifts. The pilVs were tah~ ;atO'~ with a 3/8-inch sidedra ft fnr easy form remov al 1 1h in . rn1 t hO the co~mpre ss ion face(toip) was 3A4 inch wider than tno tenj-lf

Long Spans

A schematir of the Inn orr pani ladn nirrargement is shown in Figure4. The pile lengths were A1n feet vriches and the test length was 58feet with shear spans of 15 foet and 4) Opet ni either side of the loadpoint,. The end of the test pile Af thti nhor't Whar span was marked ''SPwhile the enid of the lonri span waq mdrbd N1'A'" duinqn fabrication. Thereactions ware:

R CA .?6p kips

and

R SA (l0,74P kip-

The maximum moment ,aas (at the point "I lead)

Mp 11. 13P kip-ft

where P is the applied concentrated load Ki VQ

Short Span,-.

The shorter piles were single point ladod at midspan except MK13Aand MK14A (MK13 and MK14 were retested after cycling the load at mid-span), which were loaded 7 feet from the OA endl support as shown in theschematic of Figure 5. The spans were dlofet. In addition to the33-foot cast specimens, undamaged 35-foot length. of previously tested60-foot specimens MK2, MK5, MK6, and MIQA wore also tested in 30-footspans (MK2A, MK5A, MK6A, and MK8A). FnrI rearctions for midspan loadingwere:

R EA R SA00.5P kips

and maximum moment at the point (of load waq-

6

Mp = 7.5P kip-ft

Since the prestress strands were subject to much larger servicestress ranges than encountered by conventional prestressed members, thePoisson effect on the strands required a longer anchorage to fullydevelop the strand tensile strength. MK13A and MKI4A were tested toverify that the full sectional moment capacity could be developed prior-to an anchorage failu , in a 7-foot shear span. Fnd reactions for MK13Aand MK14A were:

REA 0.203P kips

RSA 0.797P kips

dnd maximum moment for MK1 3A and MK14A was:

M p 5.58P kip-ft

INSTRUMENTATION AND DATA ACQUISITION

Sensors were selected for obtaining a direct analog of load,strdin, and deflection. Houston Scientific gages (Figure 6) with alinear range of 5 feet were used for large displacements near the loadpoint. Bourne's linear potentiometers (Figure 7) with a 1-foot gagelength were used at the other locations. Six-in-h length, paper back,wire SR-4 strain gages were attached to the exterior surface of thepiles (sides, top, and bottom). Internal strain ganes were embedded inthe comprpscion zone of selected piles.

A 100-kip capacity Baldwin SR-4 load cell was used to measure theapplied jacking load, P. The load cell had a spherical head thatsimulated a pinned (laterally restrained) load point. It was calibratedin NCEL's 400,000-pound test machine prior to the pile tests.

To measure crack widths during selected tests (including all cyclictests), crack gages were placed across cracks in the vicinity of theload point. Avongard gage (Figure 8) used in the long pile tests had araige of 10 mm and estimated resolution of 0.05 mm. Electronic gages(clip gages shown in Figure 9) employed in the shorter length tests hada range of 13 mm and a resolution of 0.003 im or better. Calibrationcurves were derived for the crack gages by comparison with knownlengths.

long Spans

A total of 20 channels of data were taken during each long spantest. A schematic of strain and deflection gage locations with identi-fying notations is (iven in Figure 4. Deflection was measured at ninelocations along the pile span using linear potentiometers. The loca-tion; were: the load point, five points nn the 43-foot shear -pan, andthree point, on the 15-foot shear span.

, ,,,,,m, Jum~ u- uuuummII~NIBN INNI i

SR-4 strain gages in sets of three were mounted on the upper sideof the specimens at three locations: at the load point, and at themiddle of each shear span (Figure 4). A set of three included gagesmounted near extreme tension fiber, neutral axis, and extre,,- -crnpres-sion fiber. A photograph of a set of three gages mounted to the side ofthe test pile is shown in Figure 10. All SR-4 electrical resistancestrain gages were calibrated by shunting known resistances across onearm of the Wheatstone bridge circuit.

Concrete strain was also measured in the interior of MKI, MK2, MK4,MK5, and MK7 (in both tension and compression zones) at the point ofload application using Reinforced Concrete Strain Meters manufactured byCarlson Electronics ot Campbell, California (Ref 6). The strain meterswere 3-foot-long rods hollowed to contain strain sensing devices (Figure11). The rods were threaded to bond to the concrete. The strainsensing device contained two electrical resistance strain sensingelements. One wire increased in length and resistance with strain whilethe other decreased. The ratio of electrical resistance was directlyproportional to length change and the total resistance was directlyrelated to temperature. The strain sensing elements were wired into aWheatstone bridge. The strain meters were used with a Carlson MA-4 TestSet which provided a readout of resistance and ratio values. Calibra-tion constants were supplied by the manufacturer. Figure 12 is aphotograph of a concrete strain meter with the MA-4 Test Set.

The pretensioning in the elastic wire elements was adjusted toprovide full linear range in either compression or tension. The metersplaced in the compression zone were preset by the manufacturer for fullrange in compression while those placed in the tension zone were presetfor full tension. The meters were tied in place to the spiral cageadjacent to a top and bottom prestress tendon (Figure 13). Lead wireswere run out through the compression face about 3 feet from the meters.

The long span test data chain for transferring electronic signalsfrom all the sensors, except the Carlson meters, is shown by schematicin Figure 14. Signals carrying the effects of the various mechanicalactions (strain, deflection, etc.) were transmitted by cable to ampli-fiers with carrier signal generators onto a data logger for analog-to-digital conversion and printout. Validyne SG71 signal conditioners/amplifiers were employed for all data channels. The data logger, aprogrammable Digistrip III by Kaye Instruments, Inc., provided an LEDreadout and an integral printer for permanent record. The Digistrip IIIincluded two microprocessors (one for data acquisition and one foroutput operations), which controlled data scan and acquisition, scalingto engineering units, and nutput readout and printing. Sensor inputswere sequentially scanned (manual mode of operation) as outlined in theTEST PROCEDURES section of this report, and the analog signals wereconverted to digital form and printed out with appropriate conversionfactors to the correct engineering units (inch, in/in, etc.). Time ofincremental recording was included ind the engineering terms and unitswere preprogrammed for printout alsr..

Short Spans

Fifteen or more parameters were continuously recorded during thetests of the shorter piles. These included: load, six strains

8

(external and internal gages), six displacements, and two or three crackwidths. Deflection and strain transducer locations are s,own in Figure5.

Six SR-4 electrical resistance strain gages were epoxied along thepile depth at the point of load application. Two were located un thecompression face (extrme cumpression fiber) near toe corners of the twosides, one on the tension face, and three on the side at 2, 3.5, and 5inches from the compression face. Figure 15 is a photograph showingexternal strain gage installation. A.n Eaton internal strain gage (6inch, CG129) was embedded inside the spiral of the compression zone.Crack widths were measured with clip gages fabricated similar to theones described in ASTM E399. The clip gages were typically employed inpairs as shown ir Figure 9. Upon failure, the cr~ck widths at the crackgage locations were checked with a caliber.

All 16 sensor outputs were processed through a Validyne Model MCIsignal conditioner/amplifier, then recorded on a Honeywell 101 magnetictape recorder. Six channels (deflection and internal strain) werebranched to a backup recording on a TEAC R-71 cassette recorder.Loadpoint displacement, load, and maximum compression strain was moni-tored in real time for continuous test control using a Honeywell 1858strip chart recorder. Further process control was provided by real timeplots of load versus loadpoint deflection on a Houston Instrument 100Recorder X-Y pen plotter. Figure 16 is a data chain chart of fhe shortpile tests.

TEST PROCEURES

Using forklifts, the test piles were placed in the load frame ontosilicon greased teflon pads supporting the pile's weight. Final posi-tioning was done by hand. All instrumentation was attached afterpositioning the pile in the test frame. All SR-4 electrial resistancestrain gages and deflection gage fixtures were epoxied to T,,e test pilos24 hours in advance of the load tests. The instrumentation was checked,calibrated, and zeroed 30 minutes before starting the loading. Concretecylinder tests were made to determine the concrete strength and stress-strain properties. Concrete stress-strain curves were derived for onlythe first eight specimens, MK1 through MK8, to be used in the develop-ment of the analytical model for the piles. These concrete stress-strain curves are given in Appendix B while concrete strengths aretabulated in Table 1.

Pretest readings of the Carlson meters embedded in the long pilesprovided average concrete strain for estimating prestress loss andcurrent prestress. These values are tabulated in Table A-i ofAppendix A.

Two types of quasi-static tests, monotonic and cyclic, were con-ducted at deflectinn rates of I in/sec. The loading in monotonic testswas increased until the pile failed in flexure or the deflection limitwas reached. In cyclic tests the loading was applied and removedrepeatedly in an attempt to simulate pile service conditions. Bothmonotonic and cyclic tests were conducted on all configurations. Aftercompletion of cyclic loadings in the "service load range," piles wereloaded to failure.

9

Long Span Monotonic Loading

The long span tests were load controlled prior to ultimate loadwhen the pile behavior was somewhat linear, and were deflection con-trolled after ultimate load while the pile was deforming more plas-tically. After an initial preload of approximately 3,000 pounds, theload increments were maintained at 1,000 pounds. Loading was controlledby the hydraulic loading ram operator, who monitored the output from theload cell with d digital voltmeter. After ultimate loading, displace-ment increments of 1/2 inch were applied to the test pile. At eachincrement, all electronic gages were scanned, recorded, and printed withthe data ogger. Ratio and resistance readings from the internal gages(when present) were made with the MA-4 Test Set. The test proceededuntil the prestress strands on the tension face failed or when thedeflection limit was reached. Deflectiun limits on the long span testswere set at 36 inches. Post-test conditions were documented hy photo-graphs and spall zone characteristics were noted.

Long Span Cyclic Loading

Cyclic tests proceeded as in the monotonic tests except that thepiles were unloaded and reloaded in the working range prior to theirultimate load for up to 37 cycles. A preload was applied prior to thefirst cycle, wherein the concrete tensile strength was slightly exceededproducing at least 3 cracks on the tension face near the load point.Three cracks were marked for application of Avondgard crack gages.After releasing the load, the crack gages were applied across thecompletely closed cracks with quick setting epoxy and allowed to setsecurely before starting the first complete load cycle. Avongard crackgages were examined for crack width changes to determine if the pre-stress forces were sufficient to close the concrete tensile cracks afterthe load was removed. MK was cycled to 15 kips, 18 kips, 20 kips, and35 kips while MK2 was cycled to 25 kips and 35 kips. Test incrementswere similar to the monotonic tests and crack progress was marked on thepile surfaces. After the load cycling was completed, the piles wereloaded to failure as in the monotonic tests.

Short Span Monotonic Test Procedures

Monotonic tests proceeded at a continuous and constant deflectionrate of I in/sec until all the tension strands failed or the deflectionlimit was reached; whereupon, the load was removed. The deflectionlimits on The shore spans were set at 30 inches so the monotonic testswere completed in 30 seconds or less.

MK3A, MK6A, MK8A, MK9, MK1O, MK23, and MK24 were loaded monoton-ically to failure. MK16, MK17, MKI8, MK20, MK22, COLOI, and COL02 werefirst precracked then monotonically loaded to failure. MK13A and MK14Awere monotonically loaded to failure 7 feet from the support after beingsubjected to midspan cyclic loading (MK13 and MK14, respectively).

10

Short Span Cyclic Loading

A service load level of 80 percent of the ultimate energy corre-sponds to a maximum moment of 326 kip-ft and a load of Al3.4 kips in theshort piles loaded at midspan. Cyclic loading of the short piles wasset at levels below the maximum service level. Cyclic loading wascontinuously applied at the rate of I in/sec, from zero to a constantload level of 40 to 80 percent of the ultimate load energy. Dependingon the survivability of the compression zone and the residual crackwidth, load levels were step increased and the cyclic process continued.If the specimens could not attain or maintain the previous cyclic loadlevel due to deterioration of the compression zone, then deformation wascontinued until failure or deflection limits were reached.

Short piles and cycled load levels were as follows:

MK5A ........... ... 250 cycles to 43.4 kipsthen 100 cycles to 50.0 kipsthen 100 cycles to 55.0 kips

MK11 .. ......... ... 259 cycles to 43.4 kips(could not maintain 43.4 kips on cycle260)

MK12 .. ......... ... 300 cycles to 33 kipsthen 200 cycles to 38.5 kips

MK]3 ........... . ].100 cycles to 43.4 kips (no cyclicfailure)

MK14 ........... . ].100 cycles to 43.4 kips (no cyclicfailure)

MK19 ........... . ].100 cycles to 41.2 kips (no cyclicfailure)

MK21 .. ......... . ]. 10 cycles to 43.4 kips (no failure duringcyclic loading)

MK25 .. ......... ... 200 cycles to 43.4 kips

MK26 .. ......... ... 50 cycles to 38 kipsthen 50 cycles to 40 kipsthen 50 cycles to 42 kipsthen 50 cycles to 44 kipsthen 11 cycles to 46 kips

MK27 ........... ... 150 cycles to 40 kipsthen 50 cycles to 42 kipsthen 117 cycles to 44 kips

MK28 ......... 150 cycles to 39 kipsthen 100 cycles to 42 kips

11

then 100 cycles to 44 kipsthen 148 cycles to 46 kips

MK2 j ........... ... 150 cycles to 38 kipsthen 100 cycles to 40 kipsthen 52 cyrlac t 42 kin<

COL03 ............ ... 250 cycles to 43.4 kips

Successive cyclic load levels were selected considering concretecumulative compression fatigue from proceeding cycles and residual crackwidth (crack closure) on the tension face. Concrete fatigues rapidlywhen stressed in excess of 75 percent of the ultimate compressivestrength and deteriorates the compression zone which reduces flexuralcapacity. Residual tension crack widths of 0.012 inch or more wereconsidered unsatisfactory in preventing strand corrosion while inservice. During cyclic load tests, the compression zone was closelymonitored visually and by strain gages for evidence of deteriorationwhile crack gages continuously sensed crack opening. Thus, the loadlevel and number of cycles were determined at which compression zonedeteriorated and/or crack closure exceeded 0.012 inch. Whenever a pilesatisfactorily resisted a series of cycles at a given load level, theload level was increased and the pile was subjected to another series.The final load cycle was extended to failure except for MK13 and MK]4,which was monotonically loaded to failure at 7 feet from the supportafter being subject to 100 load cycles at midspan.

DATA REDUCTION

Deflection and strain were plotted as a function of applied loadand moment. Moment-curvature relationships were obtained from loading,cross-section strain, and post-ultimate deflection. Energy absorptionwas also calculated as a function of load and deflection.

Curvature

Curvature for moment-curvature relationships was determined fromstrain readings (assuming linear distribution of strain across thesection) prior to ultimate load and from deflection gages during post-ultimate loading. Prior to ultimate load, cross-section strain valuesat the load point (including internal gage readings) were fitted to alinear relationship and curvature was determined from:

0 = 6 /C (p strain/in)c

where E is the concrete strain at the outermost compression fiber and Cis the aepth from the outermost. compression fiber to the neutral axis.

After ultimate load, deflection values fro, the load point deflec-tion gage and the two adcjacont. gages (one on eithor ;idp) were used in acurvature relationship dprived from thp equation of - cicle in Carte-rian conrdinatps where the point of origlin is tho lowpt point on thec irc 1 e:

I2

X2 + y2 + DX + EY = 0

and the radius of curvature, R, is determined from:

1R D2 E2R = 2 \ 0 +E

For the deflected pile, choosing the load point as the origin anddisplacement differentials as Y values on either side of the load point(at X = +24 and -24 inch), the radius of curvature can be determinedby solving 2 equations with 2 unknowns:

3 4Y2 + y2 + 8)2 4 ( (Y r - 4)QY r Y r) QY r )

+ r

from which the curvature is obtained:

= R

where Y and Y are the differences between the load point deflectionand the deflections measured at points 24 inches on either side of theload point. Curvature was obtained only for those test piles withinternal gages and those piles with three or more strain gages acrossthe compression zone.

Energy Absorption

The energy (external work), E, absorbed by the test piles, wasobtained from the area of the load-deflection response at the point ofload:

P

where P is the applied load increment and ED is the deflection at theapplied load.

Energy increments were calculated from products of load and de-flection increments:

AEn ((Pn + P n-1 )2)(0n n-1)

where the subscripts n and n-i designate consecutive data points.Running values of total energy were calculated and tabulated for eachdata point:

E = F + AE

The total absorbed energy at, the end of the test. was:

N

F (1/2) ) (P n P ni)(Dn - Dn)

n-I

where N is the total number of data points.

13

Long Pile Tests

Data from the data logger printout were loaded into the data baseprogram, SYMPHONY, on an IBM PC. After statistical analysis, deflectedshapes were also derived as a function of loading. The calculatedparameters were also plotted using SYMPHONY. In addition to the com-puterized data base, other observed parameters during cyclic loadingsuch as crack width and growth, change in stiffness, shifting of theneutral axis, and general deterioration were incorporated with strainand deflection for a qualitative a,,sessment. of prestress loss.

Short Pile Tests

Similar parameters were analyzed for the short piles. Data fromthe FM analog tapes were digitized using an analog-to-digital conversionboard in the PC, oi" with a Norland NI 2000A Waveform and Data AnalysisSystem. Deflectio-,, strain, curvature, and energy were plotted directlyfrom the Norland Lo an X-Y plotter while the digitized data on the PCwere statistically smoothed and plotted with SYMPHONY.

RESULTS

Data plots of the load response are presented in sets for eachspecimen in Appendix B. The data sets also include stress-strain plotsFrom concrete cylinders as well as photographs of the test piles showingcrack patterns and spalling. Summaries of the load responses aretabulated in Table 2 including ultimate deflection, energy absorption,and other observed data. "Ultimate" data values are defined as thosevalues related to maximum loading (or moment) where concrete spalled inthe compression zone. Cyclic test results are tabulated in Table 3 andinclude residual strain and residual crack widths.

Configurations B and E with normal weight concrete (MK5, MK6, andMK28) demonstrated the best overall structural results by absorbing themost energy and loading as well as exhibiting more strain softening andplasticity while sustaining the least damage at ultimate loading.Plastic behavior is characterized by a constant load as deformationincreases; whereas, strain softeninq -how, i distinct load decrease withincreased deformation.

Concrete Mechanical Properties

In addition to the cylinder tests madp at prestress transfer, testswere conducted on representative cylinder of each pile for strength, f'and stress-strain curves. Strengths are tabulated in Tables 1 throughwhile stress-strain plots with Young's Modulus are provided with thelong pile data sets in Appendix B. [wo typp of tests were conducted:(1) a test in accordance with ASTM C469, and (2) a test with SR-4electrical strain gages applied to the cylinders. Both gave similarresults; however, the ASTM C469 measurements were terminated prior tofailure to protect the test frame and gages from the energy release ofthe failure process. The stiffness of thn t ost machine caused a rapid,

14

explosive failure so it was not possible to define the descendingportion of the stress-strain curve after ultimate strength.

The ACI equation relating Young's modulus of concrete, E , to itsunit weight, w, and compressive strength, f' c

E = 33wI/ 3 1f/

c \C

tends to overestimate the stiffness derived from the measured stress-strain behavior. The ACI equation was not intended for use with highstrength concrete. A relationship for high strength concrete developedby Morales (Ref 7) better fits the test. result.,:

= (4,0000 Kf' + 1.0X10 6 )(w/145) 1.5Ec c

3The normal weight con rete averaged 145 lh/ft., while the lightweightconcrete was 121 lb/ft

Monotonic Response

Appendix B contains photographs and data plots of load-deflection,moment-curvature, deflection distribution, energy deflection, moment-energy, residual crack width, and load-strain for all piles. A summaryof ultimate responses is given in Table 2. Deformation (deflection andcurvature) response of the piles to lateral load was linear up toultimate load and could be characterized by a bilinear relationship witha transition region. The initial elastic response occurred prior tocracking on the tension face of the cross section. The response thentransitioned to another linear curve with about 1/5 as much stiffness(depending on prestress and concrete strength) up to ultimate loadingwhere the concrete cover in the compression zone spalled due to lack ofconfinement. The ultimate compressive strain was 0.003 or larger. Inthe short span tests, bilinear response was observed up to an ultimateload of about 55 kips with a transition at cracking near 17 kips.Example preultimate load-deflection plnt.s for 3D-foot span tests aregiven in Figure 17.

Spalling the concrete cover at. ultimate loading resulted in asudden loss in load carrying capacity directly related to the loss ofconcrete area. The compression concrete fractured longitudinally andalong the spiral layer from the edge of tho load bearing plate for adistance into the short shear span ("AF" end) of the test piles (seephotographs in Appendix B). Concrete spal I ing severely damaged thepiles. A pile in service would be permanently deformed and wouldrequire replacement after ultimate loading. Since the concrete spalledalong the spiral, reducing the area nf the compression zone, depth ofconcrete clear cover, and spiral geometry are major factors in deter-mining the moment carrying capacity after ultimate loading. Thus, theloss after spalling was greater for Configuration A with circularspirals than for all configurations with th rpctangular spirals orties.

After concrete spalling and the subsequent Is in load carryingcapacity, there was strain softening and,/or pla:.tic deformation responseuntil the prestress tendons on the tension ;icl of the cross section

15

started to rupture (or in the cases of MK18, MK19, and MK25 through MK28the strands did not all rupture but continued tu carry a high load asthe strands slipped through the concrete after bond breakdown). Exampleload-deflection plots showing post-ultimate response are given in Figure18. The prestressing tendons of the circular pattern (Configuration A)broke in sequence while those of the rectangular patterns all failed atonce or slipped through the concrete as the bend broke down and limitingdeformation was attained. Failure was designated at the point oftensile strand rupture or when deflection limits were exceeded eventhough the test piles continued to carry load.

Spalling of the cover at ultimate load in the short span tests wasaccompanied by a load loss of about 10 percent and was followed by aplastic and strain softening response. Behavior was consistent for allConfiguration C piles except that strain softening was nonexistent inMK20, MK21, and MK23. Strain softening was so prevalent in MK9, MKIO,MK18, and MK19 that it increased the energy dissipation by over 300percent beyond ultimate energy levels.

Slippage of the tension strands was noted in the piles with lowerlateral confinement. Slippage and bond failure was characterized byspalling of the tension face cover and longitudinal cracks along thepile sice at the tension strand level. The slippage was greatest forthe largest spiral pitch (6 inches). Spalling and cracking on thetension face reached several feet on either side of the load point inMK18 and MK19. Little distress in spiral reinforcement was observed,but rupture occurred in one wrap of COL03 and yielding was observed inone wrap of MK7.

After cover spalling, the highest energy release was observed whenthe core concrete would gradually crush in the case of wider spiralpitch (as in COL01). This increased the distance between the centroidof the compression zone and the neutral axis from the top surfacc, andshortened the internal moment arm with all or most ot the tensionstrands unbroken. The cause to this behavior seems to be lack ofconfinement. Further, wider spiral pitch allowed unbonding of thestrands evr several feet from the point of maximum moment (MK18 andMKI9). In the presence of more confinement reinforcement, all strandsbroke soon after compression concrete spalling (COL02, MK22, and MK23).Lower concrete strength may have been a secondary factor when combinedwith less confinement.

Curvature, 0, was derived from cross-sectional strain data. Theneutral axis moved from the uncracked section centroid (prior to tensilecracking) steadily toward the compression face as ultimate load wasapproached. The neutral axis probably dropped just prior to ultimateloading (cracks ceased to progress into the compression zone), but thiscould not be verified due to limitations of the strain gages. Moment-curvature plots are included in Appendix B.

Energy Absorption

Energy was plotted versus deflection and moment for each test andpresented in the data sets of the Appendix B. The energy-deflectioncurves were characteristically "S" shaped. There was little energy inthe initial elastic response. Similarly, the energy leveled off after

16

strand rupture or bond failure and the load capacity began to falltoward zero. Energy values at ultimate load and at failure (totalenergy) are tabulated in Table 2. Configurations A and B (long piles)reached energy levels well over 30 ft-kips prior to ultimate load. MK5reached 63 ft-kips at failure. Average ultimate energy for the shortpiles was about 23 ft-kips with failure energy 2 to 5 times greater.Examples of moment-energy plots are given in Figure 19.

Initial stiffness of Configuration G piles was greater than otherconfigurations except those of highest prestress (MK7 and MK8) (Figure17). Higher stiffness resulted in less energy absorption prior toultimate load. Spalling of the concrete cover at ultimate load resultedin a greater percentage loss of compression concrete and a significantresistance loss. Post-ultimate response included softening and finallyrupturing of tensile strands. The tests were terminated after exceedinga midspan displacement limit. Not all tension strands ruptured at testtermination. The maximum energy absorption was comparable to otherconfigurations. Configuration G failure zones extended over largerareas than observed in the other configurations. The extent of thefailure zone in itself presents no problem, but it is indicative ofability to absorb energy - a result of bond breakdown which also causesexcessive crack width at service loading. Bond failure was caused bylower prestress in the tension strands coupled with lack of confinement.The spiral cage of COLOl remained intact while several wraps ruptured inCOL02 and COL03. The 6-inch spiral pitch of the latter two resulted inlower energy levels than COLOl, which had a 4-inch pitch. The oppositewas found in other configurations.

Fiber-Reinforced Concrete

The steel fibers of MK20 and MK21 provided better concrete confine-ment after ultimate strength. Fiber-reinforced concrete produced higherultimate load (15 percent higher). There was less compression zone lossand smaller decrease in internal moment arm which resulted in a pre-mature and sudden failure of the tension strands before the fiberconfinement could fully benefit the post-ultimate ductile behavior.This design oversight could have been corrected with lower strengthconcrete or more prestressing strands. Due to the early rupture of thestrands, these two piles demonstrated the lowest overall energy dis-sipation.

Increased Prestressing

Within Configuration A, the two specimens (MK7 and MK8) that wereprestressed 2-1/2 times more than all other configurations sustained noultimate loading enchancement. However, the stiffness of MK7 and MK8was almost twice that of the others which resulted in half the energyabsorption at ultimate loading (20 to 22 ft-kip). Energy absorption atfailure was also substantially less for higher prestress force. Higherprestressing force may have caused greater distress to the confinementreinforcement. There was spiral yielding in MK7.

Small prestress force changes did rnLu cause noticeable stiffnessdifferences (Figure 17). However, the lowest prestress used in Con-figuration C resulted in the highest post-ultimate energy capacity. For

17

example, MK9, MK1O, MKI8, and MK19 sustained from 4 to 5 times theultimate energy through the post-ultimate range (Table 2). This energycapacity wias developed at a sacrifice of strand slippage (bond break-down) and large crack openings having undesirable consequences in thecyclic behavior.

Lightweight Concrete

Without confinement, the release of energy through spalling atultimate load was much more dramatic with lightweight concrete test pileMK4. The post-ultimate load loss was almost half the ultimate load andwas the worst of the piles tested. The relative strength of bondbetween paste and aggregate is greater in the lightweight matrix thanthe comparable normal weight concrete. Without a relatively weaktransition zone between paste and aggregate for crack arresting, theconcrete fracture process at spalling progressed unchecked through theaggregate as easily as the paste. Thus, the spall zone was larger forMK4 than was generally found with the other test piles. The prestressstrands of MK4 ruptured at failure prior to full development of theconfined strength of the concrete. The 3-3/4-inch spiral spacing in thespall zone had little effect on the plastic behavior of MK4.

Spiral Geometry

Spiral reinforcing for concrete confinement benefits post-ultimateload carrying capacity and the extent of the plastic behavior. Squareties confined more of the compression zone and resulted in the smallestcompression spall zone for the smallest post-ultimate load carryingloss. Spiral spacing (2 to 3.5 inches) had little effect on the plasticbehavior, but the rectangular configuration was superior due to theprestress strand configuration. After concrete spalling, square tiesbend (curved) outward between bends (see photos in Appendix B), asexpected, with no sign of yielding. The spiral of MK7 yielded andnecked down at one point. The isolated spiral yielding of MK7 or thefailure in the COL03 spiral may have been anomalies or side effects ofthe higher prestress force since none of the other spirals showed anyindication of yielding.

Cyclic Loading

Table 3 summarizes the cyclic test results including residual crackwidth, maximum concrete compressive strain, absorbed energy, and visualinspection of the compression zone for each cyclic load level. Thedistinct bilinear response observed in the single load cycle to failurewas less apparent in subsequent load cycling. Crack lengths grew slowlywith each cycle but abruptly increased with load step increases. Cyclicload-deflection, residual crack width measurements, and load-to-failureplots are given in Figures 20 through 22 for MK25 (Configuration E).Similar plots are provided for circular spiral Configuration A (MK29) inFigures 23 through 25. Measured tensile strain at peak load increasedslightly with each cycle as did the curvature and the deflection. Theneutral axis at ultimate load had shifted to within 5 inches of thecompression face.

18

During the cycling process, displacement and curvature increased ata given loading and residual deformation remained after load removal.No doubt there was some loss in prestress but not enough to keep tensilecracks from partially closing when load was removed. There was slippageover the crack surfaces as evidenced by powdered concrete falling fromopen cracks. Residual crack opening (load removal) remained less than0.012 inch after 100 cycles at 80 percent of ultimate energy for Config-urations B and E. Continued cycling produced more prestress loss, whichkept cracks from closing completely and caused residual crack width toincrease (Figures 21 and 24).

If damage was not incurred in the compression concrete, thenflexural strength was not reduced from straight, monotonic loading. Onlong span piles with the load cycled 35 times, the cracking closed toless than 0.05 mm. There was no compression concrete damage, so ul-timate capacity and energy levels were not impaired by the cyclingprocess. On the other hand, MK25 through MK29 did not attain fullcapacity because of sustained damage to the compression concrete. Onlycyclic loads were applied to MK25 through MK29, which were cycled untilthe compression zone spalled rendering them incapable of sustaining thecycling load level. MK25 through MK29 were subsequently loaded tofailure.

Cyclic loading also induced compression zone deterioration in pilesMK5A, MKII, MK13, and MK19. MK]1 showed compression zone deterioration(cracking) after 40 cycles at a load level equivalent to 80 percent ofultimate energy. MK13 was damaged after 50 cycles at 80 percent ofultimate energy, while MK19 was damaged after 80 cycles at 70 percent ofultimate energy. MK13 and MKI9 were able to maintain their respectiveload levels after 100 cycles, while MKI] could not sustain cycling to 80percent of ultimate energy after spalling occurred at 259 cycles and itwas subsequently loaded to failure on cycle 260. MK5A (Configuration B)was capable of sustaining the greatest amount of load cycling. Compres-sion zone deterioration was observed after 480 cycles. It was apparentthat deterioration of the compression zone occurred within 100 cyclps ifthe concrete strain exceeded 0.0022/in/in.

Configuration C exhibited the worst residual crack widths withcyclic loading. It was difficult to sustain cyclic loadinq withoutresidual crack widths exceeding 0.012 inch. Large residual cracks anddeflection are results of compression zone deterioration which wastriggered by excessive concrete compression strain. MK12, loaded at theequivalent of 40 percent of the ultimate energy level, exhibit2d crackwidths of 0.011 inch or less after 100 cycles. The other specimens ofConfiguration C sustained residual crack widths of at least 0.05 inchafter 100 cycles at 80 percent energy level. In contrast, MK5A (Config-uration B) exhibited 0.011 inch maximum residual crack width after atotal of 450 cycles.

Cyclic tests of the fiber-reinforced concrete resulted in thefibers being pulled loose along crack surfaces and preventing crackclosure. At the end of ten cycles the residual crack opening was0.017 inch, compared to half of that or less for other tests at the sameload level.

19

Cycling load from 0 to 43 kips (80 percent ultimate energy) pro-duced a concrete compression strain differential of about 0.00225 in/inin COL03 (Configuration G). After 250 load cycles, the residual cra-kopening was 0.038 inch and residual mid-pan deflection was 1.4 inch.

ANALYSIS

The test results in the preultimate (services locd) range agreewell with the analysis methodology and computer prograi developed byABAM Engineers (Ref 3) and the use of the Morales Equation to determineconcrete stiffness. ACI equations for Young's Modulus predicted overlystiff piles resulting in a more conservative analysis with less energyand smaller displacement predictions. The most accurate refinement tothe analytical approach would be to use measured concrete stress-straincurves and experimental values of concrete spall strain, but this is notrecommended due to the complexity. A complete explanation of theanalytical approach appears in References 3 and 4.

Configuration C was the most enprqv abso(rbent. However, due to thelow prestrPss, this configuration was poor in cyclic behavior (crackcontrol and cnmpre-s ionn :o)nc retro deterinrat ion). To correct theseshortcrom nqs. Cornffgurat. C ,rn F and F wpro derived with four additionalprpt rp s tyrands and incroasPd prot-e- force. This enhanced theserv i ce oad range without sacrificinq energy caiac i ty.

Concrete Strength

I- (copt. fi the ]?,- f(,-ps i conc reto of F.o)nfiguration G, concreteqtronc;th had 1 it, t 1o offPect, on t ho m nont or i energy capacity up toult imat I rad Tc' hI- q t n th r , otP was sti ffer resulting inTal 1 nr , P-fle nt.i- nq of ott in any inrreas r in ultimate load. In

r-ntrar.t, 1 ,w, r con r rrt St. o (Iqt, h nha ncod he pnt-ultimate energyat rp-) t ir on capac it .

Fffect of Concrete Prestress

Pnrlipr C1 ] as 1 v ,r-a m( lo,;r woro ma) t Pf to- t vP whPn pre -.rsc¢,1 to ab'Ait that Wh islO a n,rma1 axial 1c ad a r i nq p l W1 w '1

o p t. , Ir Pro-t ,s ing had a ia ior impact )r, t t , fIPojra - iff-rjss Pnoyry r, aa ity, ,. a6: width )ponino, an C t(' a lP rP- (0L; ree,

,,n nq and so. lliro li ' (jrl, dlht ri lat . dr, ',. ly ad rin q Therwp t IffoctivE " (h p-.i) , xfIlit d th', r-Pxt ,on rqy

as.r , .,on, [i) t rrirr i1 , ,,rl i jI anni r miro , t' ! P Yi 'tr t fwas rl sat i far, tnry at rt to i ,,d ,.,rv i c ad 1 im ho fl i(1h t,ff rt. ivf, lr, tr05 ( ,'i i p.y) "jltf'd in a vory . V , , lowr,r r a pa it y Iho rit hr tv l , o .t- t . , (r w v. t a ,d n O 1 )'Tir do d a rono1) f t at i .faci K y 'O, prr am.

Pr P ft 0 si irg a t V : i. r. M( ,11 / l>. i irn Ch., f igora t i.n A,) ,r: .. olt :r ,''.,, ,,ta ' i t. ftr+ an

ihrr ta t a, r ,(', t fl 7 a O"

I, r" ; ' 1 v ,a .t. ir A. t !It, a,'2 , ' : , -. .

pQ

without sacrificing stiffness and energy absorption. Based on thecyclic response of MK?5 through MK29, 600-psi effective prestressprovides the best tradeoff of energy capacity with crack width andcompression zone deterioration.

Spiral Spacing

The majority of monotonic tests were conduc+ed with W5 wire spiralsand a 3-inch pitch, which was equivalent to spiral percentage, ps, of0.43 percent. There was no apparent effect of confinement reinforcementon ultimate load or stiffness. There was considerable range of energyabsorption results due to variation of other para-eters, particularlyconcrete strength. However, the averaqe value of failure energy absorp-tion of specimens with a 3-inch spiral pitch was less than those with4.5-inch pitch (p = 0.32 percent), which was less than those with 6-inch pitch (p . s 21 percent). Likewise, doubling the spiral (MK22,MK23) lowered he energy capacity from a single wrap. The greater post-ultimate energy absorption was attributed to bond breakdown on thetension face. This caused longitudinal cracks ( ccompanied by widertransverse cracking) along the prestress strands allowing the strands toslip through the concrete accompanied by larger rotations and displace-ments with slower load decrement.

On the compression face, little can be gained by increasing thepost-ultimate confinement strength of the concrete within the configura-tion- since the strands ruptured on the tension face. There is littledoubt that the full, confined concrete strength was not reached. Fullydeveloping the confined strength would allow for larger rotations andthe increased concrete strain would lower the neutral axis. Loweringthe neutral axis increases toe compression zone and increases thecompression force of the bending couple which would have to be balancedby an increase in tension force. Since an increase in the tensionforces would be achieved by some combination of increasing the number,size, or strength of the prestressing strands and increasing the bondcapacity of steel, increasing the plastic deformation region of the testconfigurations does not seem realistic. Enclosing a larger area of thecompression zone by spiral would also increase the load carrying andenergy absorbing characteristics. However, this takes away from the 2inches of minimum cover for spiral and strand corrosion protection.

It cannot be shown that the cross ties and ,dded conventional steelat midheight in Configurations B and 0 enhanced the flexural performanceruf the piles. The enchanced performance of these configurations can beattributed to rectangular strand configuration and lower prestress.

Pile Configurations B, F, and F (normal weight concrete), in 65-foot lengths, can sustain a design working energy absorption of 15tt-kips and a "rare event" energy 'evel of 30 ft-kips (ultimatestrength). Placing the test pile dosigns in perspective for otherlength'<' the dpflection at. the load point, D is proportional to thepile lpnqth, I, and the Iongpr shear span, KP while the load carryingcapacity, P , i praportional t.o L/B. For pile lenqth< of 65 fpet, itis eFxp;eted that the dPflectior, at ultimat.e mornt will increas P ]6percent ovor the 5R- font. 1 rigt.h test, va lIe, while the load will dpcrea -eby 4 percpnt, This results in a less stiff pile with a higher energy

absorption capacity. The failure displacement will be less than 36inches. Shortening the pile will increase stiffness and result in lessdeflection at higher loads for a given ultimate moment. For a length of45 ft, P will be 11 percent greater than the 58-foot test values whilethe ultimate deflection will be about 30 percent less than the tests.Similar values can also be derived from the short pile test results.

Cyclic Response

Unfortunately, the characteristics that enhance energy absorptionunder monotonic loading are detrimental to cyclic load response. Thatis, low concrete strength and wide spiral spacing (low percentage ofconfinpmpnt reinforcement) results in bond release and high concrete,train enhancing energy capacity, but presents poor crack control(increased residual crack widths) and rapid compression concretedeterioration.

The concrete strengths of MK25 through MK29 did not attain designstrengths of 8,000 psi (test strengths range from 7,070 psi to 7,420psi). Hnwevpr, the performance of these piles and the configurationsrepresented were sunerior to most of the other piles under cyclicloading. This can be attributed to the increase in effective concreteprestress to 600 psi, the increased number of prestress strands (20),and more efficient strand configuration (in Configurations E and F).Configuration F (MK28) was the best performer of this group and was onlyequalled by MKSA. This configuration is better than Configuration Ebecause of deformations on the confinement steel employed in MK28 (alsoemployed in MK5). After 150 cycles at a load of 39 kips maximum re-Ridual crack width 0.009 inch, and 50 more cycles at 42 kips, the crackwidth was only 0.011 inch with no damage to the compression concrete.This compares with a residual crack width of 0.015 inch after 150 cyclesof 38 kips on circular spiral configuration in MK29. It is also notedthat when strand stress did not exceed 200 ksi (model prediction) andconcrete compression strain did not exceed 0.002 in/in (model predictionand measured), then no damage was sustained in the compression zone andcrack width was controlled within desirable limits.

Frror Analysis

Frrors of the results taken directly from instrument readings(deflection, strain, load) are a function of the instrumentation relia-hility but are estimated to be no more than 5 percent. Errors in theenergy results which are products of two instrument values could besomewhat higher. The values of curvature are the least reliable;although the strain readinac are reliable within 5 percent, the internalgages could not be accurately located during specimen fabricationbecause of reinforcing cage flexibility. Curvature values have errorsfrom 5 to 20 percent (higher errors associated with location of theCarlson meters). The curvature derivation from deflections also con-tributed to the higher errors.

The Carlson strain meters and other internal strain gages are nodoubt superior to the SR-4 electrical resistance strain gages. Embeddedin the concrete adjacent to the steel stands, the strain meter provided

22

change in length in the steel also. The meter measured average strainregardless of cracking because the rod was bonded to the concrete by itsthreaded ends. The possible reliability errors associated with curva-ture results are mainly due to the lack of confidence in locating thestrain meter position rather than the strain record.

Load cycling presented two more problems regarding internal strainmeters. There is no doubt that the elastic limit was exceeded in thesteel rod encasing the strain sensor (Fy = 72 ksi). However, due to its240-ksi strength, the elastic steel wire sensor continued to exhibit alinear resistant-strain response until there was a load reversal (cy-cling or post-ultimate load loss). The load cycling to higher load mayhave also broken down the bond between the strain meter rod and concretewhile the concrete near its ultimate strain (0.003) also exhibitedpermanent set and nonlinearity. Therefore, response from the strainmeters was suspect at the highest load cycles. Further, the metersceased to reflect a realistic average tension strain for post-ultimateresponse because of wide cracks concentrated near meter midlength.

The Eaton internal strain gages used on the short piles performedbetter than the strain meters under cyclic load. However, the gage lostcapacity after spalling of the compression concrete cover. Internalstrain gages could not be used on the tension side because they are only6 inches in length (which was the average crack spacing).

SUMMARY AND RECOMMENDATIONS

Several objectives were accomplished with the extensive pile testprogram. Comparisons were made for seven prestressing schemes andconfigurations. Evaluations were made of the effects of the followingparameters and variables on monotonic and cyclic load response:

1. Prestress force2. Prestress strand arrangement3. Confinement steel4. Concrete strength5. Concrete type6. Addition of conventional reinforcing7. Lateral ties (additional to spiral)8. Length of shear span

Energy absorbing relationships for load ranges of zero up to pilefailure based on lateral load-deflection are provided. Moment-curvaturerelationships, deflected shapes, and limiting concrete and steel strainswere also determined. All of these will verify and support analyticalmodeling and were necessary to establish design criteria and limita-tions. The results are applicable to design and analysis of otherconcrete structures in marine/industrial environments, to full andpartially prestressed concrete, and to high strength concrete elements.

23

Effects of Prestress

It has been demonstrated that partial prestressing (600 psi) issufficient to control crack widths to less than 0.012 inch precludingthe use of coated prestressing strands or cathodic protection forcorrosion prevention. However, if the pile's ultimate capacity isexceeded and the cover concrete is spalled, the exposed confinementsteel and the strands will corrode more rapidly than conventionalconcrete steel due to the prestress.

Although a circular spiral would appear to be more efficient than arectangular shape for confining the concrete at high loadings, thegreater confinement area offered by the rectangular shape more thanoffsets this effect. Balanced flexural designs with partial prestress,normal weight concrete, rectangular strand patterns with square spiralties were definitely superior in load carrying capacity, energy absorp-tion, and post-ultimate behavior. Other pile configurations thatincluded higher prestress, higher strength concrete, and circularspirals and strand patterns absorbed less energy. The highest prestressalmost doubled the preultimate stiffness with half the total energyabsorbing capacity. Likewise, lightweight concrete did not show anysignificant structural benefits because of the need for extra confine-ment.

A major advantage of partial prestressing is the control ofcracking and crack widths at service loads. It is reasonable, forrepetitive loading, that the upper limit of usable elastic energy forservice conditions (i.e., frequent impacts and load cycles) be set at 16ft-kips per pile (for a 65-foot length pile). This should keep cracksclosing to within 0.012 inch of being completely closed. ConfigurationsB, F, and E in 65-foot spans can be designed for at least 30 ft-kipsultimate energy absorption and still provide more than 100 percentenergy reserve to failure of the prestressed tendons. Ultimate energycapacity of the circular reinforcement pattern is about 35 ft-kips andabout 40 ft-kips for the rectangular pattern. Failure energy of 50ft-kips can be obtained for the circular configuration compared to over70 ft-kips for the rectangular configuration.

Prestress level in the strands should be 60 ksi. Lower prestressmay result in bond failure and higher prestress significantly increasesthe flexural stiffness and reduces the energy capacity. A minimumeffective concrete prestress of 600 psi should be provided to offsettensile stresses during pile handling and driving and for crack cortrolwhile in service.

Concrete

It is reasonable to use a balanred design and limit the concretespall strain to 0.003 (including prestress). The Morales equation (Ref7) or another relationship accounting for high strength concrete shouldbe used for Young's Modulus of concrete, rather than the ACI equation.

Concrete strength should be 8,000 psi. Although the piles alwaysexhibit a compression failure mode aL ultimate strength, tight controlof 28-day cylinder strength to 8,000 psi insures a better combination of

24

higher post-ultimate energy dissipation and design service load level.A lower strength degrades crack control and a higher strength increasesstiffness unnecessarily.

Details obtained from the fiber-reinforced concrete were limited,but the addition of fibers did not seem to bring any substantial advan-tage beyond an ultimate strength that was 15 percent above average.Crack closure was impaired and overall energy dissipation was lowest.Since the cost per pile is doubled by the addition of fibers, fiber-reinforced concrete piles are not recommended.

Confinement Reinforcement and Strand Arrangement

Confinement requirements for flexural fender piles are differentfrom fully prestressed, axial load bearing piles. Bond is not asserious with axially compressed members and the confinement is used toinsure full compression strength development. On the other hand, for alaterally loaded fender pile, lateral reinforcement confines the com-pression concrete on one face while resistin, tensile splitting aroundthe tension strands (bond failure) on the opposite face. Confii,,nenttradeoffs were made to allow some deformation and rotation throughstrand slippage to insure energy absorption while controlling crackwidths and providing proper compression confinement.

Rectangular confinement reinforcement equivalent of No. 3 ties witha 3-inch pitch and a yield strength -; 60 ksi should be used because itperformed the best of all confine:ment arrangements. Deformed reinforce-ment is superior to smooth wire in a rectangular shape because of theenhancement to bond strength during cyclic load. Cross ties do notenhance confinemc,,t at service loads and do not substantially benefitpost-ultimate behavior. Smooth circular spiral can be employed but isless -fficient in load resistance and the design capacity must beadjusted downward for reduced section efficiency. There will be atleast a 30 percent decrease in total energy capacity for the same numberof prestress strands. On the other hand, there are two advantages tocircular spiral: (1) the ease and availability of spiral fabricationand, (2) the average clear cover provides more corrosion protection thanrectangular patterns (wider residual crack widths accompany greaterclear cover).

Strand Configurations B, E, and F with 600-psi concrete prestressand 8,000-psi concrete strength will maintain a cyclic service loadlimit equal to 80 percent of ultimate energy capacity while keepingresidual crack width less than 0.012 inch and maximum compression con-crete strain less than 0.0021 in/in (no compression zone damage).

FUTURE RESEARCH

The reaction forces expected from the concrete piles may be harsheron ships than wood for a given energy input from the ship. Camels orrub strips may be required for concrete fender pile applications. This

will require further investigation after trial field installations todetermine if it is a problem. Field tests should be conducted over 5 ormore years with internal strain gaged pile, which will provide not only

25

a measure of pile performance but will serve as transducers for measure-ment of loads and impacts during berthings. Observations should con-tinue over the installation lifetime.

The multiaxial state of stress in high strength concrete (confine-ment plus prestress) results in a higher compression capacity thancurrently allowed by conventional analysis (ACl). The ultimatestrength, rectangular stress block coefficients currently being employedby ACI need reevaluation for high strength concrete applications.

The ultimate capacity of high strength concrete was limited byspalling of the concrete away from the compression face while failurewas triggered by spli*ting of the concrete away from the tensilestrands. These graphically demonstrated the impact of the fractureprocess and a limitation of structural concrete design. A completeunderstanding of fracture methodoloqy and the variables affecting ithwu oe acquired to develop techniques to mitigate spaiilng on hecompression face and longitudinal splitting on the tensile side of highstrength concrete structural elements. Ultimately, concrete fracturemechanics methodology must be developed for successful crack control inreinforced concrete.

ACKNOWLEDGMENT

Mr. Robert Julian, General Engineer, was the principal investigatorof the program to develop a prestressed concrete fendering system. Dr.Javier Malvar, Associate Research Engineer, University of California,Los Angeles, directed the task of testing the short span piles. Theauthor and Dr. Malvar were assisted by Mr. David Corrente, EngineeringTechnician, who prepared all test layouts and Mr. Michael Hanks, Elec-tronics Technician, who prepared sensors and performed the instrumenta-tion setups. All participants made equal contributions to the success-ful completion of the test program.

REFERENCES

1. Naval Facilities Engineering Command. NAVFAC TEMP: Development ofprestressed concrete fender piles. Washington, DC, Jun 1984.

2. _ Contract Report TM53-84-04: Concrete fender pilestudy. San Bruno, CA, T.Y. Lin International, Mar 1984.

3. Naval Civil Engineering Laboratory. Contract Report CR 86.009:Prestressed concrete fender piles - Analysis and final pile detailing.Washington, DC, ABAM Consulting Engineers, 4 Feb 1986.

4. Contract Report CR 88.003: Development, analysis,design, and fabrication of prestressed concrete fender piles - Analyzetest results. Washington, DC, ABAM Consulting Engineers and Ben C.Gerwick, Inc., Nov 1987.

26

5. W. L. Simon. Personal communication, William L. Simon & Associates,Denver, CO, Dec 1986.

6. R. W. Carlson. "Manual for the use of strain meters and otherinstrumentation for embedment in concrete structures," Fourth Edition,Berkley, CA, 1975.

7. Salvador Martinez Morales. Short-term mechanical properties of highstrength lightweight concrete, Ph D Thesis, Department of StructuralEngineering, Cornell University, Ithaca, NY, Aug 1982.

27

Table 1. Specimen Geometry

Effective Effective M a rConicrete Mleasured

Pile Humber of Strand Concrete Spiral

Number Cofiguration Strength Strands Prestress Prestress Size pitahI Psi I Pitch

( ksil ( psi)i

• . . - --.- 4 - -- _,

MK1 A 9310 20 60 565 NIl 2-

MKZ A 9410 20 60 565 Nil 2-1/2

fir3 A 8980 20 60 56S Nil 2-1/2

MKA A 6300 (LIN 20 60 565 Nil 3--3/4

HIYr B 9870 20 60 565 No.3 3

HK6 B 81430 20 60 565 No.3 3

MK7 A 9360 20 I50 1417 Nil 3

pMVE,8 A 8600 20 ISO 141 7 Ni! 3-3/4

MKO C 8200 16 60 4S0 W5 3

MYK10 C 7600 16 60 450 WS 3

MKl C 8030 16 60 450 NS 3

IlKI? C 8790 16 60 450 W5 3

jly, 13 C 8700 16 60 450 WS 3

Ie 14 C 8600 16 60 450 N5 3

*KI(, C 8520 16 60 450 NS 4-1/2

MK 17 C 8660 16 60 450 P45 112

Mt1!8 C 8660 16 60 450 WS, 4-1/2

Ir 1o C 8650 16 60 450 NS (4-1/2

fIE70 C 9020 (FRI 16 60 450 145 6

MlK?] C 9020 IFRI 16 60 450 W-5 6

KI, D 8670 16 60 450 21N5 3

MY '3 C 8360 16 60 450 2-15 3

IliY 16 ) 8950 16 60 4SO (S 3

1125 F 7360 16 63.7 600 2-1,5 3

Ilk26 F 7300 20 6 .7 600 2-WS 3

ME,77 F 7190 20 6.7 600 145 3

MY?2 F 7070 20 63. 7 600 No.3 3

MK,9 A 7470 20 63,7 600 ! 1Nil _

CO.01 G 11500 14 VARIED 540 W6. t3 4

COLDn C 11500 1 I VARIED 540 W6 .S 6

CO.O3, G I2500 14 VARIED 40 W6.5 6

NOTE, LW = Lightweight concrete.

FR - Steel fiber-reinforced concrete,.

I 8

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33

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42

Figure 12. Carlson RC met,=, and MA-4 test set.

fr

Figure 13. Carlson RC meter tied inside reinforcing cage at load point..

43

/5 * I I

Load, straindeflection

Load cell,strain gage,

dellectorneter

Bridge

circuit

Validync S(;71 1 Digital

amp and signal voltmeterconditioner (load)

IDigistrip III Digital Symphony)atalogger print IBM-PC

Figure 14. Data chain diagram for, long span tests.

N

I

/4;

/

Lo a (Strain,

I~~ Iiacel

Fiue 1. aa hinfo hot sla ess

Clip ga46

80

30 ft span

70-

COLO1

60- MK9

MKMK9

50

404

0

30

Level of Prestress

MK9 - 450 psi20 MK5A 568 psi

COL1 - 540 psiMK25 - 600 psi

10

02 4 6 8 10 12 14

Midspan Deflection - Inches

Figure 17. Preultimate load-deflection plot,,.

47

10

8

U10C1 6

4.

(inal Cycle)

COLO 2

0

6 12 18 24 30

DEFLECTION - inchesFigure 18. Load-deflection plots for COLO piles.

48

500

COLD 1

400

(4-

1300 CL

LIU

0

100

02a 40 60 s0

ENERGY (ft - kip)Figure 19. Moment-energy plots of COLO piles.

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Appendix A

TEST PILE FABRICATION

The test piles were fabricated in accordance with the constructiondrawings in Figures A-i through A-12 by J. H. Pomeroy, Incorporated ofPetaluma, California, and William L. Simons and Associates of Denver,Colorado. Figure A-13 shows the prestress tendon/spiral cage from theanchored end of MK1, MK2, and MK3. Figure A-14 shows Lhe puuriry ofthe second batch of concrete used to cast the first three piles.

The piles were cast in the morninq and the prestress release wasmade the following morning, During the time period between casting andrelease, piles and test cylinders were steam cured. A cylinder breakwas made for each of the concrete batches just prior the the prestressrelease. Release strengths as well as prestressing are tabulated inTable A-1. After prestress release, the tendons were torched at theends and the piles were removed from the forms by crane using liftinghooks and placed on blocks for air curing until shipment. Test pileswere delivered by truck with a flatbed trailer where they were placedon timber supports outside the test lab or placed from the trucktrailer directly unto the test fr-ame using two forklifts lifting at thecast-in lifting hooks.

. ... .. ..m...,. m m m m mmmmm m m mN{ m-

Table A-1. Test Pile Prestress

Prestrss Pretest [nitial Prestress Effective'est TrasStrain Prestress Lossc PrestressPile (1 in./in. (kips) (kips) (kips)

MKI 50 190 207 17 190

MK2 46 192 207 17 190

MK4 82 293 214 26 188

MKS 212 306 207 27 180

MK7 646 770 515 68 447

a Carlson RC meter readings.

)lDesign values.

c E -- =29 x 106 psi and strand area 0.153 in.

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A- 16

Appendix B

TEST RESULTS

MK1 Cylinder ASTM C 46910

8 -fc 9410 psi

6-

4

2 E 3.89 X101,psi

I I I0 1000 2000 3000 4000

Strain - 4A in'in

Figure B-I. Concrete stress-strain ctjv vI f- Mkl

a

CL

2

cSc n t ll

r-igu e B-4

GCage: D-P

Ultimate load

3 5. . . . . . .'

initiation of

" strand rupture

d 20-0

15 .. .

10 -

5

"0 , T I

0 10 20 30 410

DispLacemrnt (inches)oa I + C0c0 o 0 CyZw A Cio 33 X O' o38

Figure B-5. MKI load-displacement plot for cycles 20, 25, 33, and 38.

500

- ultimate load

4100 -

15 fi-kip cncrg-.

S3() ft-kip encrgy,N

44 300

- 200 -4

0200 100 6500

Pni (rm.cro~straiin incrh)CIOI+ "V0 2 0 0 0 Vc 2 5 A rCa 33 X CIaJ8

P)rr P-. MKI Ploment-curv~v,urp plot for cycles 20, 2 -, 33, and 38.

B--6

70 -_ _

60 - ----

ultimate load

40 - ----- -__

30

0 0 20 30 -

Di.sylacemnent (in~ches)C01+ £'ujoO 0 Ou*26 A ova 33 x CV0 3t

Figure B-7. MK! energy-displacement plot for cycles 20, 25, 33, and 38.

Gcrg.: 1)-P ALL CYCLES456

010'304

top -

CycLe I40 -

35 .

30

25

20

I55 - . .. -

0 -'--&----- - - --

0 20 40 60

Position Qlorg PiLe Lengtht (.ft)0 111.18 + 167.73 A x

Ii-i re R- 9. MKI first vc I e deformed shap, for M Ill and 168 ki--ft.

Cycle 2040 -

35 -

30 -p--

25I

20- j-

' J I

15-j1

10- I

0 20 40 60

Position al~ong P4Ja Length (ft)11 1IL49 + 167.62 199.71 a X

F i qure~p P,- 10. MV I c r- I ' pfnrrnpu shap fr M 111, 168, and 209k i p- f

Cycle 2540 -,

35 -

30

Q 25

20_ -_ _0

70 -

0 111I.z1 + 169.40 , 219.41 x

(I o

CycLe 3340

35

30

S 25

0 _ __ _

0 2C 40 60

Po.-itio along Pit Length (ft)) 114.46 + 230.83 0 302.22 x

~ t *

Cycle 3840-

30-

'J 25 ._ __

20 __

10

0

0 20 40 60

Posiftzn along Pile Length (ft)

113.42 + 223.38 0 333..NP A 444.99 X Z4,1.49

i r M ~ K 1 firm) I cycle defrmed shapf- flOr M 113. 23, 3.3, 411'anId 243 k Ip- f t.

C g a: EC-P ALL CYCLES45 _-- --.---. _ _ _ _-_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

4u - - ..--- ~--- -~77~ -- __ _

'/ 5

30

'0 .. ,

4(0 800 1200 'fl 2000 2400 280 0

(11U in17ches Inch)

Cage: EC -P45 -- i

40 ..

3 5 . . .. . .. . .

30 - . . . . .. . . ..- -. .. . .... . . .

25 ...

20- -

0

isi

I I0 x

400 800 f 200 1800 2000 2400 2800

Strain (micro--inchas i/h)C0c I + C+c 20 0 r 'c 26 A Cnr 33 2 C. c 38

Fiqure B-15. MKI load-compression strain for cycles i, 20, 25, 33, and38.

30 T

25,

Q,

t o

5

0 40 80 120 W 200 240 20

+] ,75 p 0 Inte-rnal E21.5

Fi R,- 10. MlK] finial cyc,'le 111pt ' (r ,.t ai l q , .

CycLo 14000

3000 -, . ...

U 2000

U~ ~1000 -4- -.

+

o0 4

+

o 2000 - ... .. .

-3000 ,

0 2 4 6 8 10 12 14 6 18

Cross Section Position (inches)0 111.18 + 167.73 0 a

[iqie R-l/. MKI load poinr cross-section strain - cycle 1.

Cycle 20

3000 I* I ; ' iI

U 2000-$-i

u 1000 T

4-- ~ t

o:I ,' I 'i

-1000 -___

-2000 ---- -__

0 2 4 6 a to 12 14 16 1

Cros Section Position (inches)1 112.49 + !37.2 0 199.71

-t nI i i r v r

CVcLe 25

3000-

2000--- - - - - -I -0 +

-100t

'200

0 2 6o 12 14 i s is

Cr'oss Section Posiio (inches)0 f*f.8f + too. 40 0 ZtM.4f

Figure B-19. MKI load point cross-section strain - cycle 25.

Cytc e 33

400 ---------------- --

-2000 ---- -

2000 -

1 0 2 + 0 72 7 6 1

0

-000 ---

-2000 - -

-3000 - - -- - - - -

0 2 4 6 0 10 12 14 16 0

Cross Section Positi on (inches)0 14.48 + 230.63 0 30L02

Fig -r -B-2-. MK) load point cross-s.tion ,train - ylp 33.-00 - - - - - - ----------,,,,mm-,mina llil

CijcLe 384000 - - j -- - -

3000 - '! -o 2000 -

1000 -1

-1000 -,+

-2000 - -A_

-3000--------0 2 4 6 a 10 12 14 16 ?8

Cross Section Position (inches)D f3.42 + 223.38 * 333.30 A 444.99

Figure B-21. MKI load point cross-section strain - firal cycle.

MK2 and 3 Cylinders ASTM C-46910

8

fc = 8510 psi

U,

LII4

2 E 3.60 X10" psi

0 - I I

1000 2000 3000 4000

Strain -A/ in in

Figure B-22. Concrete strecsstra 1n , lirv, r MK" and MK3.

P I,,

Figure B-23. MK2 spall zone after failure.

16I

Gacge: D--P45

ultimatc load

40

20-

10..

all tc'sion5 .. strands rupturcd

0I

0 10 20 30 40

Ditslacemen.t (inches)Cyc I + Cyc 21 0 Cyc 31

Figure B-24. MK2 load-displacement plot for, cycles 1, 21, and 31.

500

ulti ;itc load

400 -.

301 ft-kip cinerp,

300-

5--

15 ft-kip n ergy

200 • - -

• ,

100

0 A

0 200 400 600

Pht (mcrostrain/inch)Cyc t + Cyc 21 0 Cyc 31 6

Figure B-25. MK2 moment-curvature plot, for cycles 1, 21, and 31,

Il-Il

70

6 0.. . . . . ....mitilioll of

strand rup ture

5 0 . . .. .. . . . ... .. . ..... .

ultimate lo;i,l

4. 0 . . . .. . ..... .....- --- -- -- . . . ... . . . . . .

40"

300

20'

/

0

0 "0 20 30 40

Displacement (inches)C c I + C y c 2 1 0 C y c 3 1 Y

Figure B-26. MK2 energy-displacement plot for cycles 1, 21, and 31.

Cage: D-P ALL CYCLES45

40

I'

' /

35 - -.. . ... -

30 i. . . ..

0 10 20 130 410

Dts-pLcLceimvrn (inchu'5)

F~~~ ~ i o1 271ra d-d i I 1 a 01110 IJ ot1 1) I I I 1 '

II

Cycle I

35 - -

30 -

u 25

U

5 . .

0

0 20 40 0

Position aLong PiLe Le-,gth (ft)0 110.71 + 220.34 0 278.B6 x

Figure B-28. MK2 first cycle deformed shape for M 111, 220, and 279kip-ft.

Cycle 2140 -

35 L . . . . . . .. . .-... .

25 --

020 40 60

Pos-ihon along PiLe Lermgth (fi)11f2.36 + 222.66 o 277. 96 A 333.1f8 ×( 377.1f4

Figjure 83-29. MK<2 cycle 21 deformedc ,hape fur M T. 11?, 2, ,278, 3< .

and 3/7 kip-ft.

4 -l

Qy

Cycle 3140

35 . .. . .

o 25 ..... ~- - - -

10 -. --U0

0

0 20 40 60

Position along Pile Length (ft)

I II + 221 0 278 & 336 X 421 v 223

Figure B-30. MK2 final cycle deformed shape for M= 111, 221, 278, 336,

421, and 223 kip-ft.

Gage: EC-P ALL CYCLES45'

.j72 0 -- 4-'- ---

00

5jL

0 400 8200 600 2000 2400

Strain (micro inches inch)

i r R- I M, 1Ar-nr'sfor al, .irw-

"tO -r- -- . " - , • , -P -

Gage: EC P

35-- . -- -

30 - - " ,

' 2"-,- ... -v-.-

2 0

o '.4

5

000 800 f200 f 600 2000 .2400 2800

Strain (micro irncttP inch)Cyr I Gyc 21 0 Cyc 31

j~p~ '-' 2 MV'? Ioa,--compros- ion strain Ior cyc.s 1, .

Cy cle 31t

; 135-'

25 -- - -- --

d. 2 0

0

/5 ,-- .4 r --

0od -- ,-,-- - ,

0 400 800 1200 7600 2000 2400 2800

Strai.n (micro -inchs/,- L.ch)S S7.5 + P 0 Internal A '21 5

Fiqure [--'3. MK2 fina) cyclI load-compression ttain - ,al tjaqf,

P - 7 1

Cycle 14000 -]

3000 -

2000 -4

1000 .0 .

2000 --

'3000 T .......

9 2 4 6, 8 0 '2 4

' r os - " c tio 71 P o ' tI 7L .' ,IT rIC h C I ,)0 110.71 + 220.34 <, 278.86

Cycle 21

3000 .

-* A

00

2000

2000

U 0G0 t . . . . .•

3 0 6

0 2 4 6 8 10 '2 14

112.36 + 222.66 0 277 b6 1 333.18 × 377 14

Cycle 314000

3000 - . . . . ..

2000'~-- - ... . -. .

u 1000 -- .. . . . .° -

aM

0 ~DJ

( +

-2000 -.- - . - -. -' ,i x

-3000 I I

0 2 6 8 10 12 14 76 -8

Cross Section Position (incAes)If1.37 + 2Z21.33 277.67 A 334.60 X 421.32

Figure B-36. MK2 load point cross-section strain - final cycle.

B - 2 3

LI-

C.-)

1ro

V)

l-)

R -2-

Figure B-39. MK3 spall zone after failure.

Figure B3 40. MK3 tension face cracking at failuro.

- ICage: D-P

40-5 _ __ _

40

60-

25

20 -

0 10 20 30 40

Disp~acervent (inchecs)

Figure B3-4. MK3 enerd-displacement plot.

1302

40

3 0 - . .. . . . . . . . . .. ..

° 110 . . ..

0

0 20 40 60

ros-iton alon.g Pile Length (ft)108.81 + 219.97 0 336.67 a 409.33 X 261.01

Figure B-43. MK3 deformed shape for M 109, 220, 336, 409, and 251kip-ft.

45 - __ - - -

40 - -

35 t- - --. - _ __SI30-

25-

KKK

20400 1200 1600 2000 2400 2800

Figure B-44. MK3 load-compression strain - all gages.

27

. .. . 15

4, A

7;U?

Cl Cr.-

Cucc

Cr. Cr.C)

40 ~

0- bC'77: U-- C

~0 C~) ~.-

2:, 6xCo .9

K Iz

LL

o 0 0 0

('01) SI).14S

0___ __ __ ____-- ~ 0

C- i -004N-(0

(0

KtmU U F-

.2 C/b

0~) 0 ~ 0)

t I ~00

-9 00-

2:6 Lfl

0

m* U

0 en (0 4

(*~1) SS~1~

- A' 1

Figure B-47. MK4 compression spalling at ultimate load.

Figure B-48. MK4 load point tension face cracks ct ultimate load.

Figure B-49. MK4 spall zone after failure load.

Figure B-50. MK4 failure near load point.

B - 'I(

GGLW& D-P

40 ultim atc load

40

25 t riari,

220rria'trand ruptu re

15

5.

0 _ _ __ _ _ ___ _ _ _ __ _ _ _

0 t0 20 30 40

DiaV14-.,t w cu s

Figure B-51. MK4 load-displacement plot.

.500 - - -

400 ~-

200:0

Lkt 'trr'tc:t ttf

100 K lrtH I( '

0B

70 ~---

10

50

40 -

3 0

10

20

0 20 40 6

Pos-itc cirr . t L(nh (fI)

Fii B-53. MK4 enrqy-deiespl sa cemnt 1 ot

220~i-t

I5

10i

3 0 E). . .. .. . . . .

0 20 4 0 60

Position along Pile Length (ft)"3 90.20 + 221.37' <> 332.7,1 a 360.88 x 203.39

Figure B-54. MK4 deformed shape at M = 90, 221, 333, 361, and20)3 kip-ft.

40-

At

_ _ __ r I I ______;__

__ ]7i '

-N <- I,

.". 25--I __- J ;. ;2 0i

20 1'-'a - f...4

0 400 800 1200 1600 2000 2400 2800

.Strarn (Tniwro-inches inch)0 S7.5 + P , Internua A £21.5

Fi(ure B-55. MK4 load-comprt-ssion strain all qaqes.

4000

2000 " . . . .

2000 --

-3000 1' .. .1-

0 2 4 6 a ?r1 4 6 f0 . ,

w-2000 - -iS p -t

A, +

Ii +

--2000 -- : • ' t ,, ! - L

0 2 4 6 8 10 12 14 16 18

jraos Se,.tion Po~it'io'n (lflth..)m 90.20 + 521.37 * 33,3.71 & 380.8

- --.- , , .m~~mmm l Ill~ll I 1 I nn -

0o

VV

0Ln

IrIC

Fig-Are 3-59. M.K5 coicret- spafl zone after ultimate load.

F iq~ir-P B-60. M1~ K 522 C f r t tI re.

igure B-61. MK5 tension face at load point after failure.

Cage: D-P

40 --- utij

35--_ _ __ __ _

all tcnfmoni olk

straldN rupted

0 10 20 .30 40

Displac.In*It (i~thes)

Figure B-62. MK5I load-displacernent plot.

400

200 ___

0-

0 200 400 600

Phi (microstrain, 'inch)

Figure B-63. MK5 mnomnt-curvature plot.

70 - ____ _____ ____ ____ ________ _

60 - ____ _____ ____ ______________ ___ _

50 1 tranis, ruptured

0 10 20 30 40

Displacemnont (inches)

Figure B-64. MK5 energy-displacement plot.

40 - _________________ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

25

0 20 40 60

Position alon Pile Length (ft)100.54 + 222.39 * 334. 68 A 45.31 x 304.5so

Figure B-65. MKS deformed shape at M =101, 222, 335, 455, atvd 30Skip-ft.

45 -

40 -'I ,<, r

35 -

30 --- -- _

25 --

20- __ -- _

10 - _ --

IV/

0 -r- _ - _ - _ -__

0 400 800 1200 f600 2000 2400 2800

Strazin (mnicro -inches,/inch)$] S7.5 + P o Inernrua AA E21.5

Figure B-66. MK5 load-compression strain - all gages.

4000 -

ovo,-I

3000 r - - . . . . . . . . . . . -

I I;I

or

++

d I t+

-1000 - - ... . ,

-2000- } ~ .---.--- ,-- ~ - - -

-3000 I , '

0 2 4 6 a 10 12 14 16

Cross Sect.on Posit .on (%nches)E3 100.64 +4 222.35 0 334.69 466.31

Figure R-67. MK5 load pirt -strain at. M - 101,455, and 305 kij f

-3o~ , i , t i I ) t , ,--...

_ _ _ _ _ _ - - - - - -- --- 00

0n 42 r!j

- U-

0)~.

0 ( D

a 0 D

00

U)

0

0

)

u 0 C

00

0 0)

LLLL

0 000

(j)ssanis

Figure B-70. MK6 concrete spa]11nq at ultimate load.

Fiqure 13-71. MKE displacemnerit at failwe.

Figar- R-72. MK6 spall zone affpr fQi 1 ''r;

F i qrp B-73. MK6 Post-Vfa ilure Lens i of face at load poi nt.

H-Q

-. ______Cage: D-P

40 ~uI titlte load

- ~~~~dsrands rupturud ________.

P., 25 __ __ _ _ _ _

0100304

60

al tonsion30 on0

'- 0 - _____ ___

20 - ____ ________

40

0 10 20 30 40

D~spLacenent (inches)

Figure B-75. MKE6 energy-displacemient plot.

40 - 1

35

30 V

25-

10

5i

10 6 0__________

0 20 40 60

Posi~ion alon~g PiL. Lenigth (ft)109.98 + 220.83 0 333.81 A 464.69 X 314.Of

Figure B-76. MK6 deformed shape at M 110, 221, 334, 455, and 314kip-ft.

35 -

0 I

fo5 -

- 1 Ff1 F0 400 800 1200 1600 2000 2400 2800

Stin Cmicro-sinches/inch)S7.5 + P A F21.5

Fi(qo P-17. MK6 load-comprpssior strair - all qla.;.

CYCt

CtY

00

C-,-

0

CL C

CCd

00 c

0o c

L L

('C 0

(!S (). SS.-l

F- I14

Figure B-80. MK7 post-failure spall Zone.

Fiqiirp Ri-81. MK7 spiral yield and necking in the spall zone.

1316

Gage D P-15 ~ ---- - --- _ _ - _

ulimn C load

410

.35.

I!IandI II II

30 -

20

20

10..

0 0 20 300w

jsqAlaccelent (vnchrc

F igure POP. MK7 1 0n1displacefnent plot.

500 - ---.----

*. 300 - --- ~ .-- -

0 200 400 600

Phi (mwirst1ri, 'inch)

F iqwrp R-81 MKI rmmnt-cur-vaLUVP pILuF

70

'0203

26 - --

0-

0 s0 40 s0

16e.3e + 0. 333.73 A 42&84 X 287.U

qr~ ~ MKI / (lfor inf(1 -hapte for M --- ,- 34 4e24, arld

30 Tf-- -I- --------~

VI

25!

171

i o - ---- ---------,rT

0 400 800 1200 7600 2000 2400 2800

Strain (mnicro -nches, ,nch)575 - P 0 Intern F21.5

3O0 * -.-,4 i guiRF6. M 7 1o d co p e sios I I' qaqi

2,00

0 0-

P +

1000

200

200-------------- ---------------- - . '-- -. -. _

0 2 1 6 8 '0 '4 t6 R

Cro0ss Sectio-n Position (inches)0 168.38 + 221.99 * 333.72 .6 423.84

qurp B-P.? MKI I ad point cross-section stra in for M 1563 ,and 4?4 kip-ft.

0- 0

0

>

0Lf) m

10 4 a)m Lf) O

C.) 4-)

0- S

aY)

0 S.

00 0

cc(II C,.) c.- '.

0~*

0.C)

00

0 (0

a4-

0

- 0 5- 00

0.)-co~

0 -

so JU

Figure B-90. MK8 ultimate load displacement.

Figure B-91. MK8 ultimate load spallinq.

MI . .

Figure B-92. MK8 failure displacement.

Figure B-93. MK8 load point tension face at failure.

B-52

Cacge: D-P

40- _ _ 7

35

30 __

initiation of-, ,strand rupture

A 25-

20-~_ _

15 - all tension zone

strands ruptured

0

0 10 20 30 40

Disptaement (inches)

Figure B-94. MK8 load-displacement plot.

70

60

so

40

n~ltimlate load|

30 - -

20 / i nitiation of

10

strand t rupture

0 C

0 10 20 30 40

Dirspacenmnt (inches)

Figure B-95. MK8 energy-displacement plot.

B- 5 1J

40-__

35-___

30-

* 20-

d 15-

10 -_ _ _ _ _

5-

0-

0 20 40 60

Position alonig Pile Length (ft)111.74 + 222.15 * 333.568 A 4*0.97 X 255. 97

Figure B-96. MK8 deformed shape at M 112, 222. 334, 421, dnd 256k ip -ft.

35- - - - -

A~ 25---- -- -- _

20-----

15__ __ __

0 400 aoo 1200 1600 2000 2400 2800

Strain~ (micro-inches/inch)0 S75 + P 0A £21.5

Figure B-97. MK8 load-compression strain -all gages.

Rl-54

ii i/

C

S

C

CCN

rza

a0

C-)

a)I-230,

U-

B - S S

(D

0

OD

0co

(0(0

0 -l

S.-

C.,

> wE0

0(.0

LL)m

Lfl

(N

00co

0

C14

0

8 0

C-

c

((z~

CL

C:-

0 00co v

I-

0')

C

CC

(0-4-,

~ U~' wU -~

a)4

0 IU

~) a)o C

LU

a)

U-

8 0 0 0 0

sd~ i) Ah '3

I-D

00

cv) II

S E

u C 0

CD4

0

(SdD~i.U) 1(IiawoVY

5 9

(No

0

0

C-

0a

mh ) Iw

C7

CD

(3)

(0 -0LC)

jsdl~ 11) blatC

C14

-0-

(N

Ln)

Figure B-lO6. Post-ultimate compression face of MK8A.

Figure B-IG7. Compressior sail Iz one of MKRA.

Figure B-108. Post-ultimate tension face of MK8A.

-61,

-0 C

CN

LC

0~ 0co C0r

(SdIN ppoU

H- 6-5

0

00

0 M

Lo

4--

V)

0~

CL

<~ 0 .7

S.-

Eo 0In

CD,

S..

0 :

0tn

0 I 0

A 8

B-66

c~c

a-)

- 0

0- 0 0

B-67

00

0

OD4~

0

-

0)

cNJ

S..

U-

C.) f~ NuwV

-68

4j

cu

C-

4r-

B-69

Figure B-114. MK9 compression spalling at failure.

Figure B-115. MK9 tension side at failure.

fi-70

I IIJk4 .. . I.L

B-71

- I

SI

.... .i

Figure B-116. MK9 load-deflection plot.

Figure B-II7. MK9 moment-energy plot.

l- 71

III Ij n

* . . T !,,*

I ..

Figure 5-]7C MV.Q energy-displacement plot.

I

I I

i •i

I II

. . .

Figure B-l19. MK9 moment-curvature plot.

[3-72

I I II

I 1

Figure B-120. Load-compression strain for MK9.

B-73

,I . I

I -

-. ,

- -

I .~i N -I'

II I

....

', ,- \

, .

6' A -.4 V

- ,.

F i g u r e B -1 2 1 . M K 1 CO o m - e e rt o p l o t .

+ B- '

...............................................................

p . .1

I.,I,

/ F

A/ F .~........1 *

7

Figure B-123. MK1O energy-displacement plot.

I F

F F F I

I.,. . I

j F

Fr'' ,

.4

A . .

~';

F . , *~'~' F

F' F

~. . .

F I' ~.

F F F I

F *

Figure B-124. MK1O moment-curvature plot.

I *

K

~1I. * *

.

I

Fl cjurn R-125. MK1G moment-curvaturn plot.

".1

* , . - * I;

I.

* . A * ' T

-- tt.tIr~ .A4C A

-

* * T * * 'I

I.,'

'I

~--~~( N~V !~) ('1 1l /1'02,i V

P - -.

cj'jn B)27 V]]cJ~~rP;or)70P ciee~ at r aitni, mac:yQ f, 5

F iur~ [-18.MKII teri-ion face cracking after 1?0 and 209 cycles.

2?* .1

Figure - '. K Inm nt-rP y pl .

4K - I I

I. . . [

Figure B-131. MK11 energy-displacement plot.

MAl - '

I I

M-1

Figure 9-132. MK1I compression strain.

-- - ~

- - t- - ---- , ------ - .- - - .- , -- - . - - . I-. -

- -- -- -- -------

-I-----------------------------.---------------- -

-J - -

-4~-- --- 4----- ----

* -t-- -- -

~

flLfS

Figure B-133. MK11 crack width after load removal (at point of load).

p-RI

Figure B-134. MK12 compression spalling at failure.

Fiqure B-135. MKI? teonsion cracking at fa tui-.

. ....t

-. ,,.' -

I -. J .- i{ -i -i~

Figure B-136. MK12 load-deflection plot.

Fiur -17 I2rontnev ot

I I I II II

-K -* . ,_/ . . •

4 ,

Figure B-138. MK12 comnpress ion strain at point of load.

I *

, *

- I

-, I 4. *t

- -- t-. , , .

II

Figure B-140. MK13 tension crack after 100 cycles loaded at midspan.

Figure B-141. MK13 compression zone deterioration after 100 cycles.

tB - (1 ,

I II I I I

* ' ,,

j!

- I

IC *, .,

Figure B-142. MK13 moment-energy plot.

I B 3a

I.I

.J

I t -

Figure B-144. MK13 crack width after load removal.

Note: MKI3 was first subjected to 100 cycles with the.oad applied at midspan, then monotonically loaded

to failure with thr load applied at 7 feet fromone support.

Figure B-145. MK13A monotonic loaded at 7 feet from one support.

Bgr -146. MK13A compression spalling at failure after mnu: no'M

ifi

Figure 8-147, MKIAA tp en r ra k 1q at ir

j .k.~ .

* V

/

Hqur~ E3-laR. MK1?A 1r~d-def1ection plot at. point of load.

>~*/1*

/.1...,1

Ii'

(

I*..

Finu;rn F-ISP. Mk13A Peq-V;aeln a

) . .

<I II. f.... . ,

A . . . .

.4 . .

F q r P 152 . MY 1 3/~ flC2Qfl P-c urva t u re p 1 ut to fail ure

/

- I' * . 2 *

Figure B-154. MK14 tension crack after 100 cycles loaded at midspan.

Ilk

* t . t_.

'1 -1

* i I "I ,"

,' I '

Figure B-156. MK14 momentenergyn ploat.

* T ' , I

-- . - . II

I!I -'

Figure B-158. MK14 crack width after load removal.

Note: MK14 was first subjected to 100 cycles with theload applied at midspan, then monotonically loadedto failure with the load applied at 7 feet fromone support. Result- of monotonic test follow

on MK14A.

. . .. ,- ,n •umm m m n IN I l II

Figure B-159. MK14A compression spalling at failure monotonic load at 7feet from support.

-I7

Figure B~-160. MK14A ten-s on cack-, at. flaiu

I .

IIII

I I

tiqre 3-11. MK14A load-deflection plot.

- V.--

f

/J ..

I *

!II I I

• , . ... \

-V. . N

* .. . . ~ . . . .

. k* ' -I .. , . . .

Figure B-165. MK14A moment-curvature plot to failure load.

.. . * -I .I* "

.. i I .!.

I I

---- - .. ,. m m I IIII

Figure B-167. MKIG compression spalling at failure.

IMII

Fi gure B-169. MK16 load-def lection plot.

~~V I .

I i I* . I I I I IIi i

*"! . . ..

,I -

Figure B-ill. MK1G compression strain.

I - !

Fi gure B- 172. MK17 compression spa I Iing a t failure.

F i

,II - *

-

F igure, B- 175. MK 17 load-electio plt .

-- 1

f '

/ - '

-, I

F igujre0 B- 175. NK 17 momnd-efcio pt.

-t I I

A'

'I

2<

/ I

Figure 9-176. MK1Y energy-displacement plot.

h/, , ,

F uR~-I 73. MK( 17 rnjrmlnt-rijrva r1 Plot.

Figure B-180. MK18 compression spalling at failure.

Figure 8-182. ftIS luac-deflection pint.

-WA

Figure B-184. MK18 eniergy-(Ii splacemernt plot,

[1 - f , r l r t tIr" ' re

*k l fjlI

Fiqure B-186. MK18 compression strain.

<4I

4

A a,'A

Figue B-S7.MK1Ocomresson pellng t falur

II

iI ..

Figurn 3-189. MKIY load-deflection plot.

I ... . .

* , * , ., I9 . M K ] .l ~ t'~ . '"' /,I, .( y t 1'"

II A

•............. . ,"

/-

1 , h.

-, I I

-1 I

//

7 /i

I . 1

Figure -19. MK9 eneri-eiracemen plot.

-4

/* <'V

A

$1,

A ~~J< /'I r *4 /

r / *

hi / /

(4-Icc MKI9 compress 20

nook

AMML

4-W,Figure B-195. MK20 at failure.

-mwm

FiqUrp B-196. MKO compression face at failure'P

010.

F lurPFF17. MK2(l lf)cali~ 1 rackig at fam 1 irnC

it/I

Figure B-198. MK20 load-deflection plot.

, I

, .

I !

, goo ,3 399 MK ntr,.-ewg

bB

A

/'4

-A

Li z,'ure B-?OO . MV2U energy-displacement pl ut

* . P * -.

/

/ /I'

P

U.

7I

Figure B-202. MK?1 1oac-dPfiPcfion plot-..

Fi ur B- 03 MKInoiri - ro '

H - I*f

//

: <I

II

,t4,

I'7

I .

/

Figure [3-205. MK21 crack width after load removal.

II -" 1

Figure B-206. MK22 compression spalling at failure.

Figure B-207. MK22 tension cracking at failure.

'I

fT ,

/N

Figure B-203. MK22 load-deflection plot.

/

F iqr r B.- <2,_ . MK22 moment -one rqy p1 it,

IP - 1 22;

Figure B-210. MK22 energy-dlisplacement plot.

F igure B3-21. MK22 mnlrent-cuirvature Plot.

- ~I I

I.

I. ..

I I* I I

t.i. I7 ~ I

~ I .

'I

I~. I

k<I- U I

Figure B-212. MK22 moment-curvature plot.

I* I

.1 . .

--I . .

-I.j K,.~-<. *1~ *1 {

.1 4,

-I lAIN N OM~PiSSlON FA.

Fiqure 8-213. MK22 compression strain.

- .4

Figure B-214. MK23 at failure.

Figure B-215. MK23 compression spalling at failure.

, P.,

Figure B-216. MK23 tension cracking at failure.

B-126

I ....,,* I.)

* ,

I * * .

* *j *

IAY<*1~ , , ..

, I I

Figure B-217. MK23 load-deflection plot.

. t... .

I7z'~' . , ..7 7., «I I

~~17~.7!I' I

Figure 13-218. MK23 moment-erierqy plot..

- 2

A

41~

Fiqure 6-219. MK23 energy-displacement riot.

* I I

* . .. . . . t .

I . . .......... I I

'I - - -..---- -

* . . I **.~, . . ,

.4.-

I.,.' .7/.......I * .4.

v , . , . .4y4,

'*1

I i(jIivt fl--,)7U MK2~ iinriient (IIIrVaIIJIp p 1~t

*1

* N

K

N

N

'N'

Fiqure B-221. MK?3 moment-curvature.

I *

/

(

I I

OWN

IL

Figure B-223. M'424 load-deflection plot.

F iqunrp R-224 MK24 mnwpnt-eano rgy p1lat.

Fiqujre B-225i. MK24 energy-displacement plot.

R_~ 13

_M -I

I,

-~, .

Fiqure 8-227. MK24 moment-curvature p]ot.

.

~

I ~'"'.

-- 4 - *~'44'.-r

- .

l.A *

F i (4Ur(~ 8-228. MK24 cumpre s s I on S L va in.

Figure B-229. MK5A compression zone deterioration after 450 cycles.

440

Figure B3-230. MRSA tension face cracks after 450 cycles.

Fiqure B-231. MK5A compression spallinq at failure.

Figure B-232. MK5A tension crack, at failure.

I ! , 1 '1

Figr B-233 .K5 lodd fe o plt

Fijr . - 34 MK A no.t (n rj h t

10.

I' II *

Figure B-235. MK5A energy-displacement plot.

I

[ 4'

•-* .. .. . . . .. 4( i 5

- 7 .,

Figure B-236. MK5A compression strain.

Ti-1 36

Y, I

Figure B-237. MK5A crack width after load removal.

B ..1.37

N

0 C)

000

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00

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-c

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I0

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(N 0LO /n 0si)poi C

B-14

0

I 0

00

4..)0

C:

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Lfl)CSJ

o Ico

LL

'L

8 0D1/O

((l Pe 1 1

cv"J

ii-

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0 5 1

0

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a)

5 2

c0

00

c

0

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0 >)

aDCu0

0C-) 0

- U-

LA

0 (A

CVC

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L)

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o~ c-'4

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r,

(NI 'N

Co~

000

/ C4

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KD

V)

co 0 cLO ~ It

11 - r ~4

(00

CID

-N Lj S.

4-

0L

(dim) pe-

4 taz: cr::

I -

u\ 0

U ' '

'caN%1\

\\

1

P, 1'z

C4C

c EIU 0

- Ci

Isl-; lo lv

0

0

u

L;

000

0

NC

(N 4-

C) "1 0 0

0

(n

CNN

C7

0IN

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C3)a)

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((O 00

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44

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oM0)0

0-

CD

-- 16

Iil

CNC

C)

co~

CJ I

0- 161

0

S.-

LUE

0

R- 62

Figure B-263. Tension face after failure.

Figure B-264. Compression face after failurp nf COI-01.

13

C141

CDN

VC

0)(0

00

(N -

a

N 4-)

0

00

0

S.-

Cl

0

0 ~ ~~ n

(Sdi ) peo

o ~o164

Cgg

- (D

(0 c0

I

00

4-)0

cli

UI)

(U

CIO

1n

B- 165

0

-J

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4-

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U 4-)

E0

C\J

(Sdil-4) luewaVY,

T-166

CD

4-

CL

CM

c a)

uj E

cu

U-

lw4dim ) luouj

63 67

C

0 . 0

00

J14-dil A~4-u

B-168

a

Figure B-270. Spalling zone on compression face of COL02.

Figure B-271. Tension face of COL02 at failurp

B- 169

CDc

(0

CN

0_

(NvC-

C-

0 0 0 00 0COD rl(D Lc 4*

sd I p o

0

a)C-

(sdi1-11 a.WO

C-4-

UCCN

0u

Sdlj proC

1 - 1 /

CDJ-J

0

u

4-

C~

C1

CN S-

4.-

E0

'.0

S.-

CV)

Ln (Sdij 11) SuflwoL~

Figure B-277. Compression zone spall of COLO-3

Figure B-278. Tension face of COL03 after faillurp.

11 - 1 7 r)

0 m

:1vE

'a E

0c

C

4--)

0

0

0

o U

U -=)

xa,

.2-00

8 (4;-dil Aflieu3

76~

E

u

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C

I U)

C D

0-

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(3)

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00

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.20

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(sd!M peo,B-182

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4.8 (Breen), Austin, TX; ECJ 5.402 (Tucker), Austin, TXUNIVERSITY OF WASHINGTON Applied Phy Lab Lib. Seattle, WA; CE Dept (Mattock), Seattle, WAUNIVERSITY OF WISCONSIN Great Lakes Studies Cen, Milwaukee, WIVENTUR-A COUNTY Deputy PW Dir, Ventura, CAWASHINGTON DHHS. OFE/PHS (Ishihara), Seattle, WAADVANCED TECHNOLOGY, INC Ops Cen Mgr (Bednar), Camarillo. CAAMERICAN CONCRETE INSTITUTE Library, Detroit, MIARVID GRANT & ASSOC Olympia, WAATLANTIC RICHFIELD CO RE Smith, Dallas. TXBABCOCK & WILCOX CO Tech Lib, Barberton, OHBATTELLE D Frink, Columbus, OH; New Eng Marine Rsch Lab, Lib, Duxbury. MABECHTEL CIVIL. INC Woolston, San Francisco. CABLAYLOCK WILLIS & ASSUC T Spencer, San Diego, CABROWN & ROOT Ward. Houston, TXCORRIGAN, LCDR S. USN, CEC. Stanford. CACHILDS ENGRG CORP K.M. Childs, Jr, Medfield, MACOASTAL SCI & ENGRG C Jones, Columbia, SCCOLLINS ENGRG, INC M Garlich. Chicago, ILCOLUMBIA GULF TRANSMISSION CO Engrg Lib, Houston, TXCONSOER TOWNSEND & ASSOC Schramm. Chicago, ILCONSTRUCTION TECH LABS. INC G. Corley, Skokie, ILCONTINENTAL OIL CO 0. Maxson. Ponca City. OKDILLINGHAM .ONSTR CORP (HD&C), F McHale, Honolulu, HIEARL & WRIGHT CONSULTING ENGRGS Jensen. San Francisco. CAEASTPORT INTL. INC JH OSborn, Mgr. Ventura, CAGDM & ASSOC. INC Fairbanks, AKGEOTECHNICAL ENGRS. INC Murdock, Winchester, MAGLIDDEN CO Rsch Lib. Strongsville. OHHALEY & ALDRICH, 'NC. T.C. Dunn, Cambridge, MAHAYNES & ASSOC H. Haynes. PE, Oakland. CAHIRSCH & CO L Hirsch, San Diego. CAINTL MARITIME, INC D Walsh, San Pedro, CALEO A DALY CO Honolulu, HILIN OFFSHORE ENGRG P. Chow. San Francisco CALINDA HALL LIBRARY Doc Dept. Kansas City, MOMARATHON OIL CO Gamble. Houston. TXMARINE CONCRETE STRUCTURES. INC W.A. Ingraham, Metairie, LAMARITECH ENGRG Donoghue, Austin. TXMC CLELLAND ENGRS. INC Library. Houston. TXMOBIL R&D CORP Offshore Engrg Lib. Dallas. TXMOFFATT & NICHOL ENGRS R Palmer, Long Beach, CAMT DAVISSON CE. Savoy. ILEDWARD K NODA & ASSOC Honolulu. HINATL ACADEMY OF ENGRG Alexandria. VANEW ZEALAND NZ Concrete Rsch Assoc, Library. PoriruaNUHN & ASSOC A.C. Nuhn. Wayzata, NMPACIFIC MIAPINE IECH (M Wagner) Dusall. WA

PILE BUCK, INC Smoot, Jupiter, FLPORTLAND CEMENT ASSOC AE Fiorato. Skokie, ILSEATECH CORP Peroni, Miami, FLSIMPSON, GUMPERTZ & HEGER, INC E Hill, CE, Arlington. MATHE KLING-LINDQUIST, INC Radwan, Philadelphia, PATREMCO, INC M Raymond, Cleveland, OHTRW INC Rodgers, Redondo Beach, CATUDOR ENGRG CO Ellegood, Phoenix, AZVSE Ocean Engrg Gp (Murton), Alexandria, VAWISS, JANNEY, EISTNER, & ASSOC DW Pfeifer, Northbrook, ILWOODWARD-CLYDE CONSULTANTS R. Cross, Oakland. CA; West Reg, Lib. Oakland, CA

CHAO, JC Houston, TXFOWLER, J.W. Virginia Beach, VAKLIEGER, PAUL CE, Northbrook, ILPETERSEN, CAPT N.W. Pleasanton, CASTEVENS, TW Dayton, OHTAMPA PORT AUTHORITY Engrg Dept (Schrader), Tampa, FL

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