Master of Science / Department of Civil Engineering / Hayder A. Rasheed / Nowadays, using the technology of FRP strengthening has become acknowledged by engineers and has reached a full acceptance. However, researchers are always looking for improvement in performance. In this study, external bonding of GFRP and near surface mounting of regular steel bars are combined to improve the behavior, delay the failure and enhance the economy of the strengthening. E-Glass FRP is selected due to its inexpensive cost and non-conductive properties to shield the NSM steel bars from corrosion. On the other hand, the use of NSM bars gives redundancy against vandalism and environmental deterioration of GFRP. An experimental program was conducted in which four full scale T beams were designed and built. All four specimens were fabricated with Grade 70 steel reinforcement and 8000 psi concrete. Only one beam was loaded beyond first cracking then exposed to highly concentrated deicing salt water to accelerate the corrosion process. All beams were tested by monotonic loading until failure. The load rate was 1 kips/min. The first specimen is tested as a control beam failing at about 15 kips. The second specimen is strengthened using two #5 steel NSM bars and 1 layer of GFRP, both extending to the support. This beam failed at 38.4 kips by GFRP debonding. The third specimen is strengthened with the same system used for the second beam. However, the NSM steel bars were cut short covering only 30% of the shear-span while the GFRP was extended to the support. This beam failed at 25.9 kips by GFRP debonding and NSM delamination due to the lack of sufficient development of the NSM steel bars and the shear stress concentration at the steel bar cut off point. Nevertheless, the fourth beam is strengthened with the same system used for the third beam. The fourth specimen was exposed to severe attack of deicing salt by immersing it in concentrated deicing salt solution for three continuous months. In order to accelerate the corrosion process, the beam was loaded beyond its cracking load before the corrosion procedure. After the completion of the three months, the beam was tested monotonically to failure. It failed at 23.2 kips indicating that some deterioration might have taken place. The failure mode was by GFRP debonding and NSM delamination like the case of Beam 3.However, it was observed after failure that the NSM bars were very well protected by the surrounding epoxy.

Neste trabalho é estudada uma variação do sistema estrutural de ponte de madeira com tabuleiro laminado protendido, em que a seção transversal é formada por vigas-T. As nervuras destas vigas são de madeira laminada colada e o tabuleiro de madeira serrada. São analisadas pontes da classe 30, com uma ou duas faixas de tráfego, dimensionando-se os elementos estruturais para diversas situações de projeto, e avaliando-se as influências das espécies e classes de resistência das madeiras e dos fatores geométricos (largura da nervura, altura do tabuleiro e espaçamento entre nervuras) na altura das nervuras. O procedimento de cálculo utilizado no dimensionamento das pontes de madeira formadas por vigas-T baseia-se no método WVU. Para o desenvolvimento deste trabalho, o método foi adaptado aos critérios da Associação Brasileira de Normas Técnicas, \"NBR 7188/84 - Cargas móveis em pontes rodoviárias e passarelas de pedestres\" e \"NBR 7190/97 - Projeto de estruturas de madeira\", e programado em software MATHCAD©. Os resultados obtidos indicam que não existe influência significativa na altura da nervura, ao se utilizar madeira da classe C 30 ou C 40 no tabuleiro, ou ao se variar a altura do tabuleiro de 15 até 25 cm. O modelo teórico é avaliado experimentalmente, por meio de modelo reduzido na escala geométrica de 1:5, obtendo-se boa concordância entre os valores experimentais e os teóricos. / In this work it is studied a variation of the structural system of timber bridge with transversely laminated deck, in which the transversal section is composed of T-beams. The stringers of those beams are made of glued laminated timber and the deck of sawed timber. Bridges of class 30 are analyzed, with one or two traffic lanes, where the structural elements are designed for different project situations, and evaluated the influences of specimens and wood classes and geometric factors (width of stringer, depth of deck and spacing of stringers) in the depth of stringers. The calculus procedure used in the design of the timber bridges composed of T-beams is based on the WVU Method. To the development of this work, the method was adapted to the criteria of the Brazilian standards \"NBR 7188/84 - Live Loads in Highway Bridges and Pedestrian Bridges\" and \"NBR 7190/97 - Project of Timber Structures\" and programmed in MATHCAD© software. The results obtained show that there is no significant influence in the depth of stringer, either by using wood class C 30 or C 40, or by varying the height of the deck from 15 to 25 cm. The theoretical model is evaluated experimentally, by means of a reduced model at 1:5 geometric scale, being obtained well agreement between experimental and theoretical values.

Existing reinforced concrete bridges may be deemed inadequate to carry the ever-increasing traffic loads according to the current codes and standards before they reach the end of their design life. It may therefore be required to either strengthen or replace these structures, which can be costly and causes disruptions to the infrastructure. This work investigates experimentally the possibilities to extend the useful life of existing reinforced concrete slab-on-beam structures deficient in shear by means of structural strengthening with fibre-reinforced polymers (FRP). The experimental campaign involved mechanical testing of ten full-scale T-beam specimens, representative of typical existing slab-on-beam bridges. Two sizes of test specimen were used to investigate the effect of size on the ultimate shear capacity of the beams. The investigated shear-strengthening configurations included externally bonded carbon fibre reinforced polymer (CFRP) sheets in a U-wrap configuration with and without end-anchorage and deep embedded CFRP bars. Unstrengthened control specimens were also tested to provide baseline for comparison. The results from the experimental programme revealed that while the deep embedment strengthening solution provides an increase in shear capacity of up to 50%, the strengthening with CFRP U-wraps results in reduced capacity compared with the underlying control beam. This presents a major implication in terms of safe design predictions of shear capacity of reinforced concrete T-beams strengthened with CFRP sheets as this is the most commonly used shear-strengthening scheme in practice. The study also demonstrated that greater contribution from the externally bonded CFRP U-wraps can be achieved using end-anchorage systems, which delay the debonding of the CFRP. The applicability of current codes of standards and guidelines was studied as well as appropriateness of using advanced numerical methods for assessment of existing reinforced concrete structures. It was found that while the standards used for assessment greatly under-predict the shear capacity, the guidelines for FRP-strengthened beams either under- or over-predict the shear capacity of the tested beams. More accurate predictions are possible using advanced fracture mechanics-based methods for both the unstrengthened as well as the strengthened beams.

Neste trabalho é estudada uma variação do sistema estrutural de ponte de madeira com tabuleiro laminado protendido, em que a seção transversal é formada por vigas-T. As nervuras destas vigas são de madeira laminada colada e o tabuleiro de madeira serrada. São analisadas pontes da classe 30, com uma ou duas faixas de tráfego, dimensionando-se os elementos estruturais para diversas situações de projeto, e avaliando-se as influências das espécies e classes de resistência das madeiras e dos fatores geométricos (largura da nervura, altura do tabuleiro e espaçamento entre nervuras) na altura das nervuras. O procedimento de cálculo utilizado no dimensionamento das pontes de madeira formadas por vigas-T baseia-se no método WVU. Para o desenvolvimento deste trabalho, o método foi adaptado aos critérios da Associação Brasileira de Normas Técnicas, \"NBR 7188/84 - Cargas móveis em pontes rodoviárias e passarelas de pedestres\" e \"NBR 7190/97 - Projeto de estruturas de madeira\", e programado em software MATHCAD©. Os resultados obtidos indicam que não existe influência significativa na altura da nervura, ao se utilizar madeira da classe C 30 ou C 40 no tabuleiro, ou ao se variar a altura do tabuleiro de 15 até 25 cm. O modelo teórico é avaliado experimentalmente, por meio de modelo reduzido na escala geométrica de 1:5, obtendo-se boa concordância entre os valores experimentais e os teóricos. / In this work it is studied a variation of the structural system of timber bridge with transversely laminated deck, in which the transversal section is composed of T-beams. The stringers of those beams are made of glued laminated timber and the deck of sawed timber. Bridges of class 30 are analyzed, with one or two traffic lanes, where the structural elements are designed for different project situations, and evaluated the influences of specimens and wood classes and geometric factors (width of stringer, depth of deck and spacing of stringers) in the depth of stringers. The calculus procedure used in the design of the timber bridges composed of T-beams is based on the WVU Method. To the development of this work, the method was adapted to the criteria of the Brazilian standards \"NBR 7188/84 - Live Loads in Highway Bridges and Pedestrian Bridges\" and \"NBR 7190/97 - Project of Timber Structures\" and programmed in MATHCAD© software. The results obtained show that there is no significant influence in the depth of stringer, either by using wood class C 30 or C 40, or by varying the height of the deck from 15 to 25 cm. The theoretical model is evaluated experimentally, by means of a reduced model at 1:5 geometric scale, being obtained well agreement between experimental and theoretical values.

A simple unbonded-type shear strengthening technique for reinforced concrete beams using wire rope units is presented. Ten two-span reinforced concrete T-beams externally strengthened with wire rope units and an unstrengthened control beam were tested to failure, to explore the significance and shortcomings of the developed unbonded-type shear strengthening technique. The main parameters investigated were the type, amount and prestressing force of wire rope units. All beams tested failed, owing to significant diagonal cracks within the interior shear span. However, beams strengthened with closed type wire rope units exhibited more ductile failure than the unstrengthened, control beam or those strengthened with U-type wire rope units. The diagonal cracking load and ultimate shear capacity of beams with closed-type were linearly increased with the increase of vertical confinement stresses in concrete owing to the prestressing force in wire rope units, while those of beams with U-type were minimally influenced. It was also observed that average stresses in closed-type wire ropes crossing diagonal cracks at ultimate strength of beams tested were much higher than those in U-type wire ropes, showing better utilization in the former case. The shear capacity of beams with closed-type wire rope units is conservatively predicted using the equations of ACI 318-05, modified to account for the external wire rope units. A mechanism analysis based on the upper bound approach of the plasticity theory is also developed to assess the load capacity of beams tested. The predictions by the mechanism analysis for beams with closed-type wire rope units are in good agreement with test results and showed a coefficient of variation slightly less than the modified ACI 318-05 equations. However, the modified ACI 318-05 equations are more conservative and simpler to use for design purposes.

Most reinforced concrete (RC) structures are continuous in some way, and many of these structures are strengthened using fibre-reinforced polymer (FRP) materials as a routine basis. The problem of how to exploit moment redistribution in FRP-strengthened continuous RC structures is still unresolved. Reduction in ductility has been recognised in such structures. However, FRP-strengthening is introduced as an effective method to enhance the strength and load bearing capacity of RC structures. As a result, design guidelines worldwide employ conservative guidance for design, such that they limit the potential exploitation of moment redistribution in FRP-strengthened members. To date, limited research has been conducted into the redistribution of bending moment in such structures. Previous theoretical studies have not yet led to a reliable and rigorous solution for quantifying moment redistribution throughout the loading cycle. In addition, a wide scatter of moment redistribution percentage findings, from zero to 56%, has been reported in previous experimental studies. This demonstrates the need for further research to effectively characterise the circumstances under which moment redistribution can be relied on, both into and out of FRP-strengthened zones in continuous RC flexural members. This research aims to encourage the use of FRP for strengthening existing RC structures in a more efficient manner. The findings help to better understand restrictions on moment redistribution into and out of FRP-strengthened zones, effect of mechanical anchorage of the FRP on the degree of moment redistribution, and the extent to which moment redistribution can be relied on. A new analytical model, only based on structural mechanics, is developed in this research. A comprehensive set of large-scale structural testing is undertaken to validate the analytical model under various strengthening circumstances. The analytical and experimental results show that moment redistribution can occur into FRP-strengthened zones to full capacity without any limitation, even if the FRP is unanchored. Further, bending moment can also be redistributed out of strengthened zones to a considerable extent (up to 20%), depending on the quantity and stiffness of the FRP, and provided that the FRP is fully anchored. A set of parametric studies is conducted to investigate the effectiveness of different parameters on the level of moment redistribution. The major parameters include compressive strength of concrete, steel reinforcement proportion, steel yield strength, FRP quantity and stiffness, ultimate strain of the FRP, strengthening configuration, load position, beam shape, and curvature ductility. The outcomes demonstrate that it is not only the curvature ductility of FRP-strengthened sections that is important to the capacity for moment redistribution (out of such zones), but also the mode of failure, strength of the other critical zones, the ratio of stiffness between the critical zones, and the loading arrangement. It is concluded that moment redistribution in continuous FRP-strengthened concrete structures should be permitted both into and out of strengthened zones, provided that the criteria for such redistribution are met.

This work aims to investigate the flexural behaviour of continuous hybrid reinforced concrete T-beams (HRCT). The investigations consist of three parts; the computational part, the experimental part and the finite element analysis. The computational part included two parts, the first one is developing an analytical programme using MATLAB software to investigate the moment-curvature behaviour of HRCT-beams and to design the experimental specimens. This was followed by the experimental part, where six full-scale reinforced concrete continuous T beams were prepared and tested. One beam was reinforced with glass fibre reinforced polymer (GFRP) bars while the other five beams were reinforced with a different combination of GFRP and steel bars. The ratio of GFRP to steel reinforcement at both mid-span and middle-support sections was the main parameter investigated. The results showed that adding steel reinforcement to GFRP reinforced concrete T-beams improves the axial stiffness, ductility and serviceability in terms of crack width and deflection control. However, the moment redistribution at failure was limited because of the early yielding of steel reinforcement at the beam section that did not reach its moment capacity and could still carry more loads due to the presence of FRP reinforcement. The second part of the computational part included the comparison between the experimental results with the ultimate moment prediction of ACI 440.2R-17, and with the existing theoretical equations for moment capacity, load capacity, and deflection prediction. It was found that the ACI 440.2R-17 design code equations reasonably estimated the moment capacity of both mid-span and middle-support sections and consequently predicted the load capacity of the HRCT-beams based on fully ductile behaviour. However, Qu's and Safan's equations underestimated the predicted moment and load-capacity of HRCT-beams. Also, Bischoff's and Yoon's models underestimated the deflection at all stages of the load for both GFRP and HRCT- beams. For the numerical part, a three-dimensional finite element model has been developed using ABAQUS software to examine the behaviour of HRCT-beams. The experimental results were used to validate the accuracy of the FEM, where an acceptable agreement between the simulated and experimental results was observed. Accordingly, the model was used to predict the structural behaviour of continuous HRCT-beams by testing different parameters.

The inverted T-beam bridge system provides an accelerated bridge construction alternative for short-to-medium-span bridges. The system consists of adjacent precast inverted T-beams finished with a cast-in-place concrete topping. The system offers enhanced performance against reflective cracking, and reduces the likelihood of cracking due to time dependent effects. The effects of transverse bending due to concentrated wheel loads are investigated with respect to reflective cracking. Transverse bending moment are quantified and compared to transverse moment capacities provided by a combination of various cross-sectional shapes and transverse connections. A design methodology for transverse bending is suggested. Tensile stresses created due to time dependent and temperature effects are quantified at the cross-sectional and structure level and strategies for how to alleviate these tensile stresses are proposed. Because differential shrinkage is believed to be one of the causes of deck cracking in composite bridges, a study on shrinkage and creep properties of seven deck mixes is presented with the goal of identifying a mix whose long terms properties reduce the likelihood of deck cracking. The effects of differential shrinkage at a cross-sectional level are numerically demonstrated for a variety of composite bridge systems and the resistance of the inverted T-beam system against time dependent effects is highlighted. End stresses in the end zones of such a uniquely shaped precast element are investigated analytically in the vertical and horizontal planes. Existing design methods are evaluated and strut-and-tie models, calibrated to match the results of 3-D finite element analyses, are proposed as alternatives to existing methods to aid designers in sizing reinforcing in the end zones. Composite action between the precast beam and the cast-in-place topping is examined via a full scale test and the necessity of extended stirrups is explored. It is concluded that because of the large contact surface between the precast and cast-in-place elements, cohesion alone appears to provide the necessary horizontal shear strength to ensure full composite action. Live load distribution factors are quantified analytically and by performing four live loads tests. It is concluded that AASHTO's method for cast-in-place slab span bridges can be conservatively used in design. / Ph. D.

The content of the thesis is to solve the relocation of railroad and bicycle path. I tis a bridge with five field. 2 studies were designed, one of which was elaborated within the Framework of this thesis. Was selected option no. 1 concrete prefabricated T-beams with coupled concrete slab The static model was created in Scia Engineer 18.1. and reports were processed manually, according to EC. The effects of wind, snow, acceleration and braking forces have been neglected.

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