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Recent Projects

Featured Projects

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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arrow_right  Overview
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shim_trans  Crane Rail Removal
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shim_trans  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

 

Overview

The objective of rehabilitating the concrete was to provide sound concrete, a uniform surface, and moisture protection for the installation of the cathodic protection system and for the application of the composite reinforcing. The scope was limited to the top and bottom of the deck and the track slabs. Piles, transverse girders, curb, and bollard/cleat platforms were not included. The NFESC-designed concrete repair represented state-of-the-art methods and materials. Some of the steps or procedures required in the specifications were not typical of normal construction but were strictly imposed due to the critical nature of preparing a sound surface for applying external reinforcing.

 

NFESC identified areas that required repair based on earlier condition assessment studies. Since Bravo 25 underwent extensive repairs in 1996, only minimal unsound concrete was expected to be encountered. Bravo 25 exhibited rebar corrosion and carbonation typical of a 50-year-old waterfront structure subject to chloride contamination. There is ongoing rebar corrosion, especially along the joints, cracks, and rails.

 

Concrete rehabilitation on the deck top surface between Bents 177 and 189 and between Bents 216 and 225 included:

  • Removing the outside crane rail
  • Removing asphalt, paint, oil, and chemical spills
  • Removing unsound concrete in the deck
  • Adding longitudinal steel rebar along the rail slot
  • Replacing unsound concrete with a polymer modified cementitious concrete
  • Repairing the rail slot with a polymer modified cementitious concrete
  • Slotting and sealing concrete cracks

 

The removal of the outside crane rail and the subsequent repair of the rail slot and adjacent concrete was a significant portion of the rehabilitation effort.

Concrete repair of the deck bottom surface between Bents 177 and 189 and between Bents 216 and 225 included:

  • Removing paint and coatings
  • Removing unsound concrete
  • Knocking down formed, built up patches from previous repairs
  • Replacing unsound concrete with a polymer modified cementitious concrete
  • Filling small voids, holes, and other “low” areas with a polymer modified cementitious grout

 

Below deck scafolding consisted of a continuous 5/8-inch (15 mm) plywood deck secured to a system of aluminum beams placed approximately 3 feet (1 m) apart. The beams rested on triangular knee braces that were clamped to the wharf piles. The staging provided a safe and convenient platform about 6 feet (2 m) below the deck to perform the work and a “net” to prevent concrete debris from falling into the harbor. Screening secured to the outer perimeter provided a barrier to confine the fine particles of concrete from being blown into the water.

 

Top Deck Concrete Removal. NFESC engineers defined the limits of unsound concrete with the contractor at the site. Limits were extended a few inches beyond suspected unsound concrete areas to simplify geometry of the repair area and minimize shrinkage stress concentrations. The contractor saw-cut a ½-inch (1.3 cm) deep perimeter around the unsound concrete. A 15-pound (7.3 kgm), pneumatic, hand-held chipping hammer was used to remove concrete inside saw-cut perimeters. Impacts tools greater than 15 pounds (7.3 kgm) can cause cracks in sound concrete and were strictly prohibited. Concrete was removed until only sound concrete remained, which sometimes required additional saw cuts to extend defined limits. The concrete removal process produced a very rough surface texture (roughness approximately ¼ inch (7 mm) in depth) without polishing the aggregate. Rebar with visible corrosion was “chased” to the point where no surface corrosion was visible beyond normal mill scale. Concrete around all bars was removed to at least 1 inch below the rebar.

 

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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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