Field Monitoring and Repair of a Glass Fiber-Reinforced Polymer Bridge Deck

This paper reports on the monitoring and repair of a pilot field deployment of a glass fiber-reinforced polymer (GFRP) deck on a small steel girder bridge in the Washington State. Deck deflections were monitored periodically over a 10-month period and were found to increase significantly over that time. The GFRP deck is an adhesively bonded assembly of GFRP tubes and top and bottom plates. After 9 months of service, wearing surface cracking was observed, and upon closer inspection, the top GFRP plate was found to be delaminated from the tubes over a fairly large area. Deck deflections in the area of delamination were found to be considerably larger than those observed during previous monitoring in undamaged locations. A retrofit solution was employed where the top plate was reconnected to the tubes using screws coated with a two-part epoxy that mixed when they were driven. At the time of writing the retrofit was successful in reattaching the delaminated top plate.     

Barrier Wall Impact Simulation of Reinforced Concrete Decks with Steel and Glass Fiber Reinforced Polymer Bars

Many experimental studies have been performed to evaluate the behavior of noncorroding glass fiber reinforced polymer (GFRP) rebars in reinforced concrete (RC) flexural members. Relatively few studies have focused on the behavior of bridge deck overhangs in the event of a barrier wall impact, which subjects this region to a combination of flexure, shear, and axial tension. The objective of this investigation is to evaluate deck overhangs under these forces. Three bridge deck reinforcing schemes were considered in the study: all epoxy-coated steel (ECS), all GFRP, and hybrid made up of a top mat of GFRP rebars and a bottom mat of ECS rebars. Laboratory testing of nine RC specimens was performed. Results showed that all three reinforcing schemes meet the AASHTO requirements.     

Filament-Wound Glass Fiber Reinforced Polymer Bridge Deck Modules

The demand for the development of efficient and durable bridge decks is a priority for most of the highway authorities worldwide. This paper summarizes the results of an experimental program designed to study the behavior of an innovative glass fiber reinforced polymer (GFRP) bridge deck recently patented in Canada. The deck consisted of a number of triangular filament wound tubes bonded with epoxy resin. GFRP plates were adhered to the top and bottom of the tubes to create one modular unit. The experimental program, described in this paper, discusses the evolution of two generations of the bridge deck. In the first generation, three prototype specimens were tested to failure, and their performance was analyzed. Based on the behavior observed, a second generation of bridge decks was fabricated and tested. The performance was evaluated based on load capacity, mode of failure, deflection at service load level, and strain behavior. All decks tested exceeded the requirements to support HS30 design truck loads specified by AASHTO with a margin of safety. This paper also presents an analytical model, based on Classical Laminate Theory to predict the load-deflection behavior of the FRP decks up to service load level. In all cases the model predicted the deck behavior very well.     

Nondestructive Testing of GFRP Bridge Decks Using Ground Penetrating Radar and Infrared Thermography

As glass fiber-reinforced polymer (GFRP) bridge decks are becoming a feasible alternative to the traditional concrete bridge decks, an innovative methodology to evaluate the in situ conditions are vital to GFRP bridge decks’ full implementation. Ground penetrating radar (GPR) typically performs well in detecting subsurface condition of a structural component with moisture pockets trapped within the material. On the other hand, infrared thermography (IRT) is traditionally known for its ability to detect air pockets within the material. In order to evaluate both nondestructive testing methods’ effectiveness for subsurface condition assessment of GFRP bridge deck, debonds of various sizes were embedded into a GFRP bridge deck module. A 1.5 GHz ground-coupled GPR system and a radiometric infrared camera were used to scan the deck module for condition assessment. Test results showed that both GPR and IRT retained their respective effectiveness in detecting subsurface anomalies. GPR was found to be capable of detecting water-filled defects as small as 5×5?cm2 in plan size, and as thin as 0.15 cm. Furthermore, tests on additional specimens showed that the GPR system offers some promise in detecting bottom flange defects as far down as 10 cm deep. IRT, on the other hand, showed that it is capable of finding both water-filled and air-filled defects within the top layers of the deck with solar heating as main source of heat flux. While test results showed IRT is more sensitive to air-filled defects, water-filled defects can still be detected with a large enough heating mechanism. The experiments showed that a more detailed and accurate assessment can be achieved by combining both GPR and IRT.     

Construction and Testing of an Innovative Concrete Bridge Deck Totally Reinforced with Glass FRP Bars: Val-Alain Bridge on Highway 20 East

The Val-Alain Bridge, located in the Municipality of Val-Alain on Highway 20 East, crosses over Henri River in Québec, Canada. The bridge is a slab-on-girder type with a skew angle of 20° over a single span of 49.89?m and a total width of 12.57?m. The bridge has four simply supported steel girders spaced at 3,145?mm. The deck slab is a 225-mm-thick concrete slab, with semi-integral abutments, continuous over the steel girders with an overhang of 1,570?mm on each side. The concrete deck slab and the bridge barriers were reinforced with glass fiber reinforced polymer (GFRP) reinforcing bars utilizing high-performance concrete. The Val-Alain Bridge is the Canada’s first concrete bridge deck totally reinforced with GFRP reinforcing bars. Using such nonmetallic reinforcement in combination with high-performance concrete leads to an expected service life of more than 75?years. The bridge is well instrumented with electrical resistance strain gauges and fiber-optic sensors at critical locations to record internal strain data. Also, the bridge was tested for service performance using calibrated truckloads. Design concepts, construction details, and results of the first series of live load field tests are presented.     

Designing and Testing of Concrete Bridge Decks Reinforced with Glass FRP Bars

In addition to their high strength and light weight, fiber-reinforced polymer (FRP) composite reinforcing bars offer corrosion resistance, making them a promising alternative to traditional steel reinforcing bars in concrete bridge decks. FRP reinforcement has been used in several bridge decks recently constructed in North America. The Morristown Bridge, which is located in Vermont, United States, is a single span steel girder bridge with integral abutments spanning 43.90 m. The deck is a 230 mm thick concrete continuous slab over girders spaced at 2.36 m. The entire concrete deck slab was reinforced with glass FRP (GFRP) bars in two identical layers at the top and the bottom. The bridge is well instrumented at critical locations for internal temperature and strain data collection with fiber-optic sensors. The bridge was tested for service performance using standard truck loads. The construction procedure and field test results under actual service conditions revealed that GFRP rebar provides very good and promising performance.     

Fatigue Life Evaluation of Concrete Bridge Deck Slabs Reinforced with Glass FRP Composite Bars

Since bridge deck slabs directly sustain repeated moving wheel loads, they are one of the most bridge elements susceptible to fatigue failure. Recently, glass fiber-reinforced polymer (FRP) composites have been widely used as internal reinforcement for concrete bridge deck slabs as they are less expensive compared to the other kinds of FRPs (carbon and aramid). However, there is still a lack of information on the performance of FRP–reinforced concrete elements subjected to cyclic fatigue loading. This research is designed to investigate the fatigue behavior and fatigue life of concrete bridge deck slabs reinforced with glass FRP bars. A total of five full-scale deck slabs were constructed and tested under concentrated cyclic loading until failure. Different reinforcement types (steel and glass FRP), ratios, and configurations were used. Different schemes of cyclic loading (accelerated variable amplitude fatigue loading) were applied. Results are presented in terms of deflections, strains in concrete and FRP bars, and crack widths at different levels of cyclic loading. The results showed the superior fatigue performance and longer fatigue life of concrete bridge deck slabs reinforced with glass FRP composite bars.     

Theoretical and Experimental Analysis of GFRP Bridge Deck under Temperature Gradient

The temperature difference between the top and bottom of a glass fiber reinforced polymer (GFRP) composite deck, ～ 65°C ( ～ 122°F), is nearly three times that of conventional concrete decks ～ 23°C ( ～ 41°F). Such a large temperature difference is attributed to the relatively lower thermal conductivity of GFRP material. In this study, laboratory tests were conducted on two GFRP bridge deck modules (10.2 and 20.3?cm deep decks) by heating and cooling the top surface of the GFRP deck, while maintaining ambient (room) temperature at the deck bottom. Deflections and strains were recorded on the deck under thermal loads. Theoretical results (using macro approach, Navier-Levy, and FEM) were compared with the laboratory test data. The test data indicated that the GFRP deck exhibited hogging under a positive temperature difference (i.e., Ttop>Tbottom, heating test; Ttop and Tbottom are temperatures at top and bottom of the deck, respectively) and sagging under a negative temperature difference (i.e., Ttop相似文献   

Evaluation of Effective Width and Distribution Factors for GFRP Bridge Decks Supported on Steel Girders

Glass fiber-reinforced polymer (GFRP) bridge deck systems offer an attractive alternative to concrete decks, particularly for bridge rehabilitation projects. Current design practice treats GFRP deck systems in a manner similar to concrete decks, but the results of this study indicate that this approach may lead to nonconservative bridge girder designs. Results from a number of in situ load tests of three steel girder bridges having the same GFRP deck system are used to determine the degree of composite action that may be developed and the transverse distribution of wheel loads that may be assumed for such structures. Results from this work indicate that appropriately conservative design values may be found by assuming no composite action between a GFRP deck and steel girder and using the lever rule to determine transverse load distribution. Additionally, when used to replace an existing concrete deck, the lighter GFRP deck will likely result in lower total stresses in the supporting girders, although, due to the decreased effective width and increased distribution factors, the live-load-induced stress range is likely to be increased. Thus, existing fatigue-prone details may become a concern and require additional attention in design.     

Evaluation of Composite Sandwich Bridge Decks with Hybrid FRP-Steel Core

A hybrid concept of composite sandwich panel with hybrid fiber-reinforced polymer (FRP)—steel core was proposed for bridge decks in order to not only improve stiffness and buckling response but also be cost efficient compared to all glass fiber-reinforced polymer (GFRP) decks. The composite sandwich bridge deck system is comprised of wrapped hybrid core of GFRP grid and multiple steel box cells with upper and lower GFRP facings. Its structural performance under static loading was evaluated and compared with the ANSYS finite element predictions. It was found that the presented composite sandwich panel with hybrid FRP-steel core was very efficient for use in bridges. The thickness of the hybrid deck may be decreased by 19% when compared with the all GFRP deck. The failure mode of the proposed hybrid deck was more favorable because of the yielding of the steel tube when compared with that of all GFRP decks.     

Nonlinear Finite-Element Analysis for Highway Bridge Superstructures

The most popular type of bridge in service today is the concrete deck on steel-girder composite bridge. A finite-element model is built to analyze the superstructure of this type of bridge under working load conditions. The deflections along a test bridge are computed by using this method; the results obtained are close to the experimental data. The concrete deck of the bridge is analyzed using nonlinear finite elements, of which the analytical procedure is described in detail. A comparison is also made between this method and the traditional transformed area method.     

Field Investigation on the First Bridge Deck Slab Reinforced with Glass FRP Bars Constructed in Canada

Recently, there has been a rapid increase in using noncorrosive fiber-reinforced polymers (FRP) reinforcing bars as alternative reinforcement for bridge deck slabs, especially those in harsh environments. A new two-span girder type bridge, Cookshire-Eaton Bridge (located in the municipality of Cookshire, Quebec, Canada), was constructed with a total length of 52.08 m over two equal spans. The deck was a 200-mm-thick concrete slab continuous over four spans of 2.70 m between girders with an overhang of 1.40 m on each side. One full span of the bridge was totally reinforced using glass fiber-reinforced polymer (GFRP) bars, while the other span was reinforced with galvanized steel bars. The bridge deck was well instrumented at critical locations for internal temperature and strain data collection using fiber optic sensors. The bridge was tested for service performance using calibrated truckloads as specified by the Canadian Highway Bridge Design Code. The construction procedure and field test results under actual service conditions revealed that GFRP rebar provides very competitive performance in comparison to steel.     

Behavior of Reinforced Concrete Bridge Decks on Skewed Steel Superstructure under Truck Wheel Loads

This paper focuses on the behavior of skewed concrete bridge decks on steel superstructure subjected to truck wheel loads. It was initiated to meet the need for investigating the role of truck loads in observed skewed deck cracking, which may interest bridge owners and engineers. Finite-element analysis was performed for typical skewed concrete decks, verified using in?situ deck strain measurement during load testing of a bridge skewed at 49.1°. The analysis results show that service truck loads induce low strains/stresses in the decks, unlikely to initiate concrete cracking alone. Nevertheless, repeated truck wheel load application may cause cracks to become wider, longer, and more visible. The local effect of wheel load significantly contributes to the total strain/stress response, and the global effect may be negligible or significant, depending on the location. The current design approach estimates the local effect but ignores the global effect. It therefore does not model the situation satisfactorily. In addition, total strain/stress effects due to truck load increase slightly because of skew angle.     

Field Load Tests and Numerical Analysis of Qingzhou Cable-Stayed Bridge

A field load test is an essential way to understand the behavior and fundamental characteristics of newly constructed bridges before they are allowed to go into service. The results of field static load tests and numerical analyses on the Qingzhou cable-stayed bridge (605?m central span length) over the Ming River, in Fuzhou, China are presented in the paper. The general test plan, tasks, and the responses measured are described. The level of test loading is about 80–95% of the code-specified serviceability load. The measured results include the deck profile, deck and tower displacements, and stresses of steel-concrete composite deck. A full three-dimensional finite-element model is developed and calibrated to match the measured elevations of the bridge deck. A good agreement is achieved between the experimental and analytical results. It is demonstrated that the initial equilibrium configuration of the bridge plays an important role in the finite-element calculations. Both experimental and analytical results have shown that the bridge is in the elastic state under the planned test loads, which indicates that the bridge has an adequate load-carrying capacity. The calibrated finite-element model that reflects the as-built conditions can be used as a baseline for health monitoring and future maintenance of the bridge.     

Evaluation of GFRP Honeycomb Beams for the O’Fallon Park Bridge

This paper presents a study on the evaluation of the static performance of a glass fiber-reinforced polymer (GFRP) bridge deck that was installed in O’Fallon Park over Bear Creek west of the City of Denver. The bridge deck has a sandwich panel configuration, consisting of two stiff faces separated by a light-weight honeycomb core. The deck was manufactured using a hand lay-up technique. To assist the preliminary design of the deck, the stiffness and load-carrying capacities of four approximately 330 mm (13 in.) wide GFRP beam specimens were evaluated. The crushing capacity of the panel was also examined by subjecting four 330×305×190?mm?(13×12×7.5?in.) specimens to compression tests. The experimental data were analyzed and compared to results obtained from analytical and finite element models, which have been used to enhance the understanding of the experimental observations. The failure of all four beams was caused by the delamination of the top faces. In spite of the scatter of the tests results, the beams showed good shear strengths at the face-to-core interface as compared to similar panels evaluated in prior studies.     

Use of Glass-Fiber-Reinforced Polymer Tendons for Stress-Laminating Timber Bridge Decks

Researchers at the University of Maine led an effort in the mid-1990s to develop and use glass-fiber-reinforced polymer (GFRP) tendons, instead of the commonly used steel-threaded bars, for stress-laminating timber bridge decks. The GFRP tendons are 12.7 mm (0.5 in.) in diameter and consist of seven-wire strands similar in construction to steel prestressing strands. Because the modulus of elasticity of the GFRP tendons is approximately 1/9 that of steel, they are not as susceptible to loss of prestress as steel bars and may not have to be restressed during the life of deck. In 1997, researchers obtained funding to design, construct, and monitor a stress-laminated timber bridge located in Milbridge, Maine, utilizing the new GFRP tendons. The bridge was constructed from preservative treated No. 2 and better eastern hemlock laminations and is 4.88 m (16 ft) long, 7.75 m (25 ft, 6 in.) wide, and 350 mm (14 in.) deep. Based on 4.25 years of field monitoring the tendon forces and moisture content, the GFRP tendons have maintained an adequate prestress level without having to be restressed.     

Static and Fatigue Testing of Hybrid Fiber-Reinforced Polymer-Concrete Bridge Superstructure

This paper presents the experimental results from static and fatigue testing on a scale model of a hybrid fiber-reinforced polymer (FRP)–concrete bridge superstructure. The hybrid superstructure was designed as a simply-supported single span bridge with a span of 18.3 m. Three trapezoidal glass fiber-reinforced polymer (GFRP) box sections are bonded together to make up a one-lane superstructure, and a layer of concrete is placed in the compression side of those sections. This new design was proposed in order to reduce the initial costs and to increase the stiffness of GFRP composite structures. Static test results showed that the bridge model meets the stiffness requirement and has significant reserve strength. The bridge model was also subjected to two million load cycles to investigate its fatigue characteristics. The fatigue testing revealed that the structural system exhibits insignificant stiffness degradation.     

Effect on Superstructure Stress of Replacing a Composite RC Bridge Deck with a GFRP Deck

Glass fiber-reinforced polymer (GFRP) composite bridge decks behave differently than comparable reinforced concrete (RC) decks. GFRP decks exhibit reduced composite behavior (when designed to behave in a composite manner) and transverse distribution of forces. Both of these effects are shown to counteract the beneficial effects of a lighter deck structure and result in increased internal stresses in the supporting girders. The objective of this paper is to demonstrate through an illustrative example the implications of RC-to-GFRP deck replacement on superstructure stresses. It is also shown that, regardless of superstructure stresses, substructure forces will be uniformly reduced due to the lighter resulting superstructure.     

Fatigue and Strength Evaluation of Two Glass Fiber-Reinforced Polymer Bridge Decks

The use of glass fiber-reinforced polymer (GFRP) bridge decks is appealing for applications where minimizing dead load is critical. This paper describes fatigue and strength testing of two types of GFRP decks being considered for use in the retrofit of an aging steel arch bridge in Snohomish County, Washington, where a roadway expansion is necessary and it is desirable to minimize the improvements to the arch superstructure. Each test used a setup designed to be as close as practicable to what will be the in situ conditions for the deck, which included a 2% cross slope for drainage. The fatigue testing consisted of a single 116 kN (26 kip) load applied for 2 million cycles, which corresponds to an AASHTO HS-25 truck with a 30% impact factor, and the strength testing consisted of multiple runs of a monotonically applied minimum load of 347 kN (78 kips). Results from the fatigue testing indicated a degradation of the stiffness of both deck types; however, the degradation was limited to less than 12% over the duration of loading. Further, the results showed both deck types accumulated permanent deck displacement during fatigue loading and one deck type used a detail with poor fatigue performance. That detail detrimentally impacted the overall deck performance and caused large permanent deck deformations. It was also found that degradation of composite behavior between the deck and girders occurs during fatigue loading and should be included in design.     

Laboratory and Field Performance of Cellular Fiber-Reinforced Polymer Composite Bridge Deck Systems

This paper addresses the laboratory and field performance of multicellular fiber-reinforced polymer (FRP) composite bridge deck systems produced from adhesively bonded pultrusions. Two methods of deck contact loading were examined: a steel patch dimensioned according to the AASHTO Bridge Design Specifications, and a simulated tire patch constructed from an actual truck tire reinforced with silicon rubber. Under these conditions, deck stiffness, strength, and failure characteristics of the cellular FRP decks were examined. The simulated tire loading was shown to develop greater global deflections given the same static load. The failure mode is localized and dominated by transverse bending failure of the composites under the simulated tire loading as opposed to punching shear for the AASHTO recommended patch load. A field testing facility was designed and constructed in which FRP decks were installed, tested, and monitored to study the decks’ in-service field performance. No significant loss of deck capacity was observed after more than one year of field service. However, it was shown that unsupported edges (or free edges) are undesirable due to transitional stiffness from approach to the unsupported deck edge.