Reactive Powder Concrete Bridges

Mark Rebentrost, BE (Hons.), PhD

Business Development Manager Ductal VSL Australia Pty Ltd
Mark has a Bachelor degree with honours in Civil Engineering from The University of
Adelaide. He has successfully completed a Doctorate under the supervision of
Emeritus Professor Warner from the same University in the field of advanced
structural analysis; more specifically in the overload behaviour of reinforced and
prestressed concrete beam elements. Mark is now working with VSL Australia in
Melbourne after spending some time with SKM. At VSL, he is responsible for many
aspects, including design and production, of VSLs ultra-high performance concrete
solutions. Marks research interests include the value optimised design of highperformance structures, in particular bridges and blast mitigation structures.

CONTACT:

Phone:

+61 (3) 9795-0366

Email:

mrebentrost@VSL-Australia.com.au

Brian Cavill, BE, FIE (Aust)

Chief Technical OfficerVSL Australia Pty Ltd
Brian graduated from the University of Technology Sydney in 1973, and is a Fellow of
the Institution of Engineers. He joined VSL in 1974 and is the Chief Technical Officer,
responsible for the management of their design activities and for the development of
new technologies. Brian has had direct and detailed involvement in the design and
construction relating to most of VSL's activities. Brian has also served on several
Standards Association committees and has presented papers at Australian and
international conferences.

Reactive Powder Concrete Bridges

Dr Mark Rebentrost, Business Development Manager, VSL Australia
Brian Cavill, Chief Technical Officer, VSL Australia

SYNOPSIS
Reactive powder concrete (RPC) is a cementitious material consisting of cement,
sand, silica fume, silica flour, admixture and water. Ductal is a RPC that contains
large quantities of steel or organic fibres. It was developed by Bouygues, Lafarge and
Rhodia and is produced locally by VSL Australia. The properties of Ductal are unique,
and allow designers to create innovative bridge structures of value that are both
structurally efficient and provide excellent resistance to aggressive agents.
Around the world, many examples of innovative RPC bridges exist. They include the
worlds first RPC pedestrian bridge, Sherbrooke Footbridge in Quebec, Canada; the
120m span Sunyudu Footbridge in Seoul, Korea; Sakata-Mirai Footbridge in Japan,
and more recent highway bridges in Virginia and Iowa, United States of America.
In Australia, the worlds first road bridge built using Ductal was completed in October
2004 at Shepherds Creek. This project was used as an evaluation of the material by
the Roads and Traffic Authority (RTA), New South Wales. A policy statement giving
approval for Ductal to be used on RTA bridges and structures was issued in
September 2005. In New Zealand, a series of footbridges have been constructed
using a Ductal superstructure with spans up to 20m, precast in Australia in sections
and post-tensioned prior to erection.
This paper provides a summary of the properties of Ductal, design considerations,
and primarily gives examples of reactive powder bridges around the world.

1.

REACTIVE POWDER CONCRETE

Reactive powder concrete can be described as an ultra-high strength concrete with

compressive strength in excess of 200 MPa. RPC was originally developed by
Rhodia, Lafarge and Bouygues, the parent company of VSL, and is a registered
trademark under the name of Ductal. The constituents of Ductal are cement, fine
sand, silica fume and silica flour as a filler, additive and water using a low watercement ratio and may include high-strength steel fibres or non-metallic fibres.
Reactive powder concretes are almost self placing and are best suited for precast
elements or in-situ repair or upgrade works. The durability properties are orders of
magnitude better than current high performance concrete. In structural applications,
RPC is generally used without any passive reinforcement, fine high-strength steel
fibres embedded in the matrix withstand secondary tensile stresses and prestressing
provides resistance to primary tensile stresses due to bending.
VSL Australia commenced production of Ductal in early 2003 at the University of New
South Wales (UNSW); further details are given in [1] and [2]. The ultra-high strength
of RPCs put them outside the direct provisions of national design standards and
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necessitates the need for a design guide. Research was hence undertaken at the
UNSW in view of developing a design guide for Ductal complying with the intent of
the Australian Standard for Concrete Structures (AS 3600) [3]. Part of the research
included beam tests to evaluate shear strength parameters and mechanical tests for
strength to set characteristic design strength. The development of this guide takes
into account the extensive material research undertaken in France where the original
development took place, including accelerated chloride ion exposure tests to develop
minimum cover and durability parameters, of the material took place.
200

Bending stress [MPa]

40

Stress [MPa]

175
150
125
100
75
50
25
0
0

10

13

-3

Compression strain [10 ]

a. Stress-strain response in compression

30
20
10
0
0

b. Bending stress-deflection response

Figure 1. Force-deformation response of Ductal in compression and flexural tension

Figure 1 shows typical compression and flexural tension behaviour of Ductal from a
heat treated production mix and carried out in accordance with Australian Standard
for concrete testing [4]. An attribute of the very fine constituent materials used in
RPC, is the almost ductile post peak softening behaviour in compression and peak
strength of 180 MPa (Fig 1a). In comparison, ordinary high-strength concrete not
containing fibres has a much more pronounced capacity loss in compression after the
peak stress is attained. The stress-deflection response of Ductal shown in Figure 1b,
are attained from four-point flexure test and show the excellent properties in flexural
tension due to the addition of high-strength steel fibres to the Ductal mix. Table 1
gives the present ranges of design properties used for reactive powder concrete
(Ductal) productions in Australia by VSL. Note that heat treatment of Ductal improves
the mechanical and durability properties, and substantially reduces creep and causes
all shrinkage to occur during the treatment.
Table 1. Design properties of reactive powder concrete (Ductal) with heat treatment
Compressive strength
Elastic modulus in compression
Flexural tension modulus of rupture
Flexural tension first cracking
Density
Shrinkage strain after 56 days (no heat treatment)
Shrinkage strain after heat treatment

140-160 MPa
47,000 MPa
24 MPa
20 MPa
2450 kg/m3
500 microns
Almost 0 microns

In general, reactive powder concretes exhibit extremely high resistance to

penetration of aggressive agents, due to the absence of capillary porosity. Some
durability properties of Ductal are listed in Table 2.
Table 2. Durability properties of Ductal
Reactive Powder Concrete Bridges - Dr M. Rebentrost

Deflection [mm]

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Total porosity
Microporosity (>10m)
Permeability (air)
Water absorption
Chloride ions diffusion
Electrical resistance (excluding steel fibres)
Electrical resistance (including steel fibres)
Abrasion resistance coefficient

2.

2-6%
< 1%
2.510-18 m2
< 0.2 kg/m2
0.0210-12 m2/s
1.13103 k.cm
137 k.cm
1.3

RPC ROAD BRIDGES

The state-of-the-art of RPC road bridges can be described at the present as being on
the verge of moving from research bridges, which have been monitored over a period
of time, to the applications of RPC in a cost-effective life cycle costed bridge. A major
RPC road bridge has yet to be constructed, but in the view of the author such project
will be likely to occur in the near future.
Shepherds Creek Road Bridge: NSW, Australia
Secondary transport roads in Australia are dominated by short span highway bridges,
many of which are approaching design life and carrying capacity limits. The design
live load for bridges was recently increased substantially and many existing bridges
in Australia will need to have their superstructure upgraded or loading limits will
apply. The Ductal solution developed for the Roads and Traffic Authority (RTA) of
New South Wales by VSL Australia and rationalised in the construction of the
Shepherds Creek Bridge is considered an evaluation trial of the material, design
procedures and constructability of Ductal.
The Shepherds Creek Bridge replaces an existing timber bridge. It comprises four
traffic lanes and a footway (Figure 2a). The design live loading is the maximum of
T44 and HLP320 truck loading. The bridge is a single span of 15m with a 16o skew.
The superstructure, shown during construction below in Figure 2b, comprises 16
precast pre-tensioned RPC beams and an in-situ 170mm thick reinforced concrete
deck slab. The slab is placed onto thin permanent precast RPC formwork panels that
span between the beams. The beams are of I-section, with a total depth of 600mm
(Figure 2a) and spaced at 1.3m. The formwork slabs are 1.1m wide, 2.4m long, with
a thickness of only 25mm
The construction of the bridge followed the same procedures as the construction
using conventional concrete beams and slabs. The beams have the significant
advantage of weighing 4.2 tonnes (280 kg/m) over a length of 15.1m. This compares
to about 9 tonnes for a conventional prestressed beam. The permanent formwork
slabs are also extremely light and provide a highly durable soffit to the deck.
As part of the RTA certification programme for Ductal, the Shepherds creek bridge
was load tested on completion of the first stage, comprising the first 2 lanes, and

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again one year later. The load tests were carried out by the RTA using its purpose
built load test rig with a test load induced effects into the bridge equivalent to 1.5
times the T44 serviceability load. The tests confirmed that the behaviour of the bridge
conforms to the design, with the deflection of the most highly loaded girder being only
5mm compared to the theoretical estimate of 6mm. Figure 2c shows the bridge open
to highway traffic. In September 2005, the RTA issued a policy statement giving
approval for Ductal to be used on RTA bridges and structures. Further project
information can be found in [5].

a. Cross section and beam details

b. Installed beams and formwork slabs

c. Bridge open to traffic

Figure 2. Shepherds Creek Road Bridge: Australia

Optimised RPC Prototype Bridge: Washington, USA
Research is currently being conducted at Ohio University, Michigan Technological
University, Iowa State University, and Virginia Polytechnic Institute and State
University to help better understand RPC properties. Testing is ongoing at the
Turner-Fairbanks Laboratory near Washington DC on a prototype prestressed
pretensioned section that has been optimised to take full advantage of RPC
properties. Figure 3c shows the completed prototype Ductal bridge.
The bridge consists of two, side-by-side, 21.3m long beams with a PI-shaped section
(Figure 3a). The beams also form the deck which has a nominal thickness of only
76mm; other section dimensions are shown in Figure 3a. The section strength is
achieved with the addition of pretensioned tendons (11-15.2mm in each leg) only
and contains no ordinary reinforcement in the longitudinal and vertical direction and
in the anchorage area. A single 15.2mm pretensioning tendon is placed at the top
of each leg to balance internal section forces due to prestressing. The end
diaphragms have a thickness of 50mm and are clearly visible in Figure 3b.

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Stainless steel bars are used to

connect the two beams and give
the deck increased transverse
stiffness across both beams. The
connection bars are placed at 1m
spacing and pass through the
outside stiffening lip of the PIsection below the deck level. For
grouting, notched fill openings
are cast into the beams at the
location
of
the
transverse
connection bars and running
along the length of the beam as
shown in Figure 3a.

b. RPC bridge beam being placed

a. Typical cross section showing dimensions

c. Completed bridge

Figure 3. Prototype Ductal deck beams : Washington, USA

Wapello County Bridge: Iowa, USA
Lafarge North America has been a strong driving force behind the development of
RPC (Ductal) in highway bridges. Through their involvement and an innovative bridge
program fund granted to Wapello County and the Iowa Department of Transportation,
the first RPC highway bridge in the USA was constructed late last year. Construction
of the prestressed Ductal beams, for an actual bridge replacement project in the
Wapello County, was completed after an extensive testing scheme to verify both
shear and flexural capacity. The beams are 35.6m (110ft) long and contain no mild
reinforcing steel, except to provide composite action with a cast-in-situ deck. Load
testing was carried out on a 23m (71ft), long test beam along with shear testing of
smaller beams. Further details of these tests are given in [6].
Figure 5a shows the pretensioned bulb tee beam section shape and strand details at
mid-span. The section contains a total of 40-15.2mm strands stressed with an initial
prestress of 72.6% of their yield. Eight (8) strands are debonded 2m from the beam
ends and a total of 16 strands are debonded 1m from the ends. All but five (5)
strands are placed at a constant depth along the beam. The remaining strands are at
a constant depth for 3.5m either side of mid-span and draped from a minimum depth
of 100mm at the ends.

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Bent mild reinforcing bars are cast into the top of

the beam to give a composite action with the cast
in-situ deck. Fibre optic gauges were installed
inside the beam to measure strains at strand
release, during construction, and final dead and
live loading.
During construction, a total of three beams were
lifted into place by two cranes placed at each
abutment (Figure 5b). Later the in-situ deck was
cast and the bridge furnished for completion and
opened to traffic (Figure 5c).

b. RPC bridge beam being placed

a. Typical cross section (mid-span)

c. Completed bridge open for traffic

Figure 5. Wapello County Bridge Replacement Scheme: Iowa, USA

3. RPC FOOTBRIDGES
As noted by Schlaich [7], new materials and structural types can be more easily
introduced to pedestrian bridges than road bridges as it is easier to convince a client
of the structure and the related cost are small. This statement indeed holds truth, as
the listing of innovative RPC footbridge examples that follows below shows. One
notable RPC footbridge not included in this listing, due to space limitations, is the
bridge described by Casanova [8], which is unique in its very high fire rating.
Sherbrooke Footbridge: Quebec, Canada
Sherbrooke Footbridge was the worlds first RPC bridge application (Figure 4). The
bridge superstructure is a post-tensioned open-web space truss composed of six
prefabricated match-cast segments, which was assembled on site using internal and
external post-tensioning. The 3m deep truss provides pedestrian and bicycle traffic
access across the Magog River in a single 60m span. The deck slab is 30mm thick
and 3.3m wide, transverse monostrands are placed in 70mm stiffening ribs. Truss
diagonals are made of Ductal confined in 150mm diameter steel tubes (wall thickness
of 2mm) giving improved ductility and a compressive strength of 300 MPa.
Each diagonal is prestressed with two greased monostrands and anchored in VSL
custom-designed miniaturised anchors [9]. The anchors are fully encapsulated and
need no bearing plate or anti-burst reinforcement with the RPC resisting the high
compressive stresses beneath the head. The truss also has two bottom chords with
internal prestressing to provide continuity between segments and maintain
compression in the beam under serviceability limit state. External longitudinal posttensioning is provided to satisfy ultimate limit state.

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Figure 6. Sherbrooke Footbridge: Quebec, Canada

To allow short and long-term performance monitoring, the University of Sherbrooke
and Concrete Canada installed extensive instrumentation during fabrication and
assembly of the bridge [10]. The designers of the Sherbrooke Footbridge noted it as
being a unique example of the use of RPC in a space frame structure, and paving the
way for future innovations [11]. This has become evident in a recent research study
completed in Switzerland on the feasibility of RPC for similar underspanned bridges.
The study draws positive conclusions on the value of RPC in such structures [12].
Sunyudo Footbridge: Seoul, Korea
To date, the Sunyudo (Peace) Footbridge in Seoul (Korea) shown in Figure 7b is the
largest RPC bridge in the world with a single span of 120m. It is comprised of six (6)
precast and post-tensioned segments of PI-shaped section. The arch is supported at
each end by two reinforced concrete foundations 9m deep resisting the horizontal
thrust of the arch.
The section developed for the Sunyundo Footbridge, consists of a transversally
ribbed upper slab and two girders. The width of the arch is 4.3m and it is 1.3m deep
with a thin (30mm) slab supported by transversal ribs at 1.225m, and two longitudinal
ribs at the extremities of the transversal section. This ribbed slab is supported by two
160m thick webs. The transversal ribs are prestressed by 12.7mm sheathed and
greased monostrands. Specially adapted, small anchors similar to those used in the
construction of the Sherbrooke footbridge (see above) were used to transfer the
prestressing forces. In the longitudinal direction, the structure is prestressed by three
(3) tendons in each leg. Figure 7a shows the section details and also indicates that it
contains no ordinary reinforcement.
During construction all segments were prefabricated next to the erection site in an
area containing the batching facility, steel formwork and heat treatment chamber.
The arch erection sequence commenced at one abutment with segments being
supported on three temporary piers up to mid-span. Longitudinal tendons were
installed and stressed from the abutment after erection of the first half of the arch.
With the second half erected and all segments in position a short key segment was
installed at the centre of the arch and continuity tendons stressed.

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Prior to opening the bridge in 2002

a preliminary vibration test of the
first three modes was undertaken.
Tuned mass dampeners were
installed at mid-span to limit
measured first and third mode
maximum
accelerations
and
achieve comfort criteria. Further
project details are given in [13].

a. Typical cross section showing dimensions

b. Completed bridge

Figure 7. Sunyudo Footbridge: Seoul, Korea

Sakata-Mirai Footbridge: Sakata, Japan
Sakata-Mirai Bridge was designed to fit into the graceful and monotone environment
of the local environment. The bridge takes full advantage of the characteristics of
Ductal and does not use any passive reinforcement and instead achieves strength
through external prestressing. The bridge is extremely light with a dead weight of only
56 tonnes; approximately a fifth of the dead load of an equivalent ordinary
prestressed concrete structure and resulting in an economic advantage of around
10% [12]. Figure 8 shows the bridge, which consists of a single 50.2m span, and a
typical cross section at mid-span showing the two external prestressing tendons
consisting of 31-15.2mm strands. The section height varies from 550mm at the
supports to a maximum of 1650mm at mid-span (Figure 8) to satisfy deflection limits
of span/600. A 3-D non-linear FEM analysis taking into account the holes was utilised
to carry out detailed design verification. The bridge consists of six (6) precast
segments that were erected onto temporary steel girders placed on a piled
abutments. An in-situ joint was used to connect the segments prior to post-tensioning
and removal of the temporary girders. Further project details can be found in [14].

Figure 8. Sakata-Mirai Footbridge: Japan

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Papatoetoe and Penrose Footbridges: Auckland, New Zealand

An important part of the station redevelopment being undertaken by the Auckland
Regional Transport Network Ltd is a series of new footbridges, providing ramp
access for pedestrians to cross the railway tracks. The station at Papatoetoe is the
first station to have the new footbridges and Penrose station the second. The
conforming design for the Papatoetoe pedestrian bridge was a conventional
prestressed concrete structure until a New Zealand contractor saw an opportunity to
reduce the weight and cost by using a Ductal solution proposed by VSL Australia.
The main advantage of the alternative solution is a significant weight reduction;
resulting in reduced design earthquake actions imposed by the New Zealand design
code and cost savings to be realised, particularly in the substructure and erection.
The Papatoetoe Footbridge has a total length of 175m consisting of ten simply
supported spans, with the majority of spans being 20m long. There are two shorter
spans of 8.2 and 10.2m. The bridge spans are formed using two precast Ductal
segments. The deck is 50mm thick, contains no ordinary reinforcement, and has two
symmetrical legs with large circular holes that provide architectural interest and
reduce weight; Figure 9a gives details. Along the beam, at every 2.7m, ribs protrude
350mm below the top of the deck slab to provide additional torsional rigidity. The
primary tension steel is provided by 10-12.7mm post-tensioned strands in the
bottom of each leg and six (6) strands at the top to balance stresses. Both tendon
profiles are straight and anchored directly against the RPC without the need for
further anchorage reinforcement.

a. Cross section of Ductal beam element

b. Ductal elements loaded on 40 container

c. Completed Papatoetoe Footbridge

d. Penrose Footbridge during construction

Figure 9. Papatoetoe and Penrose Footbridge: Auckland, New Zealand

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Production of the Papatoetoe bridge beams commenced in December 2004 and was
completed over a ten week period. To achieve the required architectural shape and
surface finish, a special steel formwork was utilised, comprised of a fixed internal
form and two side forms that shape the exterior surface and web penetrations. The
larger elements were match cast in two segments to allow later transportation on
standard 40-foot containers (Figure 9b).
The RPC beams were post-tensioned on site after delivery to New Zealand. Prior to
erection a topping surface made of ordinary concrete was applied to the Ductal
superstructure. This surface was graded in accordance with accessibility guidelines
and has a varying thickness. Steel hand rails were secured directly to the RPC
superstructure. A more detailed project account is given by Rebentrost [15].
A second footbridge at Penrose Station also in Auckland has recently been
completed using the same Ductal bridge element utilised on the Papatoetoe Station
footbridge. The bridge has a total length of 265m consisting of 15 spans of mostly
20m, and was opened to the public in March 2006. VSL Australia again prefabricated
the elements in Australia, to be post-tensioned and erected in New Zealand. The
same fabrication process were utilised and with the experience gained from the
Papatoetoe project, improved production cycles were achieved. Figure [9d] shows
the completed Penrose Footbridge. Later this year, fabrication of RPC bridge
elements for a third and fourth bridge in Auckland will commence.

4.

CONCLUDING REMARKS

This paper gives an Australian perspective of the recent utilisation of a reactive

powder concrete known under the brand name of Ductal. By example the suitability
of RPC in bridge engineering applications with high performance criteria such as
durability and architectural requirements are described. Although RPC is not a
replacement for conventional concrete or steel, it can create opportunities and
provide economical and innovative solutions as demonstrated by the examples
presented in this paper.
The exceptional properties of reactive powder concrete (RPC) provide designers with
the ability to engineer enhanced bridge and other performance based structures; with
particular reference to precast concrete solutions these enhancements include:
Significant dead load reductions of up to two thirds of conventional concrete
structures and comparative with steel structures due to the very high strength.
Excellent material ductility giving improved overload behaviour.
Improved durability and longer service life with reduced maintenance.
High flexural strength reducing the need for reinforcing steel and expanding the
range of structural shapes and forms.
Outstanding casting properties, RPCs are almost self-placing and have excellent
fluidity, allowing magnificent architectural shapes to be explored.

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5.

REFERENCES

1. Gowripalan N, Watters R, Gilbert I and Cavill B. Reactive Powder Concrete

(Ductal) for Precast Structural Concrete Research and Development in
Australia, 21st Biennial Conference of the Concrete Institute of Australia,
Brisbane, Australia, July 2003.
2. Gilbert I, Gowripalan N and Cavill B. On the Design of Precast, Prestressed
Reactive Powder Concrete (Ductal) Girders, Austroads 4th Bridge Conference,
Adelaide, Australia, November 2000.
3. Australian Standards. Australian Standard for Concrete Structures AS 3600.
2003, Australia.
4. Australian Standards. Australian Standard for Testing Concrete AS 1012-1 to 13.
Various years of publication, Australia.
5. Cavill B and Chirgwin G. The Worlds First RPC (Ductal) Road Bridge at
Shepherds Creek, NSW, Austroads 5th Bridge Conference, Hobart, Australia,
2004.
6. Moore B and Bierwagen, D. Ultra High Performance Concrete Highway Bridge,
National Concrete Bridge Council Concrete Bridge Conference, Reno, Nevada,
USA, 7-10 May 2006. (http://www.wapellocounty.org/roads/marshill.htm)
7. Casanova P. A fire-resistant ultra high fibre reinforced concrete footbridge without
reinforcement, Footbridge 2002, Paris, France, November 2002.
8. Schlaich M. Planning Conditions for Footbridges, Footbridge 2002, Paris, France,
November 2002.
9. Ganz H R and Adeline R. Mini-Anchorage for Reactive Powder Concrete,
International Conference on New Technologies in Structural Engineering, Lisbon,
Portugal, July 1997.
10. Lachemi M, Bastien J, Adelaine R, Ballivy, G and Aitcin P-C. Monitoring of the
Worlds First Reactive Powder Concrete Bridge, 5th International Conference on
Short and Medium Span Bridges, Calgary, Canada, July 1998.
11. Blais PY and Couture M. Precast, Prestressed Pedestrian Bridge Worlds First
Reactive Powder Concrete Structure. PCI Journal, Sept.-Oct. 1999, pp. 61-71.
12. Jungwirth J. Zum Tragverhalten von zugbeanspruchten Bauteilen aus UltraHochleistungs-Faserbeton (Structural Behaviour of Tension Members
Constructed of Ultra-high Performance Fibre Reinforced Concrete). PhD Thesis,
Structural Concrete Laboratory, Swiss Federal Institute of Technology, Lausanne,
Switzerland, 2005.
13. Ricciotti, Bridge to the Future. ASCE Civil Engineering Magazine, Vol 71 No 1,
November 2001.
14. Tanaka Y, Musya H, Ootake A, Shimoyama Y and Kaneko A. Design and
Construction of Skata-Mirai Footbridge Using Reactive Powder Concrete,
Proceedings of the 1st fib Congress, Osaka, Japan, October 2002.
15. Rebentrost M. Design and Construction of the First Ductal Bridge in New Zealand,
New Zealand Concrete Industry Conference, Auckland, New Zealand, September
2005.

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