The primary objective of this project was to test a full-scale prototype of an actual bridge deck containing GFRP bars as the top mat of reinforcement. The purpose of the tests was to verify that the design would resist the loads for which it was designed and provide assurance that the deck would not unexpectedly fail due to the use of this new material. Behavior of the bridge and deck, such as failure load, failure mode, cracking load, crack widths, deflections, and internal stresses, were examined. Four tests were performed on the deck, all of which tested the deck in negative moment regions. From the tests, it was concluded that the design of the deck was very conservative and that unexpected failure should be of no concern. The secondary objective of this project was to comment on the construction of a bridge deck reinforced with GFRP bars and to note its advantages and disadvantages along with a critique of the current state-of-the-art of designing bridge decks with FRP reinforcement. It was found that the advantages of construction with GFRP bars far outweighed the disadvantages, and that the placing of the top mat of GFRP bars was much easier than the placing of the bottom mat of steel bars. It was also concluded that the current state-of-the-art of designing bridge decks reinforced with GFRP is, for the most part, inaccurate in its prediction of behavior and that more research is needed to create more accurate design equations and procedures. Although current methods do not result in accurate predictions of behavior, they do, as mentioned above, result in conservative designs. / Master of Science

No description available.

Throughout the United States accelerated bridge construction is becoming increasingly popular to meet growing transportation demands while keeping construction time and costs to a minimum. This research focuses on eliminating the need to form full-depth concrete bridge deck overhangs, accelerating the construction of concrete bridge decks, by using full-depth precast prestressed concrete deck panels. Full-depth precast overhang panels in combination with cast-in-place (CIP) reinforced concrete are experimentally and analytically investigated to assess the structural performance. Experimental loaddeformation behavior for factored AASHTO LRFD design load limits is examined followed by the collapse capacity of the panel-to-panel seam that exists in the system. Adequate strength and stiffness of the proposed full-depth panels deem the design safe for implementation for the Rock Creek Bridge in Fort Worth, Texas. New failure theories are derived for interior and exterior bridge deck spans as present code-based predictions provide poor estimates of the ultimate capacity. A compound shear-flexure failure occurs at interior bays between the CIP topping and stay-in-place (SIP) panel. Overhang failure loads are characterized as a mixed failure of flexure on the loaded panel and shear at the panel-to-panel seam. Based on these results design recommendations are presented to optimize the reinforcing steel layout used in concrete bridge decks.

The primary objective of this research project was to perform live load tests on a bridge deck with GFRP reinforcement in the field under service conditions. The strains and deflections in the span reinforced with GFRP in the top mat were recorded under a series of truck crossings, and these were compared to the span reinforced with all steel bars under identical loading conditions, as well as design values and other test results. Transverse strains in the GFRP bars, girder distribution factors, girder bottom flange strains, dynamic load allowances, and weigh-in-motion gauge results were examined. From the live load tests, it was concluded that the bridge was designed conservatively for service loads, with measured strains, stresses, distribution factors, and impact factors below allowables and design values. The second objective was to monitor the construction of the bridge deck. To carry out this objective, researchers from Virginia Tech were on site during the bridge deck phase of the construction. The construction crews were observed while installing both the all-steel end span and the steel bottom/GFRP top end span. The installation of the GFRP bars went smoothly when compared to that of the steel bars. The workers were unfamiliar with the material at first, but by the end of the day were handling, installing, and tying the GFRP bars with skill. It was concluded that GFRP bars are an acceptable material in bridge deck applications with respect to constructibility issues. The third objective was to set up the long term monitoring and data collection of the bridge deck. Electrical resistance strain gauges, vibrating wire strain gauges, and thermocouples were installed in the deck prior to concrete casting to provide strain and temperature readings throughout the service life of the bridge. It was concluded that the span reinforced with GFRP was instrumented sufficiently for long-term health monitoring. / Master of Science

Accelerated Bridge Construction (ABC) techniques have resulted in innovative options that save time and money during the construction of bridges. One such group of techniques that has generated considerable interest is the usage of individual precast concrete members. Utilizing precast concrete decks allows for offsite curing, thus eliminating long delays due to formwork and concrete curing time. These precast concrete decks have inherent joints between the individual panels. These joints are locations for potential leakage, which can lead to corrosion or inadequate long-term performance. Post-tensioning the precast deck panels helps to eliminate leakage; however, conventional longitudinal post-tensioning systems require complete deck replacement in the event of a single faulty deck panel. A proposed post-tensioned, curved-strand connection allows for a single panel to be replaced. The capacity of the proposed curved-strand connection was investigated in order to compare its behavior to other systems that are currently in use. Tests were performed in composite negative bending, beam shear, and positive bending. The curved strand connection was found to behave similarly to the standard post-tensioning system in positive bending and shear. The curved-strand connection was found to be comparable to a standard post-tensioning system. The ultimate capacity of the curved-strand connection in negative bending was found to be 97% of the standard post-tensioning. Pre-stress losses were measured and predicted for the service life of the connection and were found to be 6% at the 75- year service life of a bridge.

The objective of the research presented in this thesis was to develop a concrete bridge deck topping mixture that resists the effects of differential shrinkage by decreasing shrinkage and increasing creep. . In addition, the amount of tensile creep that concrete experiences under long-term tensile stresses were quantified and compared to compressive creep values in order to gain a better understanding of how concrete behaves under tension. Test results show that the amount of tensile creep exceeded compressive creep by a factor of 2-5. Various shrinkage and creep models were compared against test data in order to quantify results and determine the best model to use for the mixes examined during this research project. Data analysis revealed that the AASHTO time dependent effects (shrinkage and creep) models outperformed the other models used in this research project. Other material property data including compressive strength, splitting tensile strength, Young's modulus of elasticity, and unrestrained shrinkage was also collected to compare against a common bridge deck topping mix to ensure that the mixes used in this research project are suitable for use in the field. A parametric study utilizing the Age Adjusted Effective Modulus (AAEM) method was performed which showed that the most important factor in reducing tensile stresses was to decrease the amount of shrinkage experienced by the concrete bridge deck topping mixture. Three concrete mixtures, one included saturated lightweight aggregates (SLWA), one including ground granulated blast furnace slag (GGBFS), and one incorporating both were tested. Preliminary results show that the inclusions of SLWA into a concrete mixture reduced shrinkage by 25% and overall tensile stress by 38%. / Master of Science

Bridge engineers and managers in coastal areas and cold regions frequently specify the application of surface treatments on concrete bridge decks as barriers against chloride ingress. In consideration of concrete cover thickness and the presence of stay-in-place metal forms (SIPMFs), the objective of this research was to determine the latest timing of initial surface treatment applications on concrete bridge decks subjected to external chloride loading before chlorides accumulate in sufficient quantities to initiate corrosion during the service life of the deck. Chloride concentration data for this research were collected from 12 concrete bridge decks located within the I-215 corridor in Salt Lake City, Utah. Numerical modeling was utilized to generate a chloride loading function and to determine the diffusion coefficient of each deck. Based on average diffusion coefficients for decks with and without SIPMFs, chloride concentration profiles were computed through time for cover thicknesses of 2.0 in., 2.5 in., and 3.0 in. The results of the work show that the average diffusion coefficient for bridge decks with SIPMFs is approximately twice that of decks without SIPMFs and that, on average, each additional 0.5 in. of cover beyond 2.0 in. allows an extra 2 years for decks with SIPMFs and 5 years for decks without SIPMFs before a surface treatment must be placed to prevent excessive accumulation of chlorides. Although the data generated in this research are based on conditions typical of bridge decks in Utah, they clearly illustrate the effect of cover depth and the presence of SIPMFs. Given these research findings, engineers should carefully determine the appropriate timing for initial applications of surface treatments to concrete bridge decks in consideration of cover depth and the presence of SIPMFs. For maintenance of concrete bridge decks with properties similar to those tested in this study, engineers should follow the guidelines developed in this research to minimize the ingress of chlorides into the decks over time and therefore retard the onset of reinforcement corrosion; altogether separate guidelines may be needed for decks having substantially different properties. Surface treatments should be replaced as needed to ensure continuing protection of the concrete bridge deck against chloride ingress.

No description available.

No description available.

This research investigation explores the feasibility of implementing a laser welded sandwich steel panel bridge deck system as a viable alternative to standardized reinforced concrete bridge decks. Generally used in naval ship building applications, steel sandwich panels possess attractive characteristics towards the integration with bridge infrastructure such as service life in excess of 100 plus years, dead load reduction, rapid construction, decreased closure time, and automated mass production. The lack of fatigue data for the laser "stake" welds used to create the enclosed sandwich panel geometry raised concerns with respect to fatigue life. The primary focus of this study was to determine whether or not infinite fatigue life was possible. Two different laser welding technologies were investigated, Laser Beam Welding (LBW) and Hybrid-Laser Arc Welding (HLAW). Test specimens were fabricated and tested in order to examine fatigue resistance based on a localized load effect between adjacent core stiffeners. Finite element models were used to obtain the stress range for each individual test due to complex geometry and partially restrained boundary conditions. In order to assess the fatigue performance of the overall deck system, additional finite element models were created to study the local and global behavior of different sandwich panel configurations. As a whole the investigation yielded promising results. Infinite fatigue life is achievable due to outstanding fatigue performance. The HLAW stake welds demonstrated superior fatigue resistance in comparison to the LBW process. Localized load effects can be minimized through the modification of different panel parameters. Pushing forward, full scale testing is essential to the future employment of this innovative bridge deck system. / Master of Science