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1.0 Background
Southern Transport Development Project is the
first expressway project in Sri Lanka. Kumagai
Gumi Construction Company in Japan, the
main contractor of the STDP from
Kurudugahahetakma to Matara section,
constructed seventeen road underpass bridges
and five river bridges across the local roads
and rivers. Detail design of the bridges had
been done by Central Engineering Consultancy
Bureau (CECB) in Sri Lanka.
1.1 Introduction
Cores of large concrete elements naturally
have high temperatures due to hydration
reactions within the cement matrix, which lead
to the suppression or chemical change of the
natural ettringite formed during the concrete
plastic stage after the addition of water. A
further chemical reaction with the sulphate,
naturally present in the concrete if the concrete
is in a wet condition and what is sometimes
called late ettringite is formed, This is DEF,
and it is these needle-like crystals which
provide sufficient force to cause cracking of the
concrete, usually associated with some
probably thermally induced micro cracking.
Typically the cracks appear at the concrete
surface where there is less restraint. The effect
of the DEF expansion of the core of the thick
Figure 01: Severely cracked pile cap at bridge B18 P05 pile cap
Figure 02: Map cracking pattern at bridge B18 - P05 pile cap
Cured with Spray Water and HESSIAN
Thermocuples
with Socket
12 mm Thick
Expanded
Polystyrene
TC2
12 mm Thick
Plywood
Formwork
A
TC4
TC1
Thermocuples
TC3
Grade 30/20
Concrete
Concrete Slab
SECTION A-A
PLAN
2. Experimental Investigation
2.1 Size of the Specimen
In order to measure the hydration temperature
rise, a concrete block with the dimensions of
1.5m x 1.5m x 1.5m was prepared. The concrete
block was cast on an earlier cast concrete bed
and the four sides covered with 12 mm
wrought plywood formwork sheets. As well
the top surface of the block was cured with
sprayed water and hessian. Necessary lateral
supports were provided to prevent sideways
deflection. This specimen size was selected
based on real structural requirement. Typical
cross section and plan of the arrangement is
shown in Figure 03. The materials and 12 mm
plywood formwork were selected since it is the
most common type used in Sri Lanka. The
experimental investigation was carried out
under actual local environmental conditions
close to the real structure. TC1, TC2, TC3 and
TC4 are the appropriate positions of the
thermocouples used to measure temperatures.
1525
6190
2875
WATER
OUT
TC23/TC24
TC19/TC20
WATER
OUT
WATER
OUT
NET WORK 8
NET WORK 5
NET WORK 6
NET WORK 11
1785
WATER
IN
m AL
5540
WATER
IN
WATER
OUT
WATER
OUT
600
NET WORK 9
NET WORK 10
NET WORK 3
750
600
WATER
IN
NET WORK 4
NET WORK 1
WATER
IN
NET WORK 2
WATER
OUT
WATER
IN
WATER
OUT
FRONT ELEVATION
1500
TC6
TC7
TC8
6 100
TC5
TC1
TC3
TC4
1500
TC2
NET WORK 1
WATER
IN
NET WORK 2
WATER
OUT
WATER
OUT
Hr mcc
NET WORK12
WATER
IN
WATER
IN
WATER
OUT
9800
NET WORK 9/
NET WORK10
NETWORK ON WALLS
WATER
OUT
NET WORK 7
700
WATER
IN
3135
TC17/TC18
WATER
IN
WATER
OUT
WATER
IN
........................................ 1
............................................. 2
Where,
m is the mass of concrete influenced by the
pipe
A is the area affected by the pipe (m2) assume
to be the area of a cylinder with a radius equal
to half the pipe spacing. With pipes at 450 mm,
A = 0.159 m2
L is the length of the pipe (m)
r is the density of the concrete (= 2394
kg/m3)
Cc is the specific heat of the concrete (= 1.045
kJ/Kg0C)
mw
Hr
C w w
...................................... 3
Graph 02:- Peak Temperature variation of base slab at ch: 52+100 box underpass structure
It can be seen that the maximum peak
temperature reached 52.2 0C, 18 hours after
placing the concrete. It is very much lower
than estimated peak temperature of 83.6 0C for
430 kg/m3 cement content. This is a reduction
of 31.4 0C from peak temperature of about 83.6
0C if cooling was not used. The measured flow
rate of water through the cooling pipe was
around 3000 l/hr, which was 2.3-times of the
minimum estimated factored volume flow rate.
The mean ambient temperature was around 27
0C
ACKNOWLEDGEMENT
The authors would like to convey their
gratitude to the employer of the project, Road
Development Authority, Eng. B.V.D.N.
Chandrasiri, Project Director (STDP) for
providing the background to carry out the
investigation. Further they thank previous
supervision consultant of the STDP Roughton
International, UK and main contractor
Kumagai Gumi Construction Company in
Japan as well as current consultant of the STDP
south
section
Resource
Development
Consultant, Engineering Consultant Limited,
MG Consultants JV and main contractor China
National Technical Import and Export
Corporation for their assistance in this work.
5. Conclusion
Reference
1.
8.
Southern
2.
3.
4.
5.
6.
7.
Transport
Development
Project
Dr P B Bamforth, Investigation report of
Working life of pile caps - Southern
Transport Development Project
Dr Ian Sims, Investigation report of
Cracked Concrete Pile Caps, Expert
Assessment by Dr Ian Sims- Southern
Transport Development Project
Nigel Hewson, Remedial works for pile
cap and pier stem at B03-P02
Neville A. M., 2000, Properties of Concrete,
4th edition, London.
Bamforth P.B., 2007, Early-age thermal
crack control in concrete, CIRIA report
C660, London.
Harrsion T. A., 2000, Early-age Thermal
Crack Control in Concrete, CIRIA Report
135, London.
Harrsion T. A., 2000, Early-age Thermal
Crack Control in Concrete, CIRIA Report
91, London.
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