Table of Contents. University of California, Berkeley

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2 Table of Contents Executive Summary ii Hull Design 1 Table 1: Hull Design Index Structural Analysis 2 Figure 1: SAP2000 Model Figure 2: Moment Envelope Development and Testing 3 Table 2: Aggregate Proportioning Table 3: Admixture Dosages 4 Figure 3: Mixing Construction Figure 4: Form Completion 5 6 Figure 5: Graphics Application Figure 6: Cracking Project Management 7 Table 4: Milestone Activities Table 5: Work Distribution Sustainability 8 Figure 7: Construction on Campus Figure 8: Paddlers Organization Chart 9 Project Schedule 10 Design Drawing 11 Appendix A: References A-1 Appendix B: Mix Proportions B-1 Appendix C: Bill of Materials C-1 University of California, Berkeley i

3 Executive Summary Located on the eastern shores of the San Francisco Bay, the city of Berkeley is well known for its eclectic and vivacious nature. One of Berkeley s most prominent visual features is its urban artistry, which has served as a colorful medium of expression for the community s diverse political and cultural sentiments. At the heart of the city is the University of California at Berkeley, an of its multinational and multicultural population. Keeping with its truly global constitution, UC Berkeley's Civil and Environmental Engineering program strives to make a real difference in the world around it. With its diverse student body, faculty, and staff, the program is regarded as one of the top in the world. This year, Cal Concrete Canoe found inspiration in the street art and of Berkeley in its latest canoe,. Regional Conference, the Cal Concrete Canoe team has this tradition of excellence by having a strong presence at the national competition. This year, the team recruited 19 new members and taught essential technical aspects of concrete canoe through its semester long student-led course. With this knowledge of concrete canoe, new members could immediately contribute to the various facets of the project. This year, Cal Concrete Canoe undertook two months from the initial discovery of the cracks to competition, the Project Management and Construction divisions devised a new, accelerated schedule to complete the second canoe. The Materials and Structural Analysis divisions collaborated to address all possible causes of cracking and prevent a repeat occurrence in the second canoe. To distinguish between the two canoes, the team dubbed them and The task of building both canoes was facilitated by the relocation of construction. This year, Cal Concrete Canoe was granted construction space on campus workspace in Richmond allowed construction sessions to be held more frequently. Eliminating travel also made University of California, Berkeley a lighter canoe, the Materials division eliminated the Berkeley s last four canoes. Instead, a light structural mix was designed with a focus on aesthetics. Additionally, alkali-resistant glass (ARG) scrim. A thorough structural analysis was carried out to assess the validity of the team's deviation from its typical composite design. The Graphics division decided to use a spectrum of bold colors to portray the dynamic theme, using the most intricate concrete stains in the team s history. The vibrant nature of Berkeley and the Bay Area is proudly captured in. Length Maximum Width Maximum Depth Hull Thickness Weight Colors Main Reinforcement Structural Mix Unit Weight Concrete Properties 28-day Compressive Strength Patch Mix Unit Weight 28-Day Compressive Strength Composite Shell Flexural Strength ft 30.5 in in 0.45 in 266 lb Red, Orange, Yellow, Green, Teal, Blue, Maroon, Black Alkaline Resistant Glass Scrim pcf 1,610 psi pcf 1,770 psi 1,150 psi ii

4 Hull Design The primary goal of the Hull Design division was to create a canoe that featured the best compromise between straight-line speed, maneuverability, and stability. Due to the slalom being eliminated this year, Cal Canoe favored straight-line speed over maneuverability. Also, given the paddlers depth of experience, the team With an early regional competition date, the schedule required a completed hull design just four weeks after the rules were released, leaving only enough time to evaluate past models rather than design a new hull. Cal Canoe used Prolines hull design software CNCCC s model as the baseline. Each design was analyzed and ranked based on overall speed, stability, maneuverability, and surface area. Overall speed was calculated as a weighted metric of friction and wave drag at different speeds. Primary stability measures how tilted in the water, a countering moment is generated to return the canoe to its original position. A greater distance between the center of gravity and the center of buoyancy results in a greater countering moment, increasing primary stability. Secondary stability was calculated as the angle at which the canoe would capsize. Analyzing past race videos showed that when making a turn, the point of rotation is located approximately two thirds of the canoe s length from the bow. Using this knowledge, team members formulated a maneuverability index which could be used to compare canoes. The primary factors in this index were the length of each canoe and the depth at which each canoe sat in the water. Additionally, the surface area of the canoe was considered because it directly correlates with weight. A smaller surface area is optimal as it results in a lighter canoe, which is ideal for paddlers. Analysis showed that relative to other past Cal Table 1: Hull Design Index canoes, 2009 s Bear Area design ranked highest in stability and maneuverability, but its low overall speed made it an unattractive selection s VoCal ranked best in overall speed, second in stability, and second in maneuverability, making it an ideal design for this year s races (Table 1). Veteran and alumni paddlers were representative practice canoe, the paddlers would be able to learn the nuances of handling sooner rather than have to adapt during the races at competition. shape, nearly vertical walls, lengthwise asymmetry, a bottom and nearly vertical walls improve stability, helping the paddlers maintain focus on proper technique during races. A long and narrow bow minimizes drag allowing the canoe to better cut through the water, while a wide, canoe with a symmetric hull has a tendency to climb the waves it generates, because the canoe experiences higher water pressure at the bow than at the stern (Jacobson 2005). s asymmetric design corrects for this phenomenon. Since more of the paddlers energy will be used to propel the canoe forward rather than upward, will be able to achieve greater forward acceleration. Finally, a strong keel line was incorporated into the design of the stern to enable paddlers to execute quick turns while maintaining a high level of control during the races. measures ft in length, has a beam of 30.5 inches, maximum depth of inches, and a surface area of 61 ft 2. With the combination of analysis, input from paddlers, and access to a replica canoe for for will yield optimal race performance. Canoe Speed Stability Maneuverability Surface Area (sq ft) Overall Bearied Treasure (2005) Caliente (2006) Bear Force One (2007) VoCal (2008) Bear Area (2009) Table 1: Past designs were analyzed and ranked from1 to 5, 1 being the best. University of California, Berkeley 1

5 Structural Analysis The Analysis division s objective was to ensure that would retain its structural integrity under all loading scenarios. Both SAP2000 analysis software, and hand computations were utilized to determine the structural requirements of the canoe. The team used Load and Resistance Factor Design, which, based on experience, is a reliable method when considering the required loads. First, the analysis division obtained the dimensions of the canoe, determined in Prolines hull design software. After importing the vertices into SAP2000, each division member meshed the canoe into a minimum of 4000 elements to yield multiple results and improve accuracy. With three distinct 1/8 th inch thick layers of concrete alternating with two layers of ARG scrim, the model had an overall thickness of 3/8 th inch. modulus of scrim was designated to be 28,000 ksi. Based on past experience, the concrete was assigned an elastic modulus of 1,800 ksi and a density of 55 pcf. From concrete density and surface area data, the total weight of the canoe was estimated to be 170 lbs. The Analysis division determined the structural requirements of the canoe from several general loading cases: transportation, display, co-ed sprint, women and men s endurance, and women and men s sprint. To yield conservative results, men and women were modeled as 250 and 175 lbs, respectively. The loads were individually assigned using load patterns and load cases. The canoe was modeled as a Figure 1: SAP2000 Model indicating the stress (psi) results from the co-ed sprint. Maximum stress occurs at the paddler s knees. Figure 2: Moment envelope of Different Loading Scenarios. simply supported beam to avoid external moments. To minimize support reactions, an iterative method was used to ensure that the upward hydrostatic force balanced the weight of the paddlers and canoe. To more accurately simulate the transportation loading scenario, upward loads rather than hydrostatic forces were used to represent team members holding the canoe. Team for each loading scenario and determined that the co-ed sprint generated the greatest stresses. Comparing results from each team member revealed that the minimum design requirements were a compressive strength of 620 of 130 psi. The maximum stresses occurred in the middle of the canoe at a paddler s knees (Figure 1). All the results from SAP2000 were compared to hand computations to verify accuracy. In hand calculations, the canoe was simulated as a simply supported beam under different loading scenarios, creating a moment envelope (Figure 2). The results obtained from the moment envelope were similar to those obtained from SAP2000 Analysis division then shared design requirements with the Materials division. After collaborating with the Hull Design and Materials divisions, the Analysis division is certain that the canoe will maintain its structural integrity under all loading conditions. University of California, Berkeley 2

6 Development and Testing s Materials division began the year with several ideas to improve upon last year s concrete design. The primary goal was to minimize the weight of the canoe by creating a light, aesthetically pleasing structural mix without compromising the strength of the concrete composite. The structural mix for last year s weight of 289 lbs hindered race performance. However, CyBear was still chosen as a baseline mix because it was one of Cal Canoe s most sustainable mixes. In addition, the strengths, weaknesses, and qualities of the mix were well known. In the process of testing 50 trial mixes, elements of each batch were individually adjusted to determine optimal proportions. The baseline composite, Each trial mix was cast in three 3 by 6 cylinders, dry cured, and subjected to a compressive strength test (ASTM C39). To reduce weight, the Materials division created to the canoe s mass and decreased the amount of labor mm recycled glass beads from the aggregate blend gave mixes a smoother appearance. Although resultant mixes were slightly denser, the difference was deemed acceptable because this would ultimately be offset by the To further reduce weight, the Materials division found a replacement for CyBear s dense ceramic aggregate. The team evaluated glass microspheres, cenospheres (a byproduct of coal combustion), smaller grades of recycled glass beads, and crushed material from old concrete canoes. Due to the accelerated schedule, it so the time-consuming process of recycling old canoes was judged to be infeasible. Next, the Materials division eliminated mixes with microspheres because they had less consistent workability than mixes using cenospheres or only recycled glass beads. Cenospheres were chosen over microspheres because they were more sustainable. Though they added grey specks to the appearance of the mix, the Graphics division approved them as a suitable replacement for ceramics (Table 2). In an effort to increase sustainability, portland cement was reduced to 39% by weight of the cementitious materials, the lowest of any of Berkeley s cement based mixes. To replace portland cement, the Materials division considered the use of various pozzolanic materials. Fly (VCAS) pozzolans were tested due to their low water color of the structural mix was important. The Graphics division requested a light gray surface on which to properly display s vivid stains. Unfortunately, unacceptable even at low proportions. Analysis of slag and VCAS mixes showed that a trade-off existed between compared to 2.6 for VCAS, but each 10% increase in slag content increased 28-day compressive strength by about 5%. The Materials division determined that a mix with 39% portland cement and 61% VCAS produced the best combination of color, compressive strength, and workability. With a compressive strength of 1630 psi, this mix exceeded the requirement of 620 psi set by the Analysis division. Cal Canoe aimed to reduce the amount of mix to give it a more polished look. Reducing the composite plates, but this was mitigated by adding Eclipse 4500, a shrinkage reducing admixture (Table 3). The team had no prior experience with using Eclipse so the manufacturer s recommended dosage was followed (Grace 2011). Not content with the aesthetic quality of this mix, the Materials division further experimented This new design optimized strength, workability, and appearance. Table 2: Aggregate Proportioning Aggregate Type Percentage in CyBear Percentage In mm* mm* mm* mm* cenospheres 0 20 Recycled Ceramics 25 0 *Denotes recycled glass beads University of California, Berkeley 3

7 Admixture Table 3: Admixture Dosages Recommended Dosage Actual Dosage Reason for Deviation Latex For additional adhesion Retarder High Range Water Reducer Caused excessive bleeding Shrinkage Reducer Before casting day, aggregates were batched and conditioned, then sealed in plastic bags to prevent moisture loss. The conditioning process consisted of spraying water on the aggregates while mixing, bringing them to saturated surface dry conditions. The low fraction of portland cement required a careful mixing procedure to ensure that the cementitious materials were addition of cementitious materials, followed by latex and other admixtures. Next, the water was added. After one minute of mixing, a uniform paste was formed and the conditioned aggregate blend was added. Mixing continued for 90 seconds, after which the aggregates were uniformly distributed and the correct amount of air was entrained. The Materials division used composite plates to been used in previous years. The ARG scrim was cheaper, easier to place during casting, and more readily available. ARG scrim s 67% open area, though less than the 82% bonding between layers. Flexural strengths of composite plates were tested (ASTM C293). When casting the plates, the three layers of concrete were placed 20 Figure 3: On casting day, the Materials division utilized a mixing procedure developed to improve dispersion of materials and consistency between batches. Above, admixtures are added to cementitious materials prior to mixing. minutes apart to simulate the conditions present during plates with ARG scrim was 1,100 psi, versus the 1,300 plates with ARG scrim still met the goal of 650 psi set by the Analysis division and ARG scrim was chosen to reinforce the canoe. Twenty-eight days after casting, several shrinkage cracks were noticed on the walls of the canoe. Multiple cracks went through all three layers of concrete. After consulting with professors and other divisions of the team, it was determined that the best way to minimize risk was to cast a new canoe. Further research indicated (Monteiro 2012, Hannant 1978). Although no difference testing was not entirely representative of the canoe itself. Having experienced such a close brush with catastrophe, the Materials division aims to develop better methods of testing for shrinkage cracking in the future. Because of the large number of trial batches, other feasible mixes had already been developed. When it became necessary to cast a second canoe, the Materials division already had a suitable structural mix which. This allowed the Materials blend. This mix s compressive strength was 1,610 psi, and the com posite plates with ARG scrim yielded a 1,150 by the Analysis division. In addition to this structural mix incorporated mm recycled glass beads as the structural mix. Since the mix was primarily aesthetic, providing a pristine surface for graphics. University of California, Berkeley 4

8 Construction After starting the year with a focus on compressing the construction schedule while maintaining quality, Cal Canoe overcame the unique challenges associated with building two canoes in one year. Since 2003, UC Berkeley s canoes have been constructed at a research facility approximately nine miles away from the main campus. However, few Berkeley students own cars and public transit does not serve the facility, so construction sessions had been limited to weekend mornings to accommodate transit time and team members schedules. To increase the number of available work hours, it was crucial to move worked intensely with faculty and staff over the summer and be constructed on the UC Berkeley campus in nine years. The move slashed transportation costs and eliminated hundreds of car trips. It also allowed the team to schedule construction sessions throughout the week. This was a critical capability in successfully completing this year s compressed schedule. Following previous years successes, 1.0 was constructed in a female form. After completing the hull design, the form was shaped from expanded polystyrene foam (EPS) using a computer numerically controlled milling machine. Once transported to campus, the form was coated in a thin layer of drywall, which was sanded smooth and covered in a layer of epoxy to facilitate form removal. This year, Cal Canoe opted to use foam with lower density than that of previous years, reducing cost and material usage as well as easing form removal. Care was taken to preserve the foam as much as possible, which will permit the team to re-mill the same polystyrene block into a new form for next year s canoe. These innovations reduced the cost of the form and increased sustainability without slowing the schedule or compromising safety. canoes, the team prepared and packaged materials before each casting day. Aggregates were weighed out and conditioned, cementitious materials were measured into batches, and the ARG scrim was cut into sections. These preparations allowed the team to mix and place concrete rapidly on casting day, decreasing the risk of cold joints between layers of concrete. Team members without concrete casting experience were required to attend a practice casting session, where they learned proper concrete placement, safety, and quality control procedures. This training ensured that all team members were able to work swiftly and effectively while casting and. On casting day, three layers of structural concrete were placed, starting in the center of the hull and working outward towards the bow and stern. A layer of ARG scrim was placed between each layer of structural concrete. As soon as one section of concrete was placed, a layer of scrim was laid over it, and placement of the next layer of concrete would begin. This method ensured that no concrete surface was allowed to set before the next layer was placed, facilitating proper bonding. Since both canoes were cast on campus, a greater number of students were able to attend casting days. Instead of attendance being limited by the number of car seats available, all team members were able to participate, and those with schedule constraints were able to arrive late or leave early as needed. With this additional labor, the team was able to shape the gunwales and smooth the interiors of the canoes before the concrete set. This modest effort saved 20 to 50 man-hours during team members, helping make both of this year s castings faster than ever before. was weeks. A sanding tent was erected around the canoe to prevent concrete dust from escaping and to clearly demarcate areas where team members were required to interior of the canoe, it became apparent that the Analysis, Materials, and Paddling divisions. Several contingency plans were developed. Cal Canoe decided that the only way to fully assess the canoe s structural integrity was with a competition-style paddling test. Extra construction sessions were scheduled, and within a week, the form was removed using a hot wire cutter and form was constructed using as a male mold. Fiberglass was chosen to make the new form because it University of California, Berkeley 5

9 Figure 4: Wooden blocks were attached along the gunwales to increase rigidity. Evenly spaced plywood triangles were used to brace the form. Figure 5: Vinyl stencils used to guide the application of concrete stain are peeled 2.0 s exterior graphics. complete, it was removed from the canoe and was paddled through a full set of races. Throughout the test, cracks propagated across the hull and through all three concrete layers (Figure 4). Though the structural composite held, degraded aesthetics and the risk of failure during competition were deemed to be too great, and the team decided to cast a new canoe,. trimmed off, and a wooden frame was constructed to hold the form in place during casting. Materials were noticing the cracks, Cal Concrete Canoe cast. As before, concrete was placed in three layers and alternated with ARG scrim. Casting started in the center of the canoe and worked outwards. The canoe was covered with plastic and allowed to cure for two weeks by sanding the interior and the gunwales smooth with 60-grit sandpaper. Once a nearly-uniform surface was achieved, cured overnight and was then sanded smooth. A series of s earlier in the curing process and sanding the day after patching, Cal Canoe made the best use of available manhours. Sanding before the concrete had reached full strength reduced the amount of time required and further After sanding, the canoe was cleaned and graphics were applied. Graphics were created in Adobe Illustrator, cut out of vinyl using a stencil plotter, and carefully placed on the canoe. Colored concrete stain was applied to the canoe using aerosol sprayers and foam brushes. The stain dried quickly and the stencils were peeled back to reveal s vibrant interior surface. Some of the more intricate graphics required multiple layers of stencils and stains to achieve. Using stains allowed Cal Canoe to place graphics in days, rather than the weeks required for colored concrete. This Twenty-eight days after the second casting day, s exterior was exposed, the same process was achieved through sanding with 60-grit sandpaper. Blemishes were patched and sanding continued progressively to 1,200-grit. Vinyl stencils were placed on the surface and guided the application of colored concrete stains (Figure 5). Finally, the stencils were removed and both the interior and exterior of the canoe were covered with two coats of concrete sealer. This was then sanded to 2,000-grit to achieve a pristine surface. By eliminating the team constructed a canoe that is 23 lbs lighter than last year s canoe in only 30% of the time. Figure 6: Water seeped into the canoe, showing that cracks had propagated through all three layers of concrete. University of California, Berkeley 6

10 Project Management This year, s Project Management division led a diverse team and effectively managed consisted of a project manager, a junior project manager, analysis, graphics, and paddling divisions. To keep the divisions updated on overall communication through weekly meetings. Coordination within and across the divisions allowed the team to work cooperatively and overcome the challenge of building two canoes. The team s functional organization allowed enabled members to focus on aspects of the project in worked with smaller groups, thereby reducing risk. A weekly student-taught course covered all aspects of the project and kept members of each division connected as a cohesive team. Based on Cal Canoe s 2011 expenses, Project Management estimated a construction and research budget of $6,000. Relocating construction to campus reduced the transportation costs associated with traveling to the off-campus workspace used in the past. For formwork, the team selected lower density foam than what was used for previous canoes, further reducing costs and material use. Costs were also cut by obtaining material donations from local companies. These measures helped keep the team under budget, despite having to build two canoes. considerably below the initial budget of $6,000. Since this year s regional competition was set three weeks earlier than previous years, a compressed season. Major milestones (Table 4) were determined Table 4: Milestone Activities Milestone Variance Reason Mix Design None Efficient Testing Formwork Complete None Effective Scheduling Casting Day None Effective Scheduling Initial Finishing Incomplete Cracks in Canoe New Formwork None Increased Construction Casting Day 2.0 None Increased Construction New Finishing None Increased Construction from past experience. Form construction could not begin until the hull design was completed. The critical path was dependent on hull design, form construction, for casting the canoe by mid-december, over a month earlier than usual. This eliminated several weeks from the time normally allocated to materials development and analysis. However, the amount of time allotted for After assessing the shrinkage cracks discovered proceeding with the current canoe would be too risky. Instead, building a new canoe was determined to be the best course of action. The project manager and the construction manager collaborated to develop a new construction schedule. The Materials and Structural Analysis divisions worked together to select a trial mix that was more structurally sound, though less aesthetically pleasing, than that of. By selecting a trial mix rather than starting from scratch, the team saved nearly a month associated with testing new mixes. In just three weeks, the team successfully demolded the original, and cast a new canoe. Safety was a primary concern throughout the year, both in the testing lab and on the construction site. Workspaces were kept neat, clean, well lit and ventilated. Protective eyewear, gloves, and respirators were required when handling chemicals and particulate materials. All team members were required to wear closed toed shoes and long pants during construction sessions to minimize the risk of injury. Over 5,570 man-hours (Table 5) were put into the design and construction of and. Despite a major setback, the dedication and time given by the entire team made it possible for Cal to construct two complete canoes in its most ambitious year to date. Activity Table 5: Work Distribution Hull Design and Structural Analysis Work Hours University of California, Berkeley Mix Design and Testing 450 Construction 1,600 Paddling 2,000 Paper 400 Graphics and Other 700

11 Sustainability Cal Concrete Canoe strives for sustainability in all aspects of the project. This year, the team waste in the construction process. In order to reduce designing a smooth, white structural mix suitable for the application of concrete stain. Doing so resulted in a 23 lb reduction in weight compared to last year s canoe. To promote increased sustainability, portland cement content was reduced to 39% in the structural mix, the lowest percentage in any of Cal Canoe s cement based mixes. Cenospheres, a byproduct of coal combustion, were chosen as an aggregate over microspheres for their lower environmental impact. Concrete usage was further reduced by applying graphics with stain rather than colored concrete, which Cal Canoe has used for the past four years. Usage of sustainable materials extended beyond just the construction of the canoe. The Construction division constructed the display entirely from recycled pallets and crates. EPS foam taken from last year s form was used to build stands for the canoe and cross section, and the team has implemented a foam reuse program to minimize the amount of waste generated. space on campus to construct the canoe. Previously, construction was conducted at the Richmond Field Station, located nine miles away from campus. The time required for the team to carpool to and from the site required that construction sessions be held only on weekends. Centralizing construction this year enabled the team to hold more frequent construction sessions, which drastically increased productivity and reduced both cost and transportation times (Figure 7). Eliminating the commute also reduced environmental impacts from the greenhouse gas emissions and air pollution that driving would have generated. After constructing two canoes this year, the team plans to minimize waste by extracting further usage from practice canoe to provide the most accurate representation of competition races (Figure 8). Next year, the Graphics division plans to use the canoe to practice staining and evaluate possible designs, which would eliminate the life as an aggregate in a future canoe. Aquatic Park. For Cal Concrete Canoe, sustainability is imperative, not only in relation to the environmental impacts of construction, but also in the social effects of leading and working as a team. To preserve the team s course that educated both new and continuing team members about mix design, construction techniques, and structural analysis. This course gave members an opportunity to voice their ideas and contribute directly to the design of the canoe. A smooth transition of leadership responsibility and informed the rest of the team. Possible causes of the cracks were noted and openly discussed to prevent the same errors from reoccurring. With direct communication, transparency in leadership, and equal opportunity for each member to learn about the project, Cal Concrete Canoe will continue to grow and improve for years to come. University of California, Berkeley 8

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15 Appendix A: References ASCE/NCCC. (2011) American Society of Civil Engineers National Concrete Canoe Competition: Rules and Regulations. < Files/Student_Organizations/Events,_Activities,_ and_awards/concrete_canoe/2012%20nccc%20rules%20and%20regulations.pdf> 23 February Aggregate, C128-07a, West Conshohocken, PA. ASTM. (2010). Standard Test Method for Flexural Strength of Concrete (Using Simple Beam With Center-Point Loading), C293/C293M - 10, West Conshohocken, PA. crete, C138/C138M-10b, West Conshohocken, PA. ASTM. (2011). Standard Test Method for Compressive Strength of Cylindrical Concrete Specimens, C39/ C39M-11a, West Conshohocken, PA. California Concrete Canoe. (2008). VoCal. ASCE National Concrete Canoe Design Report. < ley.edu> 23 February California Concrete Canoe. (2011). CyBear. ASCE National Concrete Canoe Design Report. < berkeley.edu> 23 February Cenostar. (2010). EconoStar 200/600 Cenospheres. < Hannant, D. J. (1978). Fibre Cements and Fibre Concretes. John Wiley & Sons, Ltd. Pequot Press. Monteiro, Paulo. Personal Interview. 1 February Vacanti Yacht Design. (2000). Prolines 7, Hull Design Software. Pozzolans%20in%20concrete.pdf> 23 February University of California, Berkeley A-1

16 Appendix B: Mix Proportions Y D Design Batch Size (ft 3 ): 0.22 Cementitious Materials SG Amount (lb/yd 3 ) Volume (ft 3 ) Amount (lb) Volume (ft 3 ) Amount (lb/yd 3 ) CM1 Type I White Portland Cement CM2 VCAS Grade Fibers Volume (ft 3 ) F1 PVA Fibers (8 mm) Aggregates A mm Cenospheres Abs: 40% A mm Recycled Glass Beads Abs: 25% A mm Recycled Glass Beads Abs: 25% A mm Recycled Glass Beads Abs: 25% Water Mixture ID: GraffiCal 2.0 Structural Mix W1 Water for CM Hydration (W1a + W1b) W1a. Water from Admixtures W1b. Additional Water W2 Water for Aggregates, SSD Solids Content of Latex Admixtures and Dyes Total Cementitious Materials: Total Fibers: Total Aggregates: Total Water (W1+W2): S1 SBR Latex Total Solids of Admixtures: Design Proportion (Non SSD) Actual Batched Proportions Yielded Proportions Admixtures (including Pigments in Liquid Form) % Solids Dosage (fl oz/cwt) Water in Admixture (lb/yd3) Amount (fl oz) Water in Admixture (lb) Dosage (fl oz/cwt) Water in Admixture (lb/yd3) Ad1 SBR Latex 8.6 lb/gal Ad2 Retarder 9.6 lb/gal Ad3 High Range Water Reducer 8.9 lb/gal Ad4 Eclipse lb/gal Water from Admixtures (W1a): Cement-Cementitious Materials Ratio Water-Cementitious Materials Ratio Slump, Slump Flow, in. M Mass of Concrete. lbs V Absolute Volume of Concrete, ft 3 T Theoretical Density, lb/ft 3 = (M/V) D Design Density, lb/ft 3 = (M/27) D Measure Density, lb/ft 3 A Air Content, % = [(T-D)/Tx100%] Y Yield, ft 3 = (M/D) Ry Relative Yield = (Y/Yd) /- 1 in University of California, Berkeley B-1

17 Y D Design Batch Size (ft 3 ): Cementitious Materials SG Amount (lb/yd 3 ) Volume (ft 3 ) Amount (lb) Volume (ft 3 ) Amount (lb/yd 3 ) CM1 Type I White Portland Cement CM2 VCAS Grade Fibers Volume (ft 3 ) F1 PVA Fibers (8 mm) Aggregates A mm Cenospheres Abs: 40% A mm Recycled Glass Beads Abs: 20% A mm Recycled Glass Beads Abs: 25% A4 K1 Glass Microspheres Abs: 0% Water Mixture ID: GraffiCal 2.0 Patch Mix W1 Water for CM Hydration (W1a + W1b) W1a. Water from Admixtures W1b. Additional Water W2 Water for Aggregates, SSD Solids Content of Latex Admixtures and Dyes Total Cementitious Materials: Total Fibers: Total Aggregates: Total Water (W1+W2): S1 SBR Latex Total Solids of Admixtures: Design Proportion (Non SSD) Actual Batched Proportions Yielded Proportions Admixtures (including Pigments in Liquid Form) % Solids Dosage (fl oz/cwt) Water in Admixture (lb/yd3) Amount (fl oz) Water in Admixture (lb) Dosage (fl oz/cwt) Water in Admixture (lb/yd3) Ad1 SBR Latex 8.6 lb/gal Ad2 Retarder 9.6 lb/gal Ad3 High Range Water Reducer 8.9 lb/gal Ad4 Eclipse lb/gal Water from Admixtures (W1a): Cement-Cementitious Materials Ratio Water-Cementitious Materials Ratio Slump, Slump Flow, in. M Mass of Concrete. lbs V Absolute Volume of Concrete, ft 3 T Theoretical Density, lb/ft 3 = (M/V) D Design Density, lb/ft 3 = (M/27) D Measure Density, lb/ft 3 A Air Content, % = [(T-D)/Tx100%] Y Yield, ft 3 = (M/D) Ry Relative Yield = (Y/Yd) /- 1 in University of California, Berkeley B-2

18 Appendix C: Bill of Materials Material Quantity Unit Cost Total Price Cementitious Materials: Type I White Portland Cement (lbs) $0.20 $12.62 VCAS160 (lbs) $0.60 $60.62 Admixtures: Latex - FX337 (oz) $0.20 $54.31 SuperP - ADVA Cast 555 (oz) 11.5 $0.11 $1.29 Retarder - Recover (oz) 5.31 $0.17 $0.92 Eclipse Shrinkage Reducer (oz) $0.15 $2.26 Water (lbs) $0.04 $2.29 Aggregate: Poraver (Recycled Glass Beads) (lbs) mm 1.5 $0.96 $ mm $0.96 $ mm $0.96 $ mm $0.96 $31.75 Cenospheres (lbs) $4.26 $89.58 K1 Glass Microspheres (lbs) 0.2 $2.50 $0.50 Reinforcement: Alkali Resistant Glass (yds) $1.67 $83.50 PVA Fibers (lbs) 4.46 $12.20 $54.41 Formwork: Fiberglass Formwork Lump Sum $ $ Miscellaneous: Sealer (gal) 1 $31.00 $31.00 Concrete Stains Lump Sum $80.00 $80.00 Concrete Stain Application Tools Lump Sum $35.00 $35.00 Tack paper (yds) 20 $0.37 $7.33 Vinyl Stencils (yds) 20 $1.30 $26.00 Stencil Plotter Lump Sum $ $ Sandpaper - finishing (sheets) 400 $0.12 $48.52 Total Production Cost of GraffiCal 2.0 $1, University of California, Berkeley C-1