Astm stp 1137 1992

The topics covered areas such as highway and bridge deterioration, numercial analysis, atmo- spheric corrosion, electrochemical impedance applications, stray current control, inno- vativ

STP 1137

Corrosion Forms and

Control for Infrastructure

Victor Chaker, editor

ASTM Publication Code Number (PCN) 04-011370-27

ASTM

1916 Race Street Philadelphia, PA 19103

editor

(STP ; 1137)

"ASTM publication code number (PCN) 04-011370-27."

"Papers presented at the symposium held in San Diego, CA on 3-4 November 1991 Foreword

Includes bibliographical references and index

ISBN 0-8031-1432-X

I Reinforcing bars Corrosion Congresses 2 Reinforced

concrete Corrosion Congresses 3 Corrosion and anti-corrosives- -Congresses I Chaker, Victor II Series: ASTM special

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Peer Review Policy

Each paper published in this volume was evaluated by three peer reviewers The authors addressed all

of the reviewers' comments to the satisfaction of both the technical editor(s) and the ASTM Committee

on Publications

The quality of the papers in this publication reflects not only the obvious efforts of the authors and the technical editor(s), but also the work of these peer reviewers The ASTM Committee on Publications acknowledge with appreciation their dedication and contribution to time and effort on behalf of ASTM

Printed in Ann Arbor, MI October 1992

Foreword

This publication, Corrosion Forms and Control for Infrastructure, contains papers pre-

sented at the symposium held in San Diego, CA on 3-4 Nov., 1991 The symposium was

sponsored by A S T M Committee G-1 on Corrosion of Metals, Subcommittee GI.10 on

Corrosion in Soils, and G1.14 on Corrosion of Reinforcing Steel V Chaker, Port Author-

ity of NY and NJ in New York, NY was the Symposium Chairman Symposium session

chairmen were N.S Berke of W.R Grace and Co in Cambridge, MA and E Escalante o f

the National Institute of Standards and Technology (NIST) in Gaithersburg, MD

About the Cover

The art work is by Melanie Wilson-Ligh of the Port Authority of NY and N J, New York,

NY

The design concept shows that by using available technology, corrosion of the infrastruc-

ture can be controlled and that the life expectancy of both the existing and new infrastruc-

ture can be extended indefinitely

The bottom pictures depict the corrosion impact on infrastructure The middle pictures

represent the state-of-the-art in sensors and computers to help control the corrosion of the

infrastructure The top pictures represent well-maintained infrastructures

R H McCUEN, P ALBRECHT, AND J CHENG

A Review of C o m p u t a t i o n a l S i m u l a t i o n T e c h n i q u e s - - v G DeGIORGI AND

A T h e o r e t i c a l Analysis for t h e R e s i d u a l S t r e n g t h of C o r r o d e d G a s a n d Oil

T r a n s m i s s i o n P i p e l i n e s ~ M F KANNINEN, K V PAGALTHIVARTHI, AND

C H POPELAR

T h e N U P I P E | R e c o n s t r u c t i o n T e c h n o l o g y ~ J B HINTE

E s t i m a t i n g the Life Cycle of R e i n f o r c e d C o n c r e t e Decks a n d M a r i n e Piles Using

L a b o r a t o r y Diffusion a n d C o r r o s i o n D a t a ~ N S BERKE AND M C HICKS

I n v e s t i g a t i o n of R e b a r C o r r o s i o n in P a r t i a l l y S u b m e r g e d C o n c r e t e - -

M FUNAHASHI, K F FONG, AND N D BURKE

R e c e n t D e v e l o p m e n t s in I n s p e c t i o n T e c h n i q u e s for C o r r o s i o n D a m a g e d C o n c r e t e

S t r u c t u r e s - - G JOHN, K, HLADKY, P GAYDECKI, AND J DAWSON

A n A u t o m a t i c Pipe C o r r o s i o n I n s p e c t i o n S y s t e m - - M SHIMIZU, N MUKAI,

M HAMADA, AND J SHIMAMURA

Prediction and Control of Sulfide Induced Corrosion in Concrete Sewer

Infrastructure and Rehabilitation Techniques J K JEYAPALAN 273 Corrosion Related Deterioration of Reinforced Concrete Structures at Oil

Refineries in the Persian Gulf R e g i o n - - v NOVOKSHCHENOV 284 Impregnation of Concrete with Corrosion Inhibitors N S BERKE,

M P DALLAIRE, R E WEYERS, M HENRY, J E PETERSON, AND B PROWELL 300 Predicting Service Life of Concrete Bridge Decks Subject to Reinforcement

Corrosion P D C A D Y A N D R E W E Y E R S 328 Measuring the Underground Corrosion of Steel Piling at Turcot Yard, Montreal,

Assessing the Role of Steel Corrosion in the Deterioration of Concrete in the

National Infrastructure: A Review of the Causes of Corrosion and Current

Bond Loss Between Epoxy and Alkyd Coated Reinforcement Rebars and

C o n c r e t e - - L A M A L D O N A D O , P C A S T R O , J H M A R R U F O , W G O N Z A L E Z , A N D

Repair and Cathodic Protection of Corrosion Damaged Reinforced Concrete

Wharves in the Middle East G~ J O H N , B L E P P A R D , A N D B W Y A T T 386

Tbe symposium, Corrosion Forms and Control for Infrastructure was organized to gather the state-of-the-art information in several fields directly related to the corrosion of infra- structure The accelerated rate of deterioration of this national asset is well recognized Since the cost of its replacement is prohibitive, its maintenance and the extension of it's life expectancy are mandatory To achieve this goal, new life prediction tools are needed, sensors for testing and monitoring must be developed, and artificial intelligence will have to

be used for speed and accuracy

The papers presented at the symposium and included in this volume met their purpose The papers covered most of the topics targeted and publicized in the Call F o r Papers The topics covered areas such as highway and bridge deterioration, numercial analysis, atmo- spheric corrosion, electrochemical impedance applications, stray current control, inno- vative solutions for pipes, corrosion of rebar in concrete, life cycle analysis, sensors for monitoring infrastructure corrosion, and corrosion forms in transportation infrastructure This b o o k is useful to both the practicing engineer and the scientists, since it covers numerous practical experiences and applications as well as new concepts for sensors, tools, and computerized techniques It offers facts and figures for modes of deterioration as well

as new solutions for extending the life expectancy of structures In addition, it gives innovative applications of existing technology to predict and control corrosion of many structures This book will serve the engineering and scientific community in promoting the use o f innovative successful techniques for solving some of the corrosion problems o f infrastructure It will also stimulate the manufacturing community to take some risks in developing needed tools for this important field

This publication deals with the current problems facing the engineering community, with all its daring challenges It contains new solutions for current problems and pioneer methodology to avoid future problems In summary, it could be conceived as the link between the past, present, and future of corrosion control of infrastructure

Acknowledgment

The Symposium Chairmen, the Officers, and Members o f Committee G-1 on Corrosion o f Metals, express their appreciation for the contributions of the authors, the reviewers, and symposium participants A special acknowledgment of appreciation for the efforts of the

A S T M staff in the development, follow up, and delivery of this special technical publication (STP) Some editing was done courtesy of Joan Regen of The Port Authority of NY and NJ, New York, NY

Victor Chaker, P.E

The Port Authority Of NY and N J, New York, NY; symposium chairman and editor vii

E.J F a s u l l o I

INFRASTRUCTURE: THE B A T T L E F I E L D OF C O R R O S I O N

Control For Infrastructure, A S T M STP 1137, v i c t o r

Materials, P h i l a d e l p h i a , 1 9 9 2

ABSTRACT: Our nation's d e c a y i n g i n f r a s t r u c t u r e and

c o m m u n i t y on the alert All r e s p o n s i b l e p a r t i e s

e x p e c t a n c y of these vital structures I n n o v a t i v e

s t r u c t u r e s is n e e d e d badly N e w t e s t i n g t e c h n i q u e s

t h a t u s e state-of-the-art, c o m p u t e r i z e d e q u i p m e n t need to be developed

Time is r u n n i n g out We can no longer p o s t p o n e the

financial w a y s and m e a n s have to be d e v e l o p e d to pay the cost The p u b l i c and p r i v a t e s e c t o r s h a v e

to join forces to get the job done q u i c k l y and at

also h a v e to t a k e a v e r y active role to e d u c a t e

i m p o r t a n c e of p r e s e r v i n g and m a i n t a i n i n g e x i s t i n g structures N e w a p p r o a c h e s to e d u c a t i n g e n g i n e e r s

m a y be needed I n n o v a t i o n in e n g i n e e r i n g d e s i g n

s o l u t i o n s m u s t be e n c o u r a g e d by d e a l i n g w i t h the issues of p r o f e s s i o n a l liability and e s t a b l i s h i n g

FASULLO ON THE BATTLEFIELD OF CORROSION 3

FASULLO ON THE BATTLEFIELD OF CORROSION 5

C o r r o s i o n p r e v e n t i o n m e t h o d s are o f t e n u s e d in c o n j u n c t i o n

w i t h o n e a n o t h e r E x a m p l e , c o a t i n g s a r e u s e d w i t h c a t h o d i c

p r o t e c t i o n to p r e s e n t t h e m o s t e c o n o m i c a l s y s t e m

C o n c r e t e a n d s t e e l w i l l c o n t i n u e to be e s s e n t i a l m a t e r i a l s for i n f r a s t r u c t u r e c o n s t r u c t i o n for the f o r s e a b l e f u t u r e

FASULLO ON THE BATTLEFIELD OF CORROSION 7

FASULLO ON THE BATTLEFIELD OF CORROSION 9

t e s t r a i l s u l t r a s o n i c a l l y for d e f e c t s r e s u l t i n g

f r o m fatigue T r a c k d a t a c a n be s t o r e d in

c o m p u t e r i z e d f o r m to h e l p f u t u r e m a i n t e n a n c e 2) N e w R a i l P r o p u l s i o n T e c h n o l o g i e s s u c h as A C t r a c t i o n

FASULLO ON THE BATTLEFIELD OF CORROSION 11

A V I A T I O N PROBLEMS

operators and airlines The intensity of sound can be

lowered noise levels, but a d d i t i o n a l r e d u c t i o n m a y be

limited c r e a t i n g c o n t r o v e r s i a l issues

2) Annual a i r l i n e travel d e p e n d s on the s t r e n g t h of the

N a t i o n a l P r o d u c t (GNP) C u r r e n t forecasts indicate t h a t

i n c r e a s i n g n u m b e r s of U n i t e d States and foreign a i r p o r t s

will have t r a f f i c d e m a n d e x c e e d i n g their c a p a c i t y for

longer p e r i o d s of time each day

3) A i r l i n e o p e r a t i o n s can p l a c e a severe b u r d e n on g r o u n d

capabilities G r o u n d access to and from a i r p o r t s d e p e n d s

e n t i r e l y on local p l a n n i n g and t r a n s p o r t a t i o n management

r e s e a r c h or p l a n n i n g for e n h a n c i n g the c a p a c i t y of g r o u n d

facilities

A D V A N C E D T E C H N O L O G Y F O R A V I A T I O N

i) A n a l y t i c tools can h e l p air t r a f f i c d e c i s i o n m a k e r s m a k e

rational s y s t e m choices The F.A.A has some c o m p u t e r -

based m o d e l s for q u a n t i f y i n g the effects of c h a n g e s in

equipment, procedures, a i r s p a c e configurations, and user

l a b o r a t o r i e s to increase the s y s t e m a n a l y s i s capability,

modeling, and s i m u l a t i o n t e c h n o l o g i e s are being a d d e d to

the agency's t r a f f i c m a n a g e m e n t facilities

2) One of the m o s t p r o m i s i n g t e c h n o l o g i e s for i m p r o v i n g

4) A d v a n c e d w e a t h e r radar systems that can m e a s u r e w i n d s

and other a u t o m a t e d w e a t h e r o b s e r v i n g s y s t e m s are being

deployed

5) Data link and s a t e l l i t e relay are two c o m m u n i c a t i o n s

d e v e l o p m e n t s for aircraft

6) New t e c h n o l o g i e s for b a g g a g e s c r e e n i n g include x-ray

t o m o g r a p h y devices, electromagnetic, and n u c l e a r - b a s e d

FASULLO ON THE BATTLEFIELD OF CORROSION 13

7)

systems to identify a t o m i c elements V a p o r d e t e c t i o n

t e c h n i q u e s will r e c o g n i z e and e v a l u a t e trace o r g a n i c

m a t e r i a l s p r e s e n t in explosives

N e w test p r o g r a m s are being i n i t i a t e d by A S T M

C o m m i t t e e s E24 on Fracture T e s t i n g and G01 on C o r r o s i o n

of M e t a l s to o b t a i n the c o r r o s i o n fatigue life of

designers, manufacturers, builders, and g o v e r n m e n t a g e n c i e s

that finance and operate these technologies

Some of the c u r r e n t l y a v a i l a b l e t e c h n o l o g i e s u s e d in

p r i v a t e industry are not u s e d w i d e l y in p u b l i c works Since

the need to m a i n t a i n and r e p a i r our i n f r a s t r u c t u r e has

r e a c h e d its peak, a d v a n c e s in t e c h n o l o g y and m a t e r i a l s can

p r o v i d e g r e a t e r e f f i c i e n c y and h i g h e r o p e r a t i n g standards

The f o l l o w i n g are some e x a m p l e s of such technologies:

i) N O N - D E S T R U C T I V E E V A L U A T I O N T O O L S

a) High speed, n o n - c o n t a c t s e n s i n g t e c h n o l o g i e s radar,

i n f r a r e d thermography, laser optics, u l t r a sound and

c) R e m o t e sensing and a u t o m a t i c control are now a v a i l a b l e

and u s e d in m a n y fields such as m a r i n e dredging,

FASULLO ON THE BATTLEFIELD OF CORROSION 15

E D U C A T I O N ISSUES

E d u c a t i n g e n g i n e e r s cannot be left to p r o f e s s o r s alone

L e a d i n g engineers and d e s i g n p r o f e s s i o n a l s m u s t p a r t i c i p a t e

expanded v i e w of the role of engineers in r e b u i l d i n g our

p r i o r i t y setting, and funding d e s i g n process is e q u a l l y the

role of the engineer [4]

C O N C L U S I O N

jeopardize safety, and create delays in i n t r o d u c i n g n e w

technology

societies, universities, scientists, and c o n s t r u c t o r s w i l l

be to offer i n n o v a t i v e solutions that will b e n e f i t future

Goods, U.S G o v e r n m e n t P r i n t i n g Office, A p r i l 1991

P o s i t i o n on C a t h o d i c P r o t e c t i o n Systems" Memorandum, A p r i l

23, 1982

Infrastructure: Civil E n g i n e e r ' s Role" J o u r n a l of A m e r i c a n

Society of civil Engineering, v o l l 1 4 , N o 2 , 1 9 8 8 , P P 6 1 - 7 2

ili 1945 1950 1955 1960 1965 1970 1975 1980 1985 1990 o'

Year

F I G U R E I A n n u a l D e i c i n g S a l t Usage, SO 2 a n d N O x

E m i s s i o n s in the U n i t e d S t a t e s

BABOIAN ON ACID DEPOSITION AND ROAD SALTS 19

(Oxygen r e d u c t i o n : n e u t r a l s o l u t i o n s ) (5) M +n + e- - - - > M + (n-l)

BABOIAN ON ACID DEPOSITION AND ROAD SALTS 21

BABOIAN ON ACID DEPOSITION AND ROAD SALTS 23

m i x e d p o t e n t i a l theory, the c o r r o s i o n r a t e (anodic

current) w i l l be low The o p p o s i t e is t r u e w i t h t h e

i n t r o d u c t i o n of r e d u c i b l e s p e c i e s

0.4 0,2

8ABOIAN ON ACID DEPOSITION AND ROAD SALTS

-0.5 , ,,i,,,, I , ,,i,,,, I , ,,i,,,, 1 , ,,i,,,, I , ,,J,,,

BABOIAN ON ACID DEPOSITION AND ROAD SALTS 27

f o r b a r e s t e e l a n d f o r z i n c i n g a l v a n i z e d s t e e l w e r e

TABLE 3

AVERAGE CORROSION RATES (~m/Yr) FOR AUTO BODY STEELS (REFERENCE 5)

8ABOIAN ON ACID DEPOSITION AND ROAD SALTS 29

REFERENCES

Prevention, Proceedings of the llth International

Corrosion Congress, Vol 2, AIM, Milan, 1990

A c i d Rain, A m e r i c a n Chemical Society, SS 318,

Washington, DC, 1986

Electrochemie, Vol 44, p 391, 1938

Corrosion Engineering, NACE, Houston, TX, 1987

Effects of A c i d Deposition on P o u l t i c e - I n d u c e d

Automotive Corrosion, in Materials Degradation Caused

by A c i d Rain, R Baboian, Editor, A m e r i c a n Chemical

Society, SS 318, Washington, DC, 1986

Atmosphere, A S T M STP 435, Philadelphia, 1968

NATIONAL COST OF DAMAGE TO INFRASTRUCTURE FROM HIGHWAY DEICING

REFERENCE: Menzies, T R "National Cost of Damage to

Infrastructure from Highway Deicing," CorrosiQD Forms and Control for Infrastructure, ASTM STP 1137, Victor Chaker, Ed., American Society for Testing and Materials, Philadelphia, 1992 ABSTRACT: This paper draws on findings from a study of the full cost of highway deicing salt by a National Research Council committee Cost estimates are presented for bridges, other highway components, and parking structures Summation of the more reliable cost items, for which supporting data are

dependable and relatively complete, suggests a national cost of

$200 million to $500 million per year Inclusion of cost items based heavily on committee judgment suggests a national cost of about $400 million to $900 million per year

KEY WORDS: infrastructure, highway deicing, road salt, winter maintenance, bridge decks, parking structures, cost

During the past 20 years, the condition of the nation's

infrastructure has received intense public and legislative

attention In particular, much of this attention has focused on the repair and maintenance problems associated with the

deterioration of concrete bridges caused in large part by chloride deicing salts

The effect of deicing salts (e.g., sodium chloride and calcium chloride) on bridges is well understood During the 1950s and 1960s, thousands of bridges were constructed, many of them on newly constructed Interstates, using cast-in-place concrete

heavily reinforced with steel Subsequently, the decks of many of these bridges developed pores or fine cracks that allowed water

Mr Menzies is a research associate at the Transportation Research Board, National Research Council, 2101 Constitution Avenue, Washington, D.C 20418

Although this paper draws heavily on the report of the National Research Council study committee, the views represented are those

of the author and not necessarily those of the National Research Council

30

MENZIES ON HIGHWAY DEICING 31

and corrosive chlorides to reach the underlying steel bars As the steel bars corrode, the resultant rust product expands, exerting

pressure on the surrounding concrete and causing it to crack and

fragment around the steel In turn, these damaged areas provide

free access to additional salt and moisture, which aggravates the

destructive processes already caused by freeze-thaw, vibrations, and impact loadings from traffic

Although bridge decks are the principal recipient of salt's

adverse effects, various other bridge and infrastructure components are affected as well For instance, corrosion of bridge joints and bearings, steel framing, and other bridge structural elements can be accelerated when exposed to salt from leaking decks and traffic

splash and spray Salt can also damage reinforced concrete

pavement, pavement joints, highway drainage systems, and roadside

hardware (e.g., guardrails, traffic signal circuitry)

Additionally, long-term exposure to salt has been linked to the

premature deterioration of hundreds of concrete parking structures

in the northeastern and midwestern United States

In recent years, a number of highway agencies have tried to

control these adverse side effects by experimenting with

noncorrosive deicers as alternatives to salt Compared with these

alternative materials, however, salt is inexpensive to purchase, and

is easier to handle, store, and apply As a result, highway

agencies need to know the true cost of salt, including the cost of

its adverse side effects, in order to determine the cost-

effectiveness of higher-priced alternatives Unfortunately, the

last major studies to determine the true cost of salt were conducted nearly 20 years ago

Recognizing the need for up-to-date cost information, Congress called on the Department of Transportation to sponsor a study of the full cost of salting, and identified the National Academy of

Sciences as an organization to conduct the study The National

Research Council, which is the principal operating agency of the

Academy, convened a special committee of experts in economics,

chemistry, materials science, environmental science, and highway

operations and maintenance This paper draws on findings from the

report of the committee, which was completed in October 1991

Specifically, the paper addresses costs related to bridges, other

highway components, and parking structures

BRIDGE DECKS

As discussed above, road salt is particularly detrimental to

bridge decks because the chloride ions in salt, along with moisture, penetrate concrete and cause the rusting of reinforcing steel bars Although this damage seldom affects the structural integrity of the deck, it can nevertheless cause extensive potholing of the deck

surface, which can seriously degrade ride quality Because bridge

decks often lack full shoulders and have limited maneuvering room,

even minor irregularities and potholes can result in safety hazards

that require prompt repair

Beck Repair Costs

Conventional methods of deck repair range from patching of

individual potholes to complete deck replacement Because of its

low cost, patching is the most common repair, although its

effectiveness is usually only temporary To provide longer-lasting

repair, the damaged concrete must be removed and replaced with new

concrete and special waterproof membranes or sealers that prevent

further intrusion of salt and moisture Such partial restoration,

however, is seldom completely successful in halting the corrosion

process, because unrestored sections often begin to corrode shortly

after the deck has been repaired

A disadvantage of partial restoration is that signs of

corrosion, such as potholes, may not become evident until well after

a large portion of the deck has become critically contaminated with

chloride Once this critical, or threshold, contamination level has

been reached, deck deterioration usually continues, regardless of

the subsequent use of salt or noncorrosive deicers In many

northern cities, where road salt is applied frequently and in large

quantities, unprotected decks reach this threshold contamination

level within i0 to 15 years after construction

According to data from the National Bridge Inventory file, about

55 percent of concrete decks in the United States are in sound

condition (Table i) In particular, the heavy salt-using regions of

the Northeast and Upper Midwest have a noticeably smaller share of

sound decks than do other areas of the country For instance, among

Ii- to 20-year old decks, only 75 percent are in sound condition in

these salt-using regions, compared with about 85 percent elsewhere

Moreover, among 21- to 30-year o l d d e c k s , only 45 to 60 percent are

in sound condition, compared with 65 to 75 percent elsewhere

Regional variations in deck condition are useful reference

points for estimating the effect of continued salting on future deck

repair costs For example, in the Northeast, Midwest, and Mountain

regions where the majority of deicing salt is used approximately

60,000 decks less than 20 years old are now in sound condition and

potentially vulnerable to chloride contamination from continued

salting (Table 2) On the basis of historical rates of deck

deterioration in these salt-using regions, one would expect about 15

percent, or I0,000, to become seriously damaged during the next i0

years because of continued salting Alternatively, however, if the

lower rates of deck deterioration in the low-salt regions of the

South and West are used instead, in order to determine how much deck

damage would occur in the absence of road salt, then only 5 percent

of these 60,000 decks, or 3,000, would become damaged which is

7,000 fewer (Table 2)

This rough calculation suggests that about 7,000 decks will

become damaged during the next i0 years because of continued

salting As a practical matter, however, deck damage will probably

MENZIES ON HIGHWAY DEICING 33

TABLE I HISTORICAL RATES OF DECK DETERIORATION BY REGION

(National Bridge Inventory file)

Share of Decks in Sound Condition

Excluding Florida, Alaska, and Hawaii, which have exceptional

environments

be much less severe than experience suggests, mainly because of

recent advances in bridge deck protection (discussed below)

Because of these advances, it is more likely that this 7,000 figure represents a high-end estimate, and that as a low-end estimate, as few as half this many, or 3,500, will become damaged

To estimate the average annual cost of repairing these damaged decks, it can be assumed (for simplicity) that about 1 in i0, or 350

to 700, will need to be rehabilitated each year during the 10-year period The typical surface area of a deck is 7,000 ft 2

Multiplying this figure by 350 to 700 damaged decks yields between 2.5 million and 5 million ft 2 of deck surface that will need to be rehabilitated each year According to estimates provided by the

California and New York state highway departments, the average cost

of rehabilitating a concrete deck, whereby the concrete is

completely removed and replaced and the reinforcing steel is

cleaned, is between $20 and $40/ft 2 Multiplication of this cost

range by the 2.5 million to 5 million ft 2 of deck surface that would need to be repaired each year results in a total repair cost of

between $50 million and $200 million per year

Deck Protection Costs

During the past 20 years, the premature deterioration of

concrete decks has challenged highway agencies to not only save the