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Naval Air Station

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shim_trans  Summery
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shim_trans  Objective
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shim_trans  Project Background
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shim_trans  Scope of Work
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shim_trans  Bravo 25 Description
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shim_trans  Overview
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shim_trans  Crane Rail Removal
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arrow_right  Loss of Transverse
 Negative Moment
 Capacity over the
 Outboard Crane Rail
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shim_trans  Concrete Repair
 Materials
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shim_trans  Top Deck
 Repair Procedure
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shim_trans  Under Deck Repairs
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shim_trans  Cathodic Protection
 System
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shim_trans  Cathodic Protection
 System Installation
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shim_trans  Grout Resistivity
 Measurements
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shim_trans  Reinforcing Steel
 Lead Wire Installation
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shim_trans  Upgrade Reinforcement
 Introduction
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shim_trans  Analysis of Bravo-25
 Load Response
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shim_trans  Calculation of
 Bravo 25 Resistence
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shim_trans  Modes of Failure
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shim_trans  Bravo 25
 Upgrade Design
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shim_trans  Concrete Surface
 Preparation
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shim_trans  Embedded
 Reinforcement
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shim_trans  Wet Lay-up
 Composite Laminate
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shim_trans  Proof Tests using
 Impact Load Method
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shim_trans  Costs
 Acknowledgements
 References
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Turbine Deck Load Capacity Restored


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Home > Featured Project > Pearl Harbor

Featured Project

 

Loss of Transverse Negative Moment Capacity over the Outboard Crane Rail

Upon removal of the old crane rails, extensive corrosion was discovered in the top layer of steel reinforcement adjacent to the outboard rails (Figure 15). This condition compromises the flexural and shear capacity of the adjacent slab to support loads between the outside rail and curb. The structural analysis showed that the deck needs a flexural capacity of 1,150 in-kip/ft (130 kN?m) to support outriggers. This will be provided in the upgrade area with carbon reinforcing rods. While there is no proof of the cause of deterioration, standing water in the rail slot that has migrated through cracks to the reinforcing was a major contributing factor.

 

This obviously has been occurring over decades and in some areas the rebar had not been replaced when previous repairs were made. Corrosion and damage was discovered when the rails were removed. The techniques for detecting corrosion and delamination did not detect the damage beforehand. The rails have excessive corrosion, which has contaminated the grout bed (up to 2 inches (5 cm) thick) below the rail (Figure 16). The extensive repair project finished in 1996 either did not detect these damaged areas or repairs were made to the concrete without replacing the corroded steel. Since the corrosion exists along the 200-foot (60 m) length of the upgrade project site there is an excellent chance damage is extensive along the entire length (3,200 feet (980 m)) of all the Bravo wharves (22 through 26). Since the outboard rail area is badly corroded, the interior rails may also be corroded. Given that the repair project of 1996 missed the damage on Bravo 25, future repair projects could just as easily result in the same oversight.

 

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Figure 15. Detail of corroded Number 3 and Number 6 bars adjacent to outboard crane rail slot.

 

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Figure 16. Exposed rebar near rail slot on the east end of Bravo 25. Rail plate and grout bed are still in place. Area had been previously repaired without replacing steel.

 

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Figure 17. Crane operators attempt to achieve as much reach as possible by placing outriggers close to curb.

 

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ACE Restoration & Waterproofing, Inc.
620 E. Walnut Ave.
Fullerton, CA 92831
714.526.7366
Fax: 714.526.7965

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  ACE Restoration and Waterproofing Quick Service Overview:
  Concrete repair; concrete restoration, structural upgrade, epoxy injection,
  waterproofing, and more concrete technologies in Fullerton California (CA)
  by ACE Restoration and Waterproofing.

  Concrete Repair, Concrete Restoration, Epoxy Injection, Waterproofing

http://www.acerestoration.net/

 

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