For this research, prestress losses were monitored in six HPC bridge girders. These measured losses were compared to predicted losses according to four sources. Prestress loss predictive methods considered for this research were: 1- AASHTO LRFD 2004, 2- AASHTO LRFD 2004 Refined, 3- AASHTO LRFD 2007, and 4- AASHTO LRFD Lump Sum method. On the other hand, the camber prediction methods used in the present research were: 1- Time dependent method described in NCHRP Report 496, 2- PCI multiplier method, and 3- Improved PCI Multiplier method. For the purpose of this research, long-term prestress losses were monitored in select girders from Bridge 669 located near Farmington, Utah. Bridge 669 is a three-span prestress concrete girder bridge. The three spans have lengths of 132.2, 108.5, and 82.2 feet long, respectively. Eleven AASHTO Type VI precast prestressed girders were used to support the deck in each span. The deflection of several girders from a three-span, prestressed, precast concrete girder bridge was monitored for 3 years. Fifteen bridge girders were fabricated for the three span-bridge. Ten girders from the exterior spans had span length of 80 feet, and five girders from the middle span had span length of 137 feet. From the results of this research, in both the 82- and 132-foot-long, the AASHTO LRFD 2004 Refined Method does a better job predicting the prestress loss and it can be concluded that all the prediction methods do a better job predicting the loss for the larger girders. The Lump Sum method predicted very accurately the long term prestress loss for the 132-foot-long girders.

The Utah Transportation Center (UTC) as well as the Mountain Plains Consortium, sponsored a study to investigate the long-term performance of a deck bulb tee girder bridge. The bridge in question is located in Nibley, Utah and was erected in early 2016. Temperature and prestress losses were analyzed from embedded instrumentation placed within two of the bridge girders before casting. These two girders contained a total of 50 thermocouples and 16 vibrating wire strain gauges. These instruments were placed at the mid-span and end of an exterior girder and the mid-span, quarter-span, and end of a center girder in order to effectively monitor the bridge response in one quarter of the bridge superstructure. The monitoring performed with the thermocouples included the temperature of the girders during curing, weekly maximum and minimum temperatures compared to methods for predicting the average bridge temperature, maximum and minimum thermal gradients at each of the five selected cross sections compared to Code thermal gradients, and thermal camber by measured temperature compared to models to predict thermal gradients. The 16 strain gauges measured prestress losses at four girder cross-sections, which were compared to two predictive methods provided by AASHTO as well as a method by PCI. An additional comparison of the equations provided by AASHTO and a newly available equation used for determining the modulus of elasticity of concretes with a compressive strength of 6,000 – 12,000 psi was performed. Additional exterior instrumentation were provided by Bridge Diagnostics Inc. (BDI) in order to monitor short-term changes within the bridge. A total of 8 strain gauges were attached to the exterior of the girders with 6 attached at the bottom face of 6 girders and 2 attached at the centroid of 2 girders. These sensors as well as the software and wireless data acquisition provided a method to measure the magnitude and frequency of the ranges of strain experienced by the Nibley Bridge.

The Varina-Enon Bridge is a cable-stayed, post-tensioned segmental box girder bridge in Richmond, Virginia. A large flexural crack was noted by inspectors in July 2012 which prompted a number of investigations into the current condition of the bridge. Particular focus has been put on prestress losses which have a significant impact on the strength and serviceability of the bridge. Previous work has been conducted to monitor the behavior of the bridge and to back-calculate effective prestress. This was done using field data from a long-term data collection system in the bridge as well as a finite element model which includes a staged-construction analysis. Creep and shrinkage are accounted for using the CEB-FIP '90 model code. Effective prestress in the Varina-Enon Bridge is back-calculated using live load strain data from the long-term data collection system. Previous work has overestimated live load moment since the influence of the crack opening has not been accounted for. This research refines the methods used to determine live load moment from live load strain. Two new methods are developed based on influence lines matching crack gauge data during a live load event. The new methods are compared to the method used in previous studies. Results using two elastic moduli for concrete are compared for each method of live load moment calculation. Finally, back-calculated effective prestress values are compared against effective prestress from the finite element model. Depending on the method used for live load moment calculation, back-calculated effective prestress ranged from 167.4 ksi to 170.8 ksi. Both new methods for live load moment calculation yielded slightly smaller values for effective prestress compared to the method used previously. Increasing the elastic modulus from 6000 ksi to 6200 ksi increased back-calculated effective prestress values from an average of 168.3 ksi to 168.6 ksi. For elastic moduli of 6000 ksi and 6200 ksi, the finite element model returned an effective prestress of 170.3 ksi and 170.8 ksi, respectively. / Master of Science / Prestressing in concrete uses steel tendons to apply a compressive force to a structure. This technique allows for stiffer and lighter structures with longer span lengths to be built. The force in the steel tendons decreases over time, and this is called prestress loss. Prestress losses can have a significant impact on the strength and service life of a structure, so estimating the magnitude of prestress loss is of great importance in prestressed concrete structures. The Varina-Enon Bridge is a cable-stayed, prestressed concrete box-girder bridge in Richmond, Virginia. In July 2012, cracking was observed in the bridge, and this prompted several investigations into its performance. This research calculates effective prestress (prestress force leftover after prestress loss) in several ways. A long-term data collection system collects sensor data which is used to calculate effective prestress experimentally, and a computer model is used to determine effective prestress computationally. Effective prestress results from sensor data are slightly smaller than results from the computer model. However, the differences in results are fairly small, and all values are within expectations, so it is concluded that the Varina-Enon Bridge has not experienced more than expected prestress losses.

The research conducted was part of a project sponsored by the Virginia Department of Transportation and the Virginia Transportation Research Council. One PCBT-53 girder was fabricated with lightweight, self-consolidating concrete. An additional composite cast-in-place lightweight concrete deck was added at the Virginia Tech Structures and Material Laboratory. The project had two specific goals. The first was to experimentally determine the shear strength of the bridge girder. The initial tests focused on the web-shear strength of the girder, and the second tests focused on the flexure-shear strength. The theoretical predictions for the web shear strength were all conservative when compared to the experimentally measured failure strength. The theoretical predictions of the flexure-shear strength were typically unconservative because during the flexure-shear test the girder reached the nominal flexural strength, and a failure occurred in the previously damaged region of the beam. Shear strength was also predicted using the design material properties. Results from these calculations suggested that the equation for the steel contribution to shear strength proposed in the NCHRP Simplified Method were unconservative. Further investigation into the results from the web-shear test showed that the maximum nominal shear strength calculated using the AASHTO LRFD Specifications was typically unconservative. Test results from this project suggested that the constant multiplier of 0.25 used in the LRFD equation for Vnmax may be too high. Further research may be needed to accurately quantify an upper limit on the shear strength. Additionally, predictions of the initial web-shear cracking load were conservative when using the AASHTO Standard Specifications and the NCHRP Simplified Method. The initial web-shear crack angle was under-predicted using the AASHTO LRFD Specifications. The second goal was to monitor the change in prestress over time (and hence the prestress loss) occurring in the PCBT-53 girder. Prestress losses were experimentally measured by vibrating wire gages (measured changes in concrete strain) and flexural load testing. Measured prestress losses were compared to a theoretical prediction calculated using the AASHTO Refined Method. The amount of prestress recorded at any given time using vibrating wire gages was greater than predictions from the AASHTO Refined method. The effective prestress measured just prior to deck placement was higher than the theoretical prediction, and the measured effective prestress at the time of testing was also higher than the theoretical effective prestressing force. The effective prestress value calculated using the flexural crack initiation method was significantly lower than the effective prestress values predicted by both the code provisions and the vibrating wire gages; however, the effective prestress value calculated using the flexural crack re-opening method corresponded very well with the effective prestress values predicted by the code provisions and measured by the vibrating wire gages. The discrepancy in the crack initiation effective prestress values may be due to prestress losses occurring between placement of the concrete and transfer of the prestress force. These losses are not taken into account when using current code provisions to estimate prestress losses. Additional research is recommended to determine if these losses occur in bulb-tee girders, and if so, to quantify them. Finally, from test results within the scope of this research project, design of prestressed bulb-tee girders with lightweight, self-consolidating concrete is practical. The current AASHTO LRFD Specifications provided conservative results when predicting the shear strength of the PCBT-53. Additionally, prestress losses in PCBT girders fabricated with lightweight, self-consolidating concrete were less than those predicted using the AASHTO Refined method. / Master of Science

The first objective of this thesis was to determine the effect of using self-consolidating concrete versus normal concrete on transfer and development lengths, and flexural strengths of prestressed members. Three small rectangular members were made, two cast with SCC mixes and one cast with a conventional mix, to determine the transfer length of each mix. Transfer lengths of both ends of each member were determined by measuring the concrete surface strains. The change in the transfer length was monitored by determining the transfer length of each member at prestress release, 7 days after release, and 28 days after release. All concrete mixes had lower than code determined transfer lengths at prestress release. Each concrete mix showed between a 12 to 56 percent increase in transfer length after 28 days. One SCC mix exceeded the ACI code stipulated 50 strand diameters 7 days after prestress transfer. The other SCC mix was consistently below the transfer length of the conventional concrete. Separate development length members were cast in a stay-in-place steel form used for creating structural double tees. Each development length member was a stub tee. Iterative load testing was performed to determine the development length of each SCC and conventional mix. Development lengths for both SCC mixes were approximately 20 percent shorter than ACI and AASHTO code predictions. A development length for the conventional concrete was not determined due to non-repeating test data. The flexural strength of each member was determined during load testing. All concrete mixes achieved higher than the ACI predicted strengths. The second objective of this thesis was to experimentally measure prestress losses and compare these experimental values to theoretical models. Crack initiation and crack reopening tests were performed to experimentally determine the prestress losses in each member. Three theoretical models were evaluated, the sixth edition PCI Design Handbook suggested model, a 1975 PCI Committee on Prestress Losses model, and the AASHTO LRFD prestress loss model. The crack initiation experimental values tended to be between 10 and 15 percent lower than theoretical models. In general, the crack reopening prediction of the effective prestress had a good correlation with theoretical models. This suggests crack reopening tests can be used as predictors of effective prestress, and as such, predictors of prestress losses in future experimental research. Additionally, the concrete type was shown to affect the prestress losses determined in the development length members. The SCC members tended to have higher effective prestress forces than the conventional concrete members, and thus had less prestress losses due to creep and shrinkage than the conventional concrete members. / Master of Science

As the aging bridges and infrastructure within the US continue to deteriorate, traffic delays due to construction will become more and more common. One method that can reduce delays due to bridge construction is to use precast deck panels. Precast deck panels can significantly reduce the overall length of the construction project. The panels can be manufactured ahead of time, and with higher quality control than is possible in the field. One of the reasons precast deck panels are not widely accepted is because of a lack of research concerning the required post-tensioning force, shear stud pocket placement, and proper joint design. In a recent dissertation (Swenty 2009) numerous recommendations were made for joint design, shear stud pocket design, and post-tensioning force for full-depth precast deck panel bridges. Design drawings were included for the replacement of a bridge located in Scott County, Virginia. The research in this report focuses on the short-term and long-term testing of this bridge. The short-term testing involved performing a live load test in which two trucks of known weight and dimensions were positioned on the bridge in order to maximize the negative moment at the joints over the piers and document strains and deflections at a number of other critical locations. The long-term testing involved monitoring the strains within the deck and on one of the six girders for a number of months in order to document the changes in strain due to creep and shrinkage. The results of these tests were compared to 2D beam-line models and to the parametric study results of Bowers' research on prestress loss within full-depth precast deck panel bridges. It was determined that the bridge was acting compositely and that the post-tensioning force was sufficient in keeping the joints in compression during testing. / Master of Science

The first objective of this thesis was to assess the effect of casting orientation on bond strength in pretensioned prestressed concrete members. The "top strand effect" was evaluated through transfer and development length tests of prestressed concrete beams. Eight beams were cast with normal orientation, while four beams were cast with inverted orientation so that a significant depth of fresh concrete was placed below prestressing strands. Discrete transfer lengths were determined at the ends of each beam by measuring concrete surface strains. Inverted casting orientation caused an average 70 percent increase in transfer length. Some transfer lengths in beams with inverted casting orientation exceed current ACI and AASHTO code provisions. All measured transfer lengths were less than 90 strand diameters (45 in. for 0.5 in. diameter strands). Ranges of development length were determined through iterative load testing. The top strand effect on development length was more qualitative than quantitative. Ranges of development length in normal beams were conservatively less than code provisions. Ranges of development length in beams with inverted casting orientation were much closer to and sometimes exceeded code provisions. It is recommended that ACI and AASHTO code provisions for the development length of prestressing strand be modified to include the same magnification factors that are specified for the development length of deformed bars with twelve or more inches of fresh concrete placed below. The second objective of this thesis was to compare experimentally measured prestress losses to theoretical calculations. Theoretical prestress losses were calculated according to PCI and AASHTO Refined methods. These methods produced similar results. Prestress losses were experimentally measured by vibrating wire gages and flexural load testing. Vibrating wire gages were used to monitor internal concrete strains. Two methods were used to reduce vibrating wire gage data: an upper/lower bound method and a basic method. The upper/lower bound method produced distorted data that was unreasonable in some cases. The basic method was more reasonable, but resulted in some prestress loss measurements that were greater than theoretical predictions. Flexural load testing was used to back calculate prestress losses from crack initiation and crack reopening loads. Prestress losses measured by crack initiation loads were generally greater than theoretical values. Losses measured by crack reopening loads were distorted. The distortion was attributed to difficulty in isolation of the correct crack reopening load. Large measurements of prestress losses by the basic vibrating wire gage and crack initiation methods suggested that losses occurred between the time when concrete was poured and prestress transfer occurred. Such losses are not accounted for in current code provisions. More research is recommended to determine the magnitude of these additional losses and their effect on design. / Master of Science

Accurate camber prediction in prestressed concrete bridge beams is important to all parties involved in bridge design and construction. Many current prestress loss prediction methods, necessary for proper camber calculation, were developed many years ago and are predicated on assumptions that may no longer be valid as higher strength concrete, wider beam spacing, and longer span lengths become more commonplace. This throws into question which models are appropriate for use in camber calculation by the bridge engineers and contractors of today. Twenty-seven high-strength concrete modified 79 in. Bulb Tee beams with a design compressive strength of 9,000 psi were periodically measured to determine camber growth. Most available models for concrete creep and shrinkage were used to calculate creep and shrinkage strain. The modulus of elasticity equation of each model was used to predict modulus of elasticity of the studied mix. The Shams and Kahn compressive strength and modulus of elasticity equations were modified in order to approximate measured modulus of elasticity. The creep, shrinkage, and modulus of elasticity equations were used as inputs to an incremental time step method. The time-dependent change in beam curvature calculated by the time step method was used to calculate theoretical camber using the Moment-Area method. Predicted camber, using inputs from each considered model, was then compared with measured camber to determine the most accurate camber prediction models. Season of casting was also examined to determine what, if any, affect ambient temperature has on camber growth. For the studied beams, the Shams and Kahn Model for creep, shrinkage, and modulus of elasticity, used as inputs for an incremental time step analysis, were found to most accurately predict camber values. Lower concrete compressive strength was observed for test cylinders from beams cast in summer versus beams cast in winter. Differences in beam deflection based on season of casting showed mixed results. / Master of Science

Post-tensioned concrete is a building technology which provides a compressive force to concrete via steel tendons. This combination of steel and concrete allows for the construction of lighter and stiffer structures. Post-tensioned concrete is widely utilized throughout the United States highway system and bridge construction. Over time, the force in the prestressing strands is reduced by delayed strains in the concrete. The accurate estimation of this prestress loss is vital for making good decisions about the remaining capacity of a structure and the infrastructure system at large. The Varina-Enon Bridge is a post-tensioned concrete box-girder bridge in Richmond Virginia. Cracks in the bridge prompted an investigation into the magnitude of prestress loss experienced by the structure. To estimate prestress loss, a computer model of the structure was created. In addition, data from sensors previously installed on the bridge were used to back calculate prestress loss. It was found that the estimation of losses from the field closely matched those estimated at the construction of the bridge. Additionally, more updated loss models estimated similar, or slightly smaller values for prestress loss. / Master of Science / Post-tensioned concrete is a building technology which provides a compressive force to concrete via steel tendons. This combination of steel and concrete allows for the construction of lighter and stiffer structures. Post-tensioned concrete is widely utilized throughout the United States highway system and bridge construction. Over time, the force in the prestressing strands is reduced by delayed strains in the concrete. The accurate estimation of this prestress loss is vital for making good decisions about the remaining capacity of a structure and the infrastructure system at large. The Varina-Enon Bridge is a post-tensioned concrete box-girder bridge in Richmond Virginia. Cracks in the bridge prompted an investigation into the magnitude of prestress loss experienced by the structure. To estimate prestress loss, a computer model of the structure was created. In addition, data from sensors previously installed on the bridge were used to back calculate prestress loss. It was found that the estimation of losses from the field closely matched those estimated at the construction of the bridge. Additionally, more updated loss models estimated similar, or slightly smaller values for prestress loss.

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