Concrete Technology Corporation

Tacoma, WA, United States

Concrete Technology Corporation

Tacoma, WA, United States
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Badie S.S.,George Washington University | Chapman D.,Concrete Technology Corporation | Jiang Y.,George Washington University | Seguirant S.J.,Concrete Technology Corporation
American Concrete Institute, ACI Special Publication | Year: 2014

The Alaskan Way Viaduct replacement project is a joint program between the Washington State Department of Transportation (WSDOT), the Federal Highway Administration (FHWA), the City of Seattle, King County and the Port of Seattle. The project consists of several sub-tasks including the total replacement of the State Route 99 double-deck viaduct. The Alaskan Way Viaduct is a vital factor for economic sustainability while serving as a major transportation artery for the greater Seattle metropolitan area. Span 2C of this project is 210-ft (64.01 m) long and consists of an 8-inch (203 mm) thick cast-in-place concrete slab supported on seventeen WF100G precast pretensioned concrete girders. Construction is split into two phases: Phase I includes eight girders spaced at 6 ft-5 inches (1.96 m) on center and Phase II includes nine girders spaced at 6 ft (1.83 m) on center. This span has an eleven-degree skew and includes four cast-in-place concrete diaphragms at quarter points in addition to the end diaphragms. The WF100G girders are each 205-ft (62.48 m) long and 100-inch (2540 mm) deep. Each girder is reinforced with eighty (80) 0.6-in. (15.24 mm) diameter, 270 ksi (1860 MPa), low-relaxation seven-wire strands. WSDOT in collaboration with Concrete Technology Corporation (CTC) and the George Washington University (GW) have instrumented four girders of the second phase with about forty (40) vibrating wire gauges. This paper presents the details of the on-going plan developed by the WSDOT/CTC/GW team to monitor the progress of prestress losses over a period of three years. The paper will also present the challenges that the team faced during the instrumentation stage.


Seguirant S.,Concrete Technology Corporation | Marsh L.,Berger ABAM Inc. | Haraldsson O.,University of Washington | Eberhard M.,University of Washington | Stanton J.,University of Washington
PCI Journal | Year: 2012

Prefabricated bridge components are in increasing demand for accelerated bridge construction. Precasting eliminates the need for forming, casting, and curing of concrete on site, making bridge construction safer while improving quality and durability. This paper describes the development and implementation of a precast concrete bridge bent system suitable for accelerated bridge construction in high seismic zones, such as western Washington. At the base of the bent, the column is connected to a spread footing using a socket connection, while at the top the column is joined to the cap beam using bars grouted in ducts. In both cases the connection was verified by testing before the system was implemented on-site by the Washington State Department of Transportation.


Arab A.,George Washington University | Badie S.S.,George Washington University | Manzari M.T.,George Washington University | Khaleghi B.,Bridge and Structures Office | And 2 more authors.
PCI Journal | Year: 2014

End zone cracking of pretensioned concrete girders has been become more prevalent due to the increased use of high-strength concrete, deep girders, thin webs, and high prestress forces. This paper provides a methodology for analytically simulating the behavior of pretensioned concrete members. The finite element method approach developed in this study was used to investigate the behavior of the end zone reinforcement of the 210 ft (64 m) long, 100 in. (2500 mm) deep super girders used in construction of the Alaskan Way Viaduct replacement in Seattle, Wash. End zone reinforcement of eight girders was instrumented for this purpose. The finite element analysis accurately predicted the measurements collected from the instrumented girders. The results of the finite element are compared with those of several other methods.


Firat Y.,BergerABAM | Easley R.,Concrete Technology Corporation | Zinserling M.,BergerABAM
Ports 2016: Port Planning and Development - Papers from Sessions of the 14th Triennial International Conference | Year: 2016

Two concrete pontoons were designed and constructed to serve as the new berths at the Port of Juneau Cruise Ship Terminal in Alaska. The addition of the concrete pontoons will enable simultaneous berthing of one Panamax-size cruise ship up to 1,000 feet (305 meters) in length and one post-Panamax-size cruise ship up to 1,100 feet (335 meters).The south berth concrete pontoon is 300 feet (91 meters) long and 50 feet (15 meters) wide, while the north berth concrete pontoon is 400 feet (122 meters) long and 50 feet (15 meters) wide. Both pontoons are 20 feet (6 meters) deep. The existence of numerous heavy attachments to hull plating made the design and the construction of the pontoons challenging. This paper is focused on discussing the salient features of the design and construction effort for the concrete pontoons. © ASCE.


Nguyen H.,Nanyang Technological University | Stanton J.,University of Washington | Eberhard M.,University of Washington | Chapman D.,Concrete Technology Corporation
PCI Journal | Year: 2015

It is important to estimate girder camber accurately because differences between expected and actual camber can lead to construction challenges or girder rejection. Field measurements of daily variations in temperature profile and camber for two precast, prestressed concrete girders provided data with which to calibrate models of the effect of temperature variations on camber. Using measured temperature profiles over the height of the girder, the associated camber history was accurately computed, assuming a coefficient of thermal expansion of 5.5 × 10-6/°F (9.9 × 10-6/C). Two practical methods were also developed using 164 observations from 24 girders. To implement the simpler method (peak temperature camber method), the designer needs only to know the girder's length and depth and to estimate the maximum change in air temperature during the day, which is available from meteorological stations. The errors in the resulting models had root mean square average camber over time of about 0.1 in. (2.5 mm).


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Concrete Technology LLC | Date: 2013-01-22

Concrete panels; Concrete panels for use in a waterfall panel system.

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