ADVANCES IN BRIDGE ENGINEEERING (NEW MATERIALS) _______________________________________________ BY __ S.A. REDDI* ___________ 1.

0 INTRODUCTION Though bridges have been in vogue for more than 2000 years, the real advances in bridge engineering have taken place during the last 100 years with an accelerated growth during the last 50 years after the advent of prestressed concrete. The development of longspan bridges with cable-stay/suspension configuration have also necessitated research and development works towards advances in materials. Some of the developments which have taken place in the recent past as well as the directions towards which research is proceeding are being dealt with in this paper. These include High Performance Concrete, Lightweight Concrete, Epoxy Coated Strands etc. 2.0 HIGH PERFORMANCE CONCRETE (HPC) Concrete has been traditionally used for various 2.1 and types of bridges during the last 100 years. Specifically in India, concrete as a bridge construction material has scored over structural steel primarily on economic considerations. forms

The country has abundant supply of high quality aggregates for concrete. Cement of excellent quality is now being produced by a number of factories in India. Admixtures of international quality are also now being produced by a number of manufacturers in the country. The only raw material which is not manufactured in India concerns of Condensed Silica Fume (CSF). However, this material is available in plenty elsewhere and there is no difficulty in importing the material. Given this scenario, the use of HPC in bridge building is likely to be increased during the next decade. HPC may be defined by one or more of the following 2.1.1 parameters: . Maximum W/C Ratio 0.35. . Minimum Durability factor : 80% (ASTM C-666 Method A). . Very early strength of 20 MPa in 4 hours after placement. . High early strength of 35 MPa in 24 hours. . Strength at 28 days of 70 MPa or more.

---------------------------------------------------------------* Dy. Managing Director, Gammon India Limited, Bombay - 400 025

Thus one should not equate HPC with High Strength alone. Until recently, prestressed concrete bridges have been constructed with 28 days concrete strength of 40 to 50 Mpa with 80% strength required at the time of prestressing. For various reasons it is necessary to take up prestressing at the earliest after concreting. Typically precast girders and cantilever segments are required to be prestressed after 48 to 72 hours of concreting from various considerations. In such situation, the requirement of high early strength becomes a critical factor. The mix is required to be designed to achieve a strength of 35 MPa at 48 hours. In the formative days of prestressed concrete bridge 2.1.2 construction in India, the common practice was to use very low slump concrete. However, with the advent of mechanised construction involving the use of batching plant, tower cranes and concrete pumps, it has become necessary to use concrete of high workability. Many components of the bridge structure are heavily reinforced resulting in congestion of reinforcement. In order to ensure that the concrete can easily be worked through congested reinforcement, it is necessary to have a very high workability of concrete. A slump requirement of between 100 to 150 mm in such cases is not uncommon. Thus in the context of bridge engineering, HPC may be 2.1.3 defined by the following parameters to be satisfied simultaneously : . 28 days compressive strength. . High early strength at 48 hours. . High workability. 2.2 Materials for HPC Only traditional materials are used with the addition of admixtures and CSF. Some of the specific requirements concerning the materials are now dealt with. 2.2.1 Cement In of

the Indian context, three grades (33, 43 and 53) Ordinary Portland Cement are available. There is a justified preference among the constructors to use higher grades of cement. A number of factories are supplying higher grades of cement. For HPC, 53 grade Ordinary Portland Cement is most appropriate. The number 53 denotes the 28 day strength of cement in MPa. Among the factories producing 53 Grade cement, there are some

which, by virtue of use of superior quality raw materials and modern manufacturing techniques, are offering 53 grade cement whose actual 28 days strength is in the range of 60 to 70 MPa. Thus it is possible to be selective in identifying the cement source for HPC.

2.2.2

Water There is no additional requirements for HPC. Normally specifications concerning water for concrete are applicable. The minimum water content per cubic metre of concrete may range from 130 Kg. where natural sand is used to 150 Kg. for crushed sand. 2.2.3 Aggregates Aggregates, constituting 70 to 80% of the volume of a typical concrete mix, are important component of concrete. Properties such as size, gradation and shape of aggregates have an important influence on water demand, workability, strength and durability of concrete. In India, both natural gravel and crushed stone aggregates are available for use in concrete. The preference should be for natural gravel which has minimum surface to volume ratio and consequently reduced water demand. Natural gravel is easily available in graded form. can also be regraded by screening and recombining in the required proportions. By the very process of formation of gravel, all softer materials are converted into sand and it is a case of survival of the fittest as gravel. Fortunately many parts of India are endowed with large volume of natural gravel. Wherever available, natural gravel should be preferred for preparation of HPC. They

there are apprehensions and reservations 2.2.3.2 However, towards the use of natural gravel in the minds of Indian Engineers. Such apprehensions and reservations are totally unfounded. In fact, in the rest of the World, it is natural gravel which is preferred as the first option for preparation of concrete. Only when such natural gravel is not available, crushed aggregates are resorted to. I.S. Code 383 concerning aggregates permits the use of both natural gravel and crushed stones, subject to quality conformation. 2.2.3.3 In view of the reduced water demand by natural gravel there is a corresponding reduction in cement content also. It is possible to go in for lowering water cement ratio resulting in higher strength with the use of natural gravel. This has been demonstrated on a number of

bridges both in India and elsewhere. The author has been using natural gravel successfully for all prestressed concrete bridges in the various regions of India where natural gravel were available in abundance.

2.2.3.4 For a bridge in Norway recently completed, the following mix was successfully used to achieve the concrete grade corresponding to M-75 (Table No:1) TABLE NO : 1 --------------------------------------------------------Cement : 475 Kg. Admixtures : 6.5 Kg. Condensed Silica Fume : 40 Kg. Sand 0 - 8 mm : 1080 Kg. Natural Gravel 8 - 16 mm : 720 Kg. Water : 180 litres Slump achieved : 240 to 260 mm --------------------------------------------------------The aggregate cement ratio works out to 3.6. Such ratio would not have been possible without the use of natural gravel. 2.2.3.5 Fine Aggregates Normal sand or crushed fine aggregates conforming IS:383 are adequate for use with HPC. In the case of fine aggregates, Indian prejudice is the opposite of coarse aggregates. Whereas in the case of coarse aggregates, the preference (though not justified) is for crushed stone, for fine aggregates, crushed stone materials are not generally preferred (without justification). So long as the properties conform to standard specification (IS:383) there is no objection to the use of crushed fine aggregates. a

to

In many parts of the country particularly in the coastal areas, natural sand is dredged from the creek or sea bed. Such material, even after normal washing, is invariably contaminated by chlorides which are not acceptable for reinforced or prestressed concrete. In such situations, crushed find aggregates should be preferred. A classic example of preferred usage of crushed

aggregates relates to the recently completed channel tunnel connecting the U.K. with France. The entire concrete used for the tunnel lining involving about 6 million cu.m. of concrete was prepared using crushed sand. This requirement was specifically based on the use of proper aggregates to ensure durability. The only alternative available was sea dredged aggregates which was not acceptable. In India also concrete for a large number of dams is being produced with crushed fine aggregates. 2.2.3.6 The strength of aggregates is not a limiting factor HPC, barring exceptions in a few cases with relatively low strength rock. Aggregates - paste bond strength is the limiting factor with most high strength concrete. in

2.2.4 Admixtures 2.2.4.1 Admixtures are defined as substance other than water, cement and aggregates that are added to concrete immediately before or during mixing. Admixtures are used to accelerate or retard setting time of concrete, to reduced water content and improve strength, to increase slump or to reduce cement content. Admixtures can enhance workability and make concrete easier to be placed under difficult conditions. 2.2.4.2 Internationally, chemical admixtures are widely used for more than about 80% of the concrete placed today. In the Indian context, only recently admixtures have found wide usage at least in the organised sector of construction. This was perhaps because of the non-availability of uniformed quality of admixtures indigenously in the past. The situations has since improved with the setting up of a number of manufacturing units with international collaboration. 2.2.4.3 For ambient conditions prevailing in India, the use retarders, plasticizers and superplasticizers is more relevant. Use of some of these admixtures becomes obligatory in order to avoid cold joints and also to ensure increased workability during placing of concrete. 2.2.4.4 Superplasticizers Superplasticizers are relatively a new class admixtures currently in use. Most of the commercial superplasticizers belong to the family of either melamine or nephatline or ligno sulphate. Unfortunately, there is no Indian Standard or Code of Practice as yet for superplasticizers. However, reference may be made to of

of

ASTM C-494 or B.S. Code of Practice. The main purpose of using superplasticizers is to produce flowing concrete with high slump in the range of 150 to 200 mm to be used in the heavily reinforced bridges and in spacing where adequate vibration cannot be easily realised. 2.2.4.5 Condensed Silica Fume (CSF) Silica fume is a by-product generated during production of silicon and ferro silicon alloys. Till recently nearly all the silica fumes were discharged into the atmosphere. After environmental concerns necessitated the collection of silica fume, it is economically justified to use silica fumes.

the

Silica fume consists of very fine vitreous particles with particle size approximately 100 times smaller than the average cement particle. Because of its extreme fineness and high silica content, silica fume is a highly

effective pozzolana material and as such is used concrete to improve its compressive strength. It also reduces permeability and thus helps in protecting the reinforcement from corrosion. The silica fume, after collection, is usually condensed in order to facilitate handling. Hence the name Condensed Silica Fume. The use of CSF by itself increases water demand due increased surface area generated by fine particles. This problem is easily overcome by the use of superplasticizers. Thus the use of CSF and superplasticizers is obligatory for realising HPC. CSF is now being extensively used for concrete construction. Apart from the case of bridge in Norway cited earlier and a large number of bridges, CSF is being used extensively for bridge deck overlays in the developed countries with an accent on durability. Among the case histories of bridges presented in the recent FIP Congress in Washtington (1994) more than 50% have reported the use of CSF for bridge girders.

in

to

bridge

2.3 Preparation, Handling and Placement of HPC 2.3.1 The methods are identical to normal concrete. However, more intensive quality assurance measures are involved in the preparation of HPC. Whenever superplasticizers are used one has to contend with the problem of slump loss which is rapid in the case of concrete with admixtures. Once the problem is recognised, the concrete mix design should be carried out taking into account the possible

slump loss during the interval between mixing and placing. No special equipment is involved in the preparation, transport or placement of HPC except those used for normal concrete. Curing It has been reported that moist curing of low W/C ratio concrete containing CSF beyond the first seven days will not substantially increase the compressive strength since the concrete has become impervious. However, such concrete is most susceptible to strength loss due to early drying during the first few days after placement. 2.4 Applications of HPC 2.4.1 Reasons for using HPC in bridges include : Economy Smaller cross section Slender members Extended service life Reduction in weight Launching due to reduced weight Reduced beam height Low creep, shrinkage Some cases of actual bridge construction using HPC in the 2.4.2 recent years are given in Table No:2 TABLE NO : 2 --------------------------------------------------------Name & Year Conc. Other Data Location Strength MPa --------------------------------------------------------Three Rly. 1973 60-80 W/C 0.30, Bridge in Cement 484 Kg/cu.m. Japan Deutzer 1979 69 Bridge in Germany Laval Canada Mirabel Canada Helgeland Norway Perluiset France Joigny 1992 70 0.30, 495 Kg/cu.m. 2.3.2

1993

80

1991

73

0.38

1988

80

1983

78

Without Silica fume

France Roize France Normandie France Elorn France Great Belt Denmark CNT, Japan 1993 122 W/C = 0.2, Cement 574 Kg/cu.m. 1997 1990 89 495 Kg/cu.m.

1990

60

World's longest span C.S. Bridge

1994

97

1990 -

70

One concrete.

million

cu.m.

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HPC is also used for bridge substructures and pylons 2.4.3 cable-stay bridges extensively. For the new bridge over the Elorn river in France, the main central span is 400 m. A cable-stay configuration is used. The two vertical pylons are 117 m high (83 m above the deck level) to support single rows of cable-stays. The pylons are made of high strength concrete (80 MPa). This is relatively high strength application for a reinforced concrete bridge member proposed for the first time in the world. The pylon was cast in 4.17 m lifts using a self climbing formwork. The progress achieved is one lift per week. Other options available for fast track construction include the use of slipform. A number of viaducts recently constructed for Konkan Railway Corporation in the West Coast of India involved the use of tall piers upto 80 m in height constructed with the help of slipforms. 2.4.4 Impact on Design The subject was recently studied by the University Texas, U.S.A. The impact of concrete design strength varying from 40 MPa to 100 MPa was examined to determine

of

of

the effect on the maximum span length and girder design spacing for 12 different girder cross sections. Some of the conclusions are given below. - The increase in concrete strength allows an increase of 10 to 40 % in maximum span for a given section depending on the girder spacing. - An increase in concrete strength also allows consequent increase in girder spacing for a given span, thus requiring less number of girders (Figs. 1 and 2). Fig.2 indicates the variations in allowable girder spacing with increased strength for three different span lengths. For a span length of 37 m an increase of concrete strength from 40 to 70 MPa results in more than doubling the girder spacing from 1.2 m to 2.7 m. However, for effective usage of higher concrete strength above 70 m. higher capacity strands are required to be used (Fig.3). The resultant design for 35b m span are shown in Fig. 4. The upper portion of the figure gives the girder spacing with 40 MPa concrete whereas the lower portion relates to 70 MPa concrete. In the latter case, only 4 girders are involved as against 9 girders with 40 MPa concrete. Due to the increase in girder spacing there is a slight increase in the deck thickness by 25 mm.

2.4.5 Economics of HPC The main reason for using HPC is to reduce overall costs. The cost saving comes from several areas. The basic concrete cost per cu.m. of HPC is obviously higher but this is offset by reduced quantity of concrete required. The cost of prestressing strands remains relatively unchanged. The real cost saving comes from the reduction in nonmaterial costs associated with the girders. These include reduction in cost of labour to produce girders, transportation and erection costs and overheads due to reduced number of girders. The comparison of cost for sample design comparison shown in Fig.4 has also been reported. The total cost per sq.m. has been given as under : With 40 MPa - U.S. $ 8,000

With 70 MPa - U.S. $ 6,000 Even though the cost data is different for conditions, the figures are pointer towards the overall economics. 2.4.6

Indian

Codes, Regulations concrete Most National Standards are applicable to strengths upto about 60 MPa. However, some documents have specifications for HPC (Table No. 3) TABLE NO : 3 --------------------------------------------------------Country Specifications Maximum Method Strength --------------------------------------------------------CEB/FIP MC-90 80 MPa Cylinder - 150 mm Norway NS-3473 : 1992 105 " Cube - 100 mm Finland MK B4 - 1984 100 " Cube - 150 mm Japan HSC Spec. 80 " Cylinder - 200 mm Germany DIN 1045 Suppl 115 " Cube - 200 mm Sweden BBK 79 80 " Netherlands NEN 6720 Suppl 105 " Cube - 150 mm --------------------------------------------------------REINFORCEMENT Fe415

3.0

3.1 Majority of the bridges in India use HYD bars of grade. However, higher grade of reinforcement including FE500 and Fe550 are now made available in the country and these higher grades may be used with advantage particularly for compressive members to reduce congestion

of reinforcement. In particular where pile foundations are used for bridges, it is very necessary to decongest the reinforcement and ensure sufficient space between adjacent main bars to enable access to concrete. Same remarks hold good for piers of bridges. 3.2 Protective Coating for Reinforcement 3.2.1 The following are the systems available in India : 1) Phosphatic coating developed by CECRI, Kharaikudi. 2) Fusion bonded epoxy coating. 3) Galvanising. Protective coating for reinforcement is primarily

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considered in the context of corrosion of reinforcement. Durability requirements demand that the reinforcement should be protected from corrosion during the service life of the bridge. This can be ensured by either taking suitable preventive measures during the design, detailing and construction of concrete structures or providing coating to reinforcement. The first option is to be always preferred as better level of protection is assured. Any type of coating to reinforcement involves additional 3.2.3 expenditure in addition to the loss of bond to varying degrees between the reinforcement and the concrete. At 1995 prices the following are the approximate budgetary costs of reinforcement coating per tonne: 1) Phosphatic coating .. Rs. 1,500/2) Epoxy coating .. Rs. 5,000/- to Rs.10,000/3) Galvanising .. Rs. 5,000/- to Rs. 6,000/Besides the additional cost, loss of bond is a disturbing 3.2.4 factor. The loss could be anything between 20% and 40% depending upon the film thickness, the procedure used for coating etc. This factor needs to be recognized and suitable adjustments made in the design which in turn will involve additional cost. Effectiveness of the various coatings during the service life of the bridge is also uncertain. The phosphatic coating which are usually provided at the bridge site after the bars are bent to shape are useful for a very limited period till the bars are embedded in the concrete. Where such coated bars are left exposed to adverse environment, the effectiveness wears off in a few weeks. Epoxy coating is usually done in a factory on straight 3.2.5 bars under controlled conditions of fusion bonding or electrostatic spraying. This involves transport of the straight bars to the factory and retransport of epoxy coated bars to the project site before being bent to shape.

In some of the developed countries epoxy coated bars 3.2.6 being extensively used. However, such a usage is in the context of cold climate and unavoidable use of de-icing salts on bridge decks which results in extensive corrosion of reinforcement. Extensive precautions are necessary in handling the epoxy coated bars and transport from the factory to the project site as well as bending and fixing at site. Special lined slings are used for handling the bars. Bending of bars is required to be done using special bar bending machine with mandrel equipped with plastic sleeves. Any damage to the factory

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coating is made good by special patch work. Special PVC coated binding wire is required to be used. 3.2.7 In the Indian context there is no possibility of de-icing salts except perhaps in the Himalayan region. Bending bars is usually done by manual labour. Under such circumstances the possibility of increased damage to coating exists even prior to installation. The cost of epoxy coating in India is substantially higher than in the Western countries.

using

Considering these aspects and also loss of bond referred 3.2.8 to earlier, the use of epoxy coated bars is not appropriate in the Indian context , barring exceptions. However, the use is appropriate for rehabilitation/repairs works Galvanising is also an expensive proposition. In 3.2.9 addition to the effective life of galvanised coatings is reported to be rather limited (about 5 to 10 years maximum). As such galvanised reinforcement bars are not being used for projects in India nor are they likely to be finding effective usage in the near future. 3.3 Preventive Protection for Durability 3.3.1 The most effective protection to reinforcement during the service life of the bridge lies in taking effective but inexpensive precautions in design, detailing and construction of bridges. The design and detailing should facilitate easy 3.3.2 construction and placement of concrete. The geometry should avoid awkward shape and re-entrant angles. Very thin sections should be avoided. The minimum diameter of reinforcement bars should be 8 mm. High strength concrete should be preferred. 3.3.3 Detailing of reinforcement and prestressing cables should be such that it permits easy placement and compaction of concrete. Sufficient space should be available between the groups of bars for vibrating needles to be inserted. As far as possible the profile of prestressing cables

should be gentle and smooth. In fact it is the current practice in the developed countries to use straight prestressing cables for majority of the situations. Requirements of shear are taken care of by non-tensioned reinforcement stirrups. 3.3.4 The concrete mix should be designed for durability.

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Precautions include the following : - Higher minimum cement content - High strength of concrete - Effective compaction - Prolonged curing round the clock. These measures are expected to result in dense impermeable concrete. 3.3.5 Adequate cover to the reinforcement is an essential factor. The minimum recommended cover is 50 mm for bridge decks and 75 mm to 100 mm for substructure and foundations depending upon the exposure conditions. 4.0 PRESTRESSING TENDONS 4.1 The use of strands have replaced high tensile wires in majority of the cases. Currently in India 12/13 mm strands are extensively used. However, higher capacity cables are involved elsewhere and are likely to be used in the near future in India as well. 19 and 27 strand configurations are being increasingly adopted. 15 mm strands are preferred to 13 mm strands. Relaxation of prestressed steel during the initial 4.2 service life of bridge results in substantial losses in prestress. Hence the current trend is to use low relaxation steel for prestressing purposes. Low relaxation strands are now being manufactured in the country. 4.3 Protection of Prestressing tendons Traditionally protection was provided by cement grouting. 4.3.1 However, in actual practice deficiencies were noticed in grouting practices. This has resulted in a number of bridges requiring rehabilitation and some failures all over the world. In India itself the failure of Mandovi Bridge in Goa is partly attributable to deficiencies in grouting. In U.K. investiga- tions have revealed extensive problems due to deficiencies in grouting. In 1992, the U.K. Ministry of Transport had taken a drastic decision not to permit post-tensioned prestressed concrete bridges involving grouting until such time that more effective grouting practices are evolved and enforced.

4.3.2 In this context attempts are being made in various of the World to develop and use epoxy coated strands as prestressing tendons. In October 1988 the Federal Highway Administration, U.S.A. issued a memorandum about the use of prestressing strands in pre-tensioned application for prestressed concrete bridges. The first prestressing steel strand was epoxy coated in 1984 in

parts

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U.S.A. Now-a-days epoxy coated prestressing strands produced in U.S.A. and Japan. 4.3.3

are

Epoxy Coating for Strands The thickness of the hardened coating film must be 0.4mm and not more than 1 mm. The flexibility of the coating is determined by bending a sample of coated strand around a mandrel; no cracking and de-bonding of the coating shall be noticeable with normal or corrected vision. The bond of epoxy coated strand to the concrete may be improved by impregnated coating with grit before it is completely cured. Two types of powder coatings are practiced : - Electrostatic powder coating - Coating in fluidised bed. During the coating process, the absence of gaps pinholes in the coating is continuously monitored with the use of high voltage gap detector. Handling of epoxy coated strands need special attention. Precast pretensioned concrete elements are of interesting field of application for grit impregnated strand. Epoxy coated strands are also used for stay cables cable-stay bridges. Outstanding examples include the Bayview in Mississippi (1985 to 1987) and a bridge in Spain.

by

or

of

5.0 FUTURE DIRECTIONS 5.1 New corrosion-resistant reinforcing bars are emerging as a possible solution for corrosion resistance. Some organisations in India are already offering corrosion resistant steel. Research efforts are in progress towards the use of non- ferrous materials as reinforcement. Carbon fibre based prestressing strands are also in experimental stage. HPC is perceived as a potential material for reinforced and prestressed concrete in bridge structures. Compressive strengths of 100 - 1200 MPa is a distinct possibility in the near future. Condensed Silica Fume will be extensively used for HPC. Superplasticisers will find extensive use.

A major factor in the design of any longspan 5.3 design and construction concerns the dead weight of the structure itself. Live loads form only a very minor component of the total loads to be transmitted to the foundations. In this context research attention is being

bridge

14

focused on the use of lightweight concrete for superstructure of bridges. This assists in reducing total dead load substantially.

the the using

Some bridges have actually been realised by lightweight high strength concrete. One of the earlier examples include the Deutzer Bridge in Germany built in 1978. The maximum span is 185 m and the design concrete strength was 69 MPa. The Salhus High bridge, Norway, built in 1992-93 has used lightweight high strength concrete with density of less than 1920 Kg. per cu.m. The average strength achieved was 73.5 Mpa. Some other examples from Norway are given in Table No : 4 TABLE NO : 4

--------------------------------------------------------Name Year Strength Density (Kg/cu.m.) --------------------------------------------------------Sandormoya Bridge 1989 56 MPa 1850 - 1900 Stovset Bridge 1993 74 MPa > 2000 Endresta Bridge 1987 76 MPa 1900 --------------------------------------------------------5.4 Ordinary Portland Cement of higher grades may be developed. Already some Indian factories are clamouring for 63 grade specifications. High early strength cement will also be commercially available. Blended cements for ensuring durability are likely to be streamlined. Fibre 5.5 applications combination of to improve the reinforced concrete is expected to find extensive for wearing coats and overlays. A steel and polypropylene fibres may be used strength and ductibility at the same time.

Wideflanged structural steel sections are being rolled to 5.6 greater depths. During the construction of Jawaharlal Nehru Port Trust structures in the Eighties, 1200 mm deep rolled sections were used. Deeper roller sections in corrosion resistant steel may simplify fabrication of steel bridge decks and may even be competitive in India in due course. 5.7 Bridge deck slabs are required to be waterproofed laying wearing coat. Synthetic materials are under development for the purpose. There is no satisfactory solution at present in India. before

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5.8 New materials of durability for expansion joints likely to surface. Neoprene and other materials are currently in use. However, their life is much less than that of the bridge, necessitating replacement atleast twice or thrice during the service life.

are

5.9 Bridge bearings will go hightech. Self - lubricating systems valid for life will be developed. Load measuring sensors will be incorporated. Measuring devices for settlement of foundations will be part of the future bearings. As a logical extension, bearings will also incorporate self-activating flat jacks for raising the deck to compensate for settlements. CONCLUSION Development of new materials will have its favourable fall out resulting in improved bridge design and construction practices. Durability will be ensured for the life of the bridge, with minimum maintenance. Life cycle cost will be minimised. Long span continuous bridges will be predominant. National laboratories including CRRJ has a definite role to play towards realising the objectives. ----------------------------------------------------------------References : 1. Strategic Highway Research Program, FHWA, U.S.A. High Performance Concretes - A State of the Art Report, 1991. 2. CEB-FIP Application of High Performance Concrete, CEB Bulletin 222, Switzerland 1994. 3. Durning T.A. and Rear K.B. - "Baker Lane Bridge - High Strength Concrete in Prestressed Bridge Girders" PCI Journal, Vol. 38, No.3 May/June 1993. 6.0

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04/07/1996

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