STATIC LOAD TESTING OF A DAMAGED, CONTINUOUS PRESTRESSED CONCRETE BRIDGE Except where reference is made to the work of others, the work described in this thesis is my own or was done in collaboration with my advisory committee. This thesis does not include proprietary or classified information. _____________________________________________ William Ernest Fason Certificate of Approval: ______________________________ ______________________________ Anton K. Schindler Robert W. Barnes, Chair Gottlieb Associate Professor James J. Mallett Associate Professor Civil Engineering Civil Engineering ______________________________ ______________________________ Mary L. Hughes George T. Flowers Instructor Dean Civil Engineering Graduate School STATIC LOAD TESTING OF A DAMAGED, CONTINUOUS PRESTRESSED CONCRETE BRIDGE William Ernest Fason A Thesis Submitted to the Graduate Faculty of Auburn University in Partial Fulfillment of the Requirements for the Degree of Master of Science Auburn, Alabama May 9, 2009 iii STATIC LOAD TESTING OF A DAMAGED, CONTINUOUS PRESTRESSED CONCRETE BRIDGE William Ernest Fason Permission is granted to Auburn University to make copies of this thesis at its discretion, upon the request of individuals or institutions and at their expense. The author reserves all publication rights. ________________________ Signature of Author ________________________ Date of Graduation iv THESIS ABSTRACT STATIC LOAD TESTING OF A DAMAGED, CONTINUOUS PRESTRESSED CONCRETE BRIDGE William E Fason Master of Science, May 9, 2009 (B.S., Auburn University, 2003) 318 Typed Pages Directed by Robert W. Barnes Shortly after the completion of interstate highway I-565 in Huntsville, Alabama, cracks were discovered in the continuous end of many of the prestressed concrete bulb- tee girders. Alabama Department of Transportation (ALDOT) employees determined that differential temperature gradients across the depth of the members were the likely cause. ALDOT personnel, along with Auburn University personnel, performed additional research to verify the causes of the cracking and to investigate possible repair methods. It was concluded that the temperature gradients were the cause of the cracking, and a fiber-reinforced polymer (FRP) repair was designed. Load tests before and after v the FRP repair were recommended to determine the effectiveness of the repair. A finite- element model (FEM) analysis was conducted as well to verify the behavior of the bridge and to determine the possible effects of the repair. The current state of the bridge was observed and recorded, and a pre-repair load test was conducted in order to provide a baseline to which the post repair load test results could be compared. A comparison between the two will provide a method of determining the effectiveness of the repair. The load test was focused on two girders that exhibited typical cracking behavior. The girders were tested with concrete surface strain gages, deflectometers, and crack opening devices. The pre-repair load test results showed that the bridge is acting in either a partially continuous or fully continuous manner. An additional goal of the test was to determine the effectiveness of superpositioning in bridge girders. It was determined that superpositioning was effective for large scale bridge behavior measurements such as deflections, but was not applicable for more localized measurements like strains and crack openings. A follow-up load test will be required to determine the effectiveness of the FRP repair. The results can be compared to the FEM results in order to verify the FEM predictions. vi Style manual used The Chicago Manual of Style Computer software used Microsoft Word, Microsoft Excel vii TABLE OF CONTENTS LIST OF TABLES................................................................................................. xi LIST OF FIGURES .............................................................................................. xii CHAPTER 1: INTRODUCTION...........................................................................1 Project Overview .............................................................................1 Need for Research............................................................................2 Objectives ........................................................................................2 Scope................................................................................................2 CHAPTER 2: BACKGROUND AND RESEARCH .............................................4 Unexpected Cracking of Prestressed Concrete Girders ...................4 Earlier Research on Huntsville I-565 Cracked Girders .................10 Bridge Spans to be Tested..............................................................23 Current Research............................................................................24 Future Research .............................................................................25 CHAPTER 3: PRE-REPAIR BRIDGE CONDITIONS.......................................36 False Supports and Bearing Pads...................................................36 Surface Preparation For FRP Application .....................................39 FRP Installation at Girder Support ................................................41 Overview of Current Conditions....................................................42 Crack Locations and Summary ? Girder by Girder.......................44 Crack Locations and Summary ? Continuity Diaphragm..............59 Summary of Existing Conditions...................................................60 CHAPTER 4: LOAD-TESTING INSTRUMENTATION...................................69 Strain Gages...................................................................................69 Deflectometers ...............................................................................82 Crack Opening Displacement Gages .............................................85 Instrumentation Designations ........................................................90 Data Acquisition System................................................................91 CHAPTER 5: PRE-REPAIR LOAD TESTING PROCEDURE..........................92 Traffic Control ...............................................................................92 Load Test Trucks ...........................................................................93 viii Static Load Testing ........................................................................98 Acoustic Emissions Testing.........................................................105 Superposition Testing ..................................................................106 Weather Conditions .....................................................................106 Effects of Bearing Pads and False Supports ................................108 CHAPTER 6: RESULTS AND DISCUSSION..................................................109 Acoustic Emissions Testing.........................................................109 Static Load Test Results...............................................................114 Superposition of Test Results ......................................................121 Bridge Behavior...........................................................................127 FRP Evaluation ............................................................................130 False Supports..............................................................................131 Comparisons to Previous Research..............................................131 CHAPTER 7: SUMMARY AND CONCLUSIONS..........................................134 Summary......................................................................................134 Conclusions..................................................................................135 CHAPTER 8: RECOMMENDATIONS.............................................................139 Post-Repair Load Test Instrumentation .......................................139 Further Research ..........................................................................140 REFERENCES ....................................................................................................142 APPENDIX A: BRIDGE LAYOUT ................................................................144 APPENDIX B: MEGADAC CHANNEL LAYOUT.......................................145 APPENDIX C: TEST RESULTS.....................................................................146 Lane A.....................................................................................147 Lane B .....................................................................................150 Lane C .....................................................................................153 APPENDIX D: GRAPHS OF TEST DATA ....................................................156 Lane A.....................................................................................157 Lane B .....................................................................................202 Lane C .....................................................................................247 ix LIST OF TABLES Table 2-1 Summary of Cracking in Prestressed Concrete Girders Made Continuous....................................................7 Table 3-1 Summary of Existing Conditions ? Span 10......................46 Table 3-2 Summary of Existing Conditions ? Span 11......................47 Table 4-1 Stain Gage Cross Section Locations ..................................79 Table 4-2 Deflectometer Locations....................................................85 Table 4-3 Crack Opening Displacement Gage Locations ..................90 Table 5-1 Load Distribution for LC-6 and LC-6.5.............................95 Table 5-2 Truck Stop Positions........................................................104 Table 5-3 Temperature and Weather Data for Days of Load Test..........................................................................108 Table 6-1 Deformations Measured during Acoustic Emissions Testing............................................................112 Table 6-2 Deflection Superposition Results.....................................122 Table 6-3 Crack Opening Superposition Results.............................124 Table 6-4 Strain Superposition Results............................................123 Table B-1 Megadac Channel Layout ................................................145 Table C-1 Lane A ? Crack Openings and Deflections......................147 Table C-2 Lane A ? Span 10 Strain Readings ..................................148 Table C-3 Lane A ? Span 11 Strain Readings ..................................149 x Table C-4 Lane B ? Crack Openings and Deflections......................150 Table C-5 Lane B ? Span 10 Strain Readings...................................151 Table C-6 Lane B ? Span 11 Strain Readings...................................152 Table C-7 Lane C ? Crack Openings and Deflections......................153 Table C-8 Lane C ? Span 10 Strain Readings...................................154 Table C-9 Lane C ? Span 11 Strain Readings...................................155 xi LIST OF FIGURES Figure 2-1 Cracks in Continuous Ends of Girders (Barnes 2007).........5 Figure 2-2 Cracks in Continuity Diaphragm .........................................6 Figure 2-3 End Cracks in the Continuity Diaphragm ............................7 Figure 2-4 False Supports......................................................................8 Figure 2-5 Bearing Pad Between Top of False Support and Bottom of Bulb-Tee Girder..................................................8 Figure 2-6 Epoxy-Injected Cracks.........................................................9 Figure 2-7 Detail of Continuity Diaphragm at Interior Support (Swenson 2003a)..................................................14 Figure 2-8 Elevation drawing of proposed FRP Repair ......................21 Figure 2-9 FRP Layout - Cross Section A and B Profile.....................22 Figure 2-10 Cross Section of a Typical BT54 Girder (Swenson 2003a) ....................................................26 Figure 2-11 Cross Section of a Typical Critical Span (Swenson 2003a).......................................................27 Figure 2-12 Longitudinal Profile of Prestressing Tendons (Swenson 2003a).................................................28 Figure 2-13 Cross-sectional Prestressing Tendon Profile at Girder End (Swenson 2003a) .............................................29 Figure 2-14 Cross-sectional Prestressing Tendon Profile at Midspan (Swenson 2003a).................................................30 Figure 2-15 Location of Mild Steel Bend Bars (Swenson 2003a).........31 xii Figure 2-16 Location of Vertical Shear Reinforcement in a Typical BT54 Girder (Swenson 2003a) .............................32 Figure 2-17 Cross-sectional Configuration of the Vertical Shear Reinforcement at the Girder End (Swenson 2003a) ..........33 Figure 2-18 Cross-sectional Configuration of the Vertical Shear Reinforcement at Midspan (Swenson 2003a)....................34 Figure 2-19 Longitudinal Mild Steel Reinforcement in the Deck Slab (Swenson 2003a)........................................................35 Figure 3-1 Bent 11 South View ...........................................................37 Figure 3-2 Bent 11 North View...........................................................38 Figure 3-3 Proper Space Between Girder and False Support..............38 Figure 3-4 Girder Resting on Bearing Pad ..........................................39 Figure 3-5 Proper Rounding of ?? Chamfered Corners of Girders ....40 Figure 3-6 Epoxy Sealant to be Removed from Girders Prior to FRP Installation ....................................................41 Figure 3-7 Bug Holes to be Filled with Epoxy Putty (Dime for Size Reference) .................................................42 Figure 3-8 Types of Cracking..............................................................43 Figure 3-9 Girder Line Numbering Layout .........................................45 Figure 3-10 Girder Line 1 Cracking ......................................................50 Figure 3-11 Girder Line 2 Cracking ......................................................51 Figure 3-12 Girder Line 3 Cracking ......................................................52 Figure 3-13 Girder Line 4 Cracking ......................................................53 Figure 3-14 Girder Line 5 Cracking ......................................................54 xiii Figure 3-15 Girder Line 6 Cracking ......................................................55 Figure 3-16 Girder Line 7 Cracking ......................................................56 Figure 3-17 Girder Line 8 Cracking ......................................................57 Figure 3-18 Girder Line 9 Cracking ......................................................58 Figure 3-19 Continuity Diaphragm Between Girder Lines 1 and 2 ......61 Figure 3-20 Continuity Diaphragm Between Girder Lines 2 and 3 ......62 Figure 3-21 Continuity Diaphragm Between Girder Lines 3 and 4 ......63 Figure 3-22 Continuity Diaphragm Between Girder Lines 4 and 5 ......64 Figure 3-23 Continuity Diaphragm Between Girder Lines 5 and 6 ......65 Figure 3-24 Continuity Diaphragm Between Girder Lines 6 and 7 ......66 Figure 3-25 Continuity Diaphragm Between Girder Lines 7 and 8 ......67 Figure 3-26 Continuity Diaphragm Between Girder Lines 8 and 9 ......68 Figure 4-1 Typical Strain Gage Before Being Protected.....................71 Figure 4-2 Strain Gage After Being Coated with RTV for Moisture Protection............................................................73 Figure 4-3 Strain Gage After Being Covered with Mastic Tape.........75 Figure 4-4 Strain Gage Instrumented Cross Sections for Girders 7 and 8...................................................................77 Figure 4-5 Strain Gage Layout - Span 10 and 11 Cross Section 1......78 Figure 4-6 Strain Gage Layout - Span 10 and 11 Cross Section 2......78 Figure 4-7 Strain Gage Layout - Span 11 Cross Sections 3, 4, 5, and 6 ........................................................79 Figure 4-8 Strain Gages - Cross Section 1...........................................80 Figure 4-9 Strain Gages - Cross Section 2...........................................81 xiv Figure 4-10 Deflectometer.....................................................................83 Figure 4-11 Deflectometer Bracket Being Attached to the Underside of Girder 8 ........................................................84 Figure 4-12 Girder 7 and 8 Deflectometer Locations............................86 Figure 4-13 Deflectometers During Test ...............................................87 Figure 4-14 Anchor Blocks for COD ....................................................88 Figure 4-15 Crack Opening Device Installed on Girder........................89 Figure 4-16 Crack Opening Devices (from Texas Measurements).......89 Figure 4-17 Van Setup for Load Testing...............................................91 Figure 5-1 ST-6400..............................................................................94 Figure 5-2 ST-6902..............................................................................94 Figure 5-3 Footprint of Truck ST- 6400..............................................96 Figure 5-4 Footprint of Truck ST- 6902..............................................97 Figure 5-5 ALDOT Legal Truck Weight Limits .................................99 Figure 5-6 Load truck aligned with driver?s side rear tires on lane line .......................................................................100 Figure 5-7 Lane A ? Horizontal Truck Positioning (Static Test only)..............................................................101 Figure 5-8 Lane B ? Horizontal Truck Positioning (Static Test only)..............................................................101 Figure 5-9 Lane C ? Horizontal Truck Positioning (Static and AE Test).........................................................102 Figure 5-10 Truck Stop Positions........................................................103 Figure 5-11 Superpositioning Test Lane ? Horizontal Truck Positioning.............................................................107 xv Figure 6-1 Elevation of Bridge Showing AE Truck Positions ..........113 Figure 6-2 Stop Position A1 Deflections...........................................116 Figure 6-3 Strain versus Load Application Location.........................119 Figure 6-4 Bottom-Fiber Strains for Load Position B9.....................121 Figure 6-5 Bottom Fiber Strains for Position A1 & A9....................129 Figure A-1 Bridge Layout ..................................................................144 Figure D-1 A1 Deflections .................................................................157 Figure D-2 A1 Bottom Fiber Strains ..................................................157 Figure D-3 A1 Span 10 Girder 7 Cross Section1 ...............................158 Figure D-4 A1 Span 10 Girder 7 Cross Section 2 ..............................158 Figure D-5 A1 Span 10 Girder 8 Cross Section 1 ..............................159 Figure D-6 A1 Span 10 Girder 8 Cross Section 2 ..............................159 Figure D-7 A1 Span 11 Girder 7 Cross Section 1 ..............................160 Figure D-8 A1 Span 11 Girder 7 Cross Section 2 ..............................160 Figure D-9 A1 Span 11 Girder 8 Cross Section 1 ..............................161 Figure D-10 A1 Span 11 Girder 8 Cross Section 2 ..............................161 Figure D-11 A2 Deflections .................................................................162 Figure D-12 A2 Bottom Fiber Strains ..................................................162 Figure D-13 A2 Span 10 Girder 7 Cross Section1 ...............................163 Figure D-14 A2 Span 10 Girder 7 Cross Section 2 ..............................163 Figure D-15 A2 Span 10 Girder 8 Cross Section 1 ..............................164 Figure D-16 A2 Span 10 Girder 8 Cross Section 2 ..............................164 xvi Figure D-17 A2 Span 11 Girder 7 Cross Section 1 ..............................165 Figure D-18 A2 Span 11 Girder 7 Cross Section 2 ..............................165 Figure D-19 A2 Span 11 Girder 8 Cross Section 1 ..............................166 Figure D-20 A2 Span 11 Girder 8 Cross Section 2 ..............................166 Figure D-21 A3 Deflections .................................................................167 Figure D-22 A3 Bottom Fiber Strains ..................................................167 Figure D-23 A3 Span 10 Girder 7 Cross Section1 ...............................168 Figure D-24 A3 Span 10 Girder 7 Cross Section 2 ..............................168 Figure D-25 A3 Span 10 Girder 8 Cross Section 1 ..............................169 Figure D-26 A3 Span 10 Girder 8 Cross Section 2 ..............................169 Figure D-27 A3 Span 11 Girder 7 Cross Section 1 ..............................170 Figure D-28 A3 Span 11 Girder 7 Cross Section 2 ..............................170 Figure D-29 A3 Span 11 Girder 8 Cross Section 1 ..............................171 Figure D-30 A3 Span 11 Girder 8 Cross Section 2 ..............................171 Figure D-31 A4 Deflections .................................................................172 Figure D-32 A4 Bottom Fiber Strains ..................................................172 Figure D-33 A4 Span 10 Girder 7 Cross Section1 ...............................173 Figure D-34 A4 Span 10 Girder 7 Cross Section 2 ..............................173 Figure D-35 A4 Span 10 Girder 8 Cross Section 1 ..............................174 Figure D-36 A4 Span 10 Girder 8 Cross Section 2 ..............................174 Figure D-37 A4 Span 11 Girder 7 Cross Section 1 ..............................175 Figure D-38 A4 Span 11 Girder 7 Cross Section 2 ..............................175 xvii Figure D-39 A4 Span 11 Girder 8 Cross Section 1 ..............................176 Figure D-40 A4 Span 11 Girder 8 Cross Section 2 ..............................176 Figure D-41 A5 Deflections .................................................................177 Figure D-42 A5 Bottom Fiber Strains ..................................................177 Figure D-43 A5 Span 10 Girder 7 Cross Section1 ...............................178 Figure D-44 A5 Span 10 Girder 7 Cross Section 2 ..............................178 Figure D-45 A5 Span 10 Girder 8 Cross Section 1 ..............................179 Figure D-46 A5 Span 10 Girder 8 Cross Section 2 ..............................179 Figure D-47 A5 Span 11 Girder 7 Cross Section 1 ..............................180 Figure D-48 A5 Span 11 Girder 7 Cross Section 2 ..............................180 Figure D-49 A5 Span 11 Girder 8 Cross Section 1 ..............................181 Figure D-50 A5 Span 11 Girder 8 Cross Section 2 ..............................181 Figure D-51 A6 Deflections .................................................................182 Figure D-52 A6 Bottom Fiber Strains ..................................................182 Figure D-53 A6 Span 10 Girder 7 Cross Section1 ...............................183 Figure D-54 A6 Span 10 Girder 7 Cross Section 2 ..............................183 Figure D-55 A6 Span 10 Girder 8 Cross Section 1 ..............................184 Figure D-56 A6 Span 10 Girder 8 Cross Section 2 ..............................184 Figure D-57 A6 Span 11 Girder 7 Cross Section 1 ..............................185 Figure D-58 A6 Span 11 Girder 7 Cross Section 2 ..............................185 Figure D-59 A6 Span 11 Girder 8 Cross Section 1 ..............................186 Figure D-60 A6 Span 11 Girder 8 Cross Section 2 ..............................186 xviii Figure D-61 A7 Deflections .................................................................187 Figure D-62 A7 Bottom Fiber Strains ..................................................187 Figure D-63 A7 Span 10 Girder 7 Cross Section1 ...............................188 Figure D-64 A7 Span 10 Girder 7 Cross Section 2 ..............................188 Figure D-65 A7 Span 10 Girder 8 Cross Section 1 ..............................189 Figure D-66 A7 Span 10 Girder 8 Cross Section 2 ..............................189 Figure D-67 A7 Span 11 Girder 7 Cross Section 1 ..............................190 Figure D-68 A7 Span 11 Girder 7 Cross Section 2 ..............................190 Figure D-69 A7 Span 11 Girder 8 Cross Section 1 ..............................191 Figure D-70 A7 Span 11 Girder 8 Cross Section 2 ..............................191 Figure D-71 A8 Deflections .................................................................192 Figure D-72 A8 Bottom Fiber Strains ..................................................192 Figure D-73 A8 Span 10 Girder 7 Cross Section1 ...............................193 Figure D-74 A8 Span 10 Girder 7 Cross Section 2 ..............................193 Figure D-75 A8 Span 10 Girder 8 Cross Section 1 ..............................194 Figure D-76 A8 Span 10 Girder 8 Cross Section 2 ..............................194 Figure D-77 A8 Span 11 Girder 7 Cross Section 1 ..............................195 Figure D-78 A8 Span 11 Girder 7 Cross Section 2 ..............................195 Figure D-79 A8 Span 11 Girder 8 Cross Section 1 ..............................196 Figure D-80 A8 Span 11 Girder 8 Cross Section 2 ..............................196 Figure D-81 A9 Deflections .................................................................197 Figure D-82 A9 Bottom Fiber Strains ..................................................197 xix Figure D-83 A9 Span 10 Girder 7 Cross Section1 ...............................198 Figure D-84 A9 Span 10 Girder 7 Cross Section 2 ..............................198 Figure D-85 A9 Span 10 Girder 8 Cross Section 1 ..............................199 Figure D-86 A9 Span 10 Girder 8 Cross Section 2 ..............................199 Figure D-87 A9 Span 11 Girder 7 Cross Section 1 ..............................200 Figure D-88 A9 Span 11 Girder 7 Cross Section 2 ..............................200 Figure D-89 A9 Span 11 Girder 8 Cross Section 1 ..............................201 Figure D-90 A9 Span 11 Girder 8 Cross Section 2 ..............................201 Figure D-91 B1 Deflections..................................................................202 Figure D-92 B1 Bottom Fiber Strains ..................................................202 Figure D-93 B1 Span 10 Girder 7 Cross Section1 ...............................203 Figure D-94 B1 Span 10 Girder 7 Cross Section 2 ..............................203 Figure D-95 B1 Span 10 Girder 8 Cross Section 1 ..............................204 Figure D-96 B1 Span 10 Girder 8 Cross Section 2 ..............................204 Figure D-97 B1 Span 11 Girder 7 Cross Section 1 ..............................205 Figure D-98 B1 Span 11 Girder 7 Cross Section 2 ..............................205 Figure D-99 B1 Span 11 Girder 8 Cross Section 1 ..............................206 Figure D-100 B1 Span 11 Girder 8 Cross Section 2 ..............................206 Figure D-101 B2 Deflections..................................................................207 Figure D-102 B2 Bottom Fiber Strains ..................................................207 Figure D-103 B2 Span 10 Girder 7 Cross Section1 ...............................208 Figure D-104 B2 Span 10 Girder 7 Cross Section 2 ..............................208 xx Figure D-105 B2 Span 10 Girder 8 Cross Section 1 ..............................209 Figure D-106 B2 Span 10 Girder 8 Cross Section 2 ..............................209 Figure D-107 B2 Span 11 Girder 7 Cross Section 1 ..............................210 Figure D-108 B2 Span 11 Girder 7 Cross Section 2 ..............................210 Figure D-109 B2 Span 11 Girder 8 Cross Section 1 ..............................211 Figure D-110 B2 Span 11 Girder 8 Cross Section 2 ..............................211 Figure D-111 B3 Deflections..................................................................212 Figure D-112 B3 Bottom Fiber Strains ..................................................212 Figure D-113 B3 Span 10 Girder 7 Cross Section1 ...............................213 Figure D-114 B3 Span 10 Girder 7 Cross Section 2 ..............................213 Figure D-115 B3 Span 10 Girder 8 Cross Section 1 ..............................214 Figure D-116 B3 Span 10 Girder 8 Cross Section 2 ..............................214 Figure D-117 B3 Span 11 Girder 7 Cross Section 1 ..............................215 Figure D-118 B3 Span 11 Girder 7 Cross Section 2 ..............................215 Figure D-119 B3 Span 11 Girder 8 Cross Section 1 ..............................216 Figure D-120 B3 Span 11 Girder 8 Cross Section 2 ..............................216 Figure D-121 B4 Deflections..................................................................217 Figure D-122 B4 Bottom Fiber Strains ..................................................217 Figure D-123 B4 Span 10 Girder 7 Cross Section1 ...............................218 Figure D-124 B4 Span 10 Girder 7 Cross Section 2 ..............................218 Figure D-125 B4 Span 10 Girder 8 Cross Section 1 ..............................219 Figure D-126 B4 Span 10 Girder 8 Cross Section 2 ..............................219 xxi Figure D-127 B4 Span 11 Girder 7 Cross Section 1 ..............................220 Figure D-128 B4 Span 11 Girder 7 Cross Section 2 ..............................220 Figure D-129 B4 Span 11 Girder 8 Cross Section 1 ..............................221 Figure D-130 B4 Span 11 Girder 8 Cross Section 2 ..............................221 Figure D-131 B5 Deflections..................................................................222 Figure D-132 B5 Bottom Fiber Strains ..................................................222 Figure D-133 B5 Span 10 Girder 7 Cross Section1 ...............................223 Figure D-134 B5 Span 10 Girder 7 Cross Section 2 ..............................223 Figure D-135 B5 Span 10 Girder 8 Cross Section 1 ..............................224 Figure D-136 B5 Span 10 Girder 8 Cross Section 2 ..............................224 Figure D-137 B5 Span 11 Girder 7 Cross Section 1 ..............................225 Figure D-138 B5 Span 11 Girder 7 Cross Section 2 ..............................225 Figure D-139 B5 Span 11 Girder 8 Cross Section 1 ..............................226 Figure D-140 B5 Span 11 Girder 8 Cross Section 2 ..............................226 Figure D-141 B6 Deflections..................................................................227 Figure D-142 B6 Bottom Fiber Strains ..................................................227 Figure D-143 B6 Span 10 Girder 7 Cross Section1 ...............................228 Figure D-144 B6 Span 10 Girder 7 Cross Section 2 ..............................228 Figure D-145 B6 Span 10 Girder 8 Cross Section 1 ..............................229 Figure D-146 B6 Span 10 Girder 8 Cross Section 2 ..............................229 Figure D-147 B6 Span 11 Girder 7 Cross Section 1 ..............................230 Figure D-148 B6 Span 11 Girder 7 Cross Section 2 ..............................230 xxii Figure D-149 B6 Span 11 Girder 8 Cross Section 1 ..............................231 Figure D-150 B6 Span 11 Girder 8 Cross Section 2 ..............................231 Figure D-151 B7 Deflections..................................................................232 Figure D-152 B7 Bottom Fiber Strains ..................................................232 Figure D-153 B7 Span 10 Girder 7 Cross Section1 ...............................233 Figure D-154 B7 Span 10 Girder 7 Cross Section 2 ..............................233 Figure D-155 B7 Span 10 Girder 8 Cross Section 1 ..............................234 Figure D-156 B7 Span 10 Girder 8 Cross Section 2 ..............................234 Figure D-157 B7 Span 11 Girder 7 Cross Section 1 ..............................235 Figure D-158 B7 Span 11 Girder 7 Cross Section 2 ..............................235 Figure D-159 B7 Span 11 Girder 8 Cross Section 1 ..............................236 Figure D-160 B7 Span 11 Girder 8 Cross Section 2 ..............................236 Figure D-161 B8 Deflections..................................................................237 Figure D-162 B8 Bottom Fiber Strains ..................................................237 Figure D-163 B8 Span 10 Girder 7 Cross Section1 ...............................238 Figure D-164 B8 Span 10 Girder 7 Cross Section 2 ..............................238 Figure D-165 B8 Span 10 Girder 8 Cross Section 1 ..............................239 Figure D-166 B8 Span 10 Girder 8 Cross Section 2 ..............................239 Figure D-167 B8 Span 11 Girder 7 Cross Section 1 ..............................240 Figure D-168 B8 Span 11 Girder 7 Cross Section 2 ..............................240 Figure D-169 B8 Span 11 Girder 8 Cross Section 1 ..............................241 Figure D-170 B8 Span 11 Girder 8 Cross Section 2 ..............................241 xxiii Figure D-171 B9 Deflections..................................................................242 Figure D-172 B9 Bottom Fiber Strains ..................................................242 Figure D-173 B9 Span 10 Girder 7 Cross Section1 ...............................243 Figure D-174 B9 Span 10 Girder 7 Cross Section 2 ..............................243 Figure D-175 B9 Span 10 Girder 8 Cross Section 1 ..............................244 Figure D-176 B9 Span 10 Girder 8 Cross Section 2 ..............................244 Figure D-177 B9 Span 11 Girder 7 Cross Section 1 ..............................245 Figure D-178 B9 Span 11 Girder 7 Cross Section 2 ..............................245 Figure D-179 B9 Span 11 Girder 8 Cross Section 1 ..............................246 Figure D-180 B9 Span 11 Girder 8 Cross Section 2 ..............................246 Figure D-181 C1 Deflections..................................................................247 Figure D-182 C1 Bottom Fiber Strains ..................................................247 Figure D-183 C1 Span 10 Girder 7 Cross Section1 ...............................248 Figure D-184 C1 Span 10 Girder 7 Cross Section 2 ..............................248 Figure D-185 C1 Span 10 Girder 8 Cross Section 1 ..............................249 Figure D-186 C1 Span 10 Girder 8 Cross Section 2 ..............................249 Figure D-187 C1 Span 11 Girder 7 Cross Section 1 ..............................250 Figure D-188 C1 Span 11 Girder 7 Cross Section 2 ..............................250 Figure D-189 C1 Span 11 Girder 8 Cross Section 1 ..............................251 Figure D-190 C1 Span 11 Girder 8 Cross Section 2 ..............................251 Figure D-191 C2 Deflections..................................................................252 Figure D-192 C2 Bottom Fiber Strains ..................................................252 xxiv Figure D-193 C2 Span 10 Girder 7 Cross Section1 ...............................253 Figure D-194 C2 Span 10 Girder 7 Cross Section 2 ..............................253 Figure D-195 C2 Span 10 Girder 8 Cross Section 1 ..............................254 Figure D-196 C2 Span 10 Girder 8 Cross Section 2 ..............................254 Figure D-197 C2 Span 11 Girder 7 Cross Section 1 ..............................255 Figure D-198 C2 Span 11 Girder 7 Cross Section 2 ..............................255 Figure D-199 C2 Span 11 Girder 8 Cross Section 1 ..............................256 Figure D-200 C2 Span 11 Girder 8 Cross Section 2 ..............................256 Figure D-201 C3 Deflections..................................................................257 Figure D-202 C3 Bottom Fiber Strains ..................................................257 Figure D-203 C3 Span 10 Girder 7 Cross Section1 ...............................258 Figure D-204 C3 Span 10 Girder 7 Cross Section 2 ..............................258 Figure D-205 C3 Span 10 Girder 8 Cross Section 1 ..............................259 Figure D-206 C3 Span 10 Girder 8 Cross Section 2 ..............................259 Figure D-207 C3 Span 11 Girder 7 Cross Section 1 ..............................260 Figure D-208 C3 Span 11 Girder 7 Cross Section 2 ..............................260 Figure D-209 C3 Span 11 Girder 8 Cross Section 1 ..............................261 Figure D-210 C3 Span 11 Girder 8 Cross Section 2 ..............................261 Figure D-211 C4 Deflections..................................................................262 Figure D-212 C4 Bottom Fiber Strains ..................................................262 Figure D-213 C4 Span 10 Girder 7 Cross Section1 ...............................263 Figure D-214 C4 Span 10 Girder 7 Cross Section 2 ..............................263 xxv Figure D-215 C4 Span 10 Girder 8 Cross Section 1 ..............................264 Figure D-216 C4 Span 10 Girder 8 Cross Section 2 ..............................264 Figure D-217 C4 Span 11 Girder 7 Cross Section 1 ..............................265 Figure D-218 C4 Span 11 Girder 7 Cross Section 2 ..............................265 Figure D-219 C4 Span 11 Girder 8 Cross Section 1 ..............................266 Figure D-220 C4 Span 11 Girder 8 Cross Section 2 ..............................266 Figure D-221 C5 Deflections..................................................................267 Figure D-222 C5 Bottom Fiber Strains ..................................................267 Figure D-223 C5 Span 10 Girder 7 Cross Section1 ...............................268 Figure D-224 C5 Span 10 Girder 7 Cross Section 2 ..............................268 Figure D-225 C5 Span 10 Girder 8 Cross Section 1 ..............................269 Figure D-226 C5 Span 10 Girder 8 Cross Section 2 ..............................269 Figure D-227 C5 Span 11 Girder 7 Cross Section 1 ..............................270 Figure D-228 C5 Span 11 Girder 7 Cross Section 2 ..............................270 Figure D-229 C5 Span 11 Girder 8 Cross Section 1 ..............................271 Figure D-230 C5 Span 11 Girder 8 Cross Section 2 ..............................271 Figure D-231 C6 Deflections..................................................................272 Figure D-232 C6 Bottom Fiber Strains ..................................................272 Figure D-233 C6 Span 10 Girder 7 Cross Section1 ...............................273 Figure D-234 C6 Span 10 Girder 7 Cross Section 2 ..............................273 Figure D-235 C6 Span 10 Girder 8 Cross Section 1 ..............................274 Figure D-236 C6 Span 10 Girder 8 Cross Section 2 ..............................274 xxvi Figure D-237 C6 Span 11 Girder 7 Cross Section 1 ..............................275 Figure D-238 C6 Span 11 Girder 7 Cross Section 2 ..............................275 Figure D-239 C6 Span 11 Girder 8 Cross Section 1 ..............................276 Figure D-240 C6 Span 11 Girder 8 Cross Section 2 ..............................276 Figure D-241 C7 Deflections..................................................................277 Figure D-242 C7 Bottom Fiber Strains ..................................................277 Figure D-243 C7 Span 10 Girder 7 Cross Section1 ...............................278 Figure D-244 C7 Span 10 Girder 7 Cross Section 2 ..............................278 Figure D-245 C7 Span 10 Girder 8 Cross Section 1 ..............................279 Figure D-246 C7 Span 10 Girder 8 Cross Section 2 ..............................279 Figure D-247 C7 Span 11 Girder 7 Cross Section 1 ..............................280 Figure D-248 C7 Span 11 Girder 7 Cross Section 2 ..............................280 Figure D-249 C7 Span 11 Girder 8 Cross Section 1 ..............................281 Figure D-250 C7 Span 11 Girder 8 Cross Section 2 ..............................281 Figure D-251 C8 Deflections..................................................................282 Figure D-252 C8 Bottom Fiber Strains ..................................................282 Figure D-253 C8 Span 10 Girder 7 Cross Section1 ...............................283 Figure D-254 C8 Span 10 Girder 7 Cross Section 2 ..............................283 Figure D-255 C8 Span 10 Girder 8 Cross Section 1 ..............................284 Figure D-256 C8 Span 10 Girder 8 Cross Section 2 ..............................284 Figure D-257 C8 Span 11 Girder 7 Cross Section 1 ..............................285 Figure D-258 C8 Span 11 Girder 7 Cross Section 2 ..............................285 xxvii Figure D-259 C8 Span 11 Girder 8 Cross Section 1 ..............................286 Figure D-260 C8 Span 11 Girder 8 Cross Section 2 ..............................286 Figure D-261 C9 Deflections..................................................................287 Figure D-262 C9 Bottom Fiber Strains ..................................................287 Figure D-263 C9 Span 10 Girder 7 Cross Section1 ...............................288 Figure D-264 C9 Span 10 Girder 7 Cross Section 2 ..............................288 Figure D-265 C9 Span 10 Girder 8 Cross Section 1 ..............................289 Figure D-266 C9 Span 10 Girder 8 Cross Section 2 ..............................289 Figure D-267 C9 Span 11 Girder 7 Cross Section 1 ..............................290 Figure D-268 C9 Span 11 Girder 7 Cross Section 2 ..............................290 Figure D-269 C9 Span 11 Girder 8 Cross Section 1 ..............................291 Figure D-270 C9 Span 11 Girder 8 Cross Section 2 ..............................291 1 CHAPTER 1 INTRODUCTION 1.1 PROJECT OVERVIEW Shortly after the completion of interstate highway I-565 in Huntsville, Alabama, cracks were discovered in the continuous end of many of the prestressed concrete bulb-tee girders. After a second inspection revealed more serious cracking, the Alabama Department of Transportation (ALDOT) began to monitor these bridges more closely. Efforts were made to alleviate the problem, and studies were undertaken to determine the cause of the cracking. False supports were designed and placed under the bridge to prevent a bridge collapse in the event of a girder failing. Temperature gradients across the cross section of the bulb-tee girders were determined to be the cause of the cracks (Gao 2003). Reinforcement details in the girder ends contributed to the severity of this cracking (Gao 2003). Later, an externally bonded fiber-reinforced polymer (FRP) repair was developed to bring the girders back to their required strength. A pre-repair and post-repair load test were recommended to determine the effectiveness of the repair. This thesis describes the pre-repair static load tests. In the test, bridge girders were instrumented, and data were collected while ALDOT load trucks were positioned in predetermined locations along the bridge surface. The results of the tests were recorded, and the measured bridge response was examined to gain insight into the structural 2 behavior of the system. Conclusions about the behavior of the bridge are reported, and ideas are introduced about the possible variation of bridge behavior with temperature. Finally, a portion of the load test was focused on using the principle of superposition to determine whether the existing bridge superstructure is behaving as a linear-elastic system under service-level loads. 1.2 NEED FOR RESEARCH It is much more efficient to provide an in-place repair for cracked girders than to completely shut down or reroute interstate highway traffic to rebuild a bridge. An effective in-place repair is needed for these bridge girders. The pre-repair load test and a post-repair load test are required to determine the effectiveness of the FRP repair. The pre-repair load test results provide a baseline for which the post-repair load test results can be compared. The pre-repair load test will also provide information to better understand the current bridge behavior. 1.3 OBJECTIVES The objective of the research described in this thesis is to perform the pre-repair static load test required to determine the effectiveness of the FRP repair and analyze the results. The pre-repair test will provide a baseline to which the post-repair test can be compared. The test data is also analyzed to determine both the behavior of the cracked girders and the effectiveness of superposition. 1.4 THESIS ORGANIZATION Chapter 2 provides background information and a summary of the previous research conducted on the bridge girders. Chapter 3 provides a detailed examination of the pre- repair bridge conditions. Chapter 4 details the instrumentation of the bridge girders for 3 testing. Chapter 5 provides an explanation the load testing procedure. The test results and a discussion of those results are included in Chapter 6. Chapter 7 contains a summary of the research and conclusions. Chapter 8 includes recommendations regarding the post-repair test as well as possible future research. 4 CHAPTER 2 BACKGROUND AND RESEARCH Interstate I-565 in downtown Huntsville was constructed in a five-part project. The project consisted of 2.45 miles of elevated highway and cost the state of Alabama $91,045,779. Construction started January 29, 1988 and was completed March 27, 1991 (ALDOT 1994d). Bridges were constructed using either steel or prestressed concrete girders, both having a cast-in-place concrete deck. Bridges were also constructed as either simply supported or continuous structures. Two-, three-, and four-span continuous girders were used. 2.1 UNEXPECTED CRACKING OF PRESTRESSED CONCRETE GIRDERS A routine bridge inspection in 1992 revealed hairline cracks in the continuous ends of many of the prestressed bulb-tee girders. During March and April of 1994, about eighteen months after the initial bridge inspection, another bridge inspection revealed much more serious cracking. Inspections revealed that the previous hairline cracks had propagated and widened up to 0.25 inches. As seen in Figure 2-1, cracks were primarily located near the continuous end of prestressed concrete bulb-tee girders made continuous for live loads. Cracks started at the bottom of the girders and propagated through the bottom flange and into the web. With cracking starting at the bottom of the girder, positive moment is the likely cause of cracking. The cracked prestressed girders types were either Bulb-Tee 54 (BT-54) or Bulb-Tee 63 (BT-63), each being 54-inches deep or 5 63-inches deep, respectively. Typical AASHTO I-shaped prestressed girders exhibited no cracking. Cracks in the face of the continuity diaphragms were also located during the second inspection, as indicated in Figure 2-2. ALDOT personnel thought that the diaphragm cracks were caused by the girders pulling away from the continuity diaphragm. Figure 2-1: Cracks in Continuous Ends of Girders (Barnes 2007) After the second inspection had alerted ALDOT officials to the problem, a survey was taken to assess the cracking in all of the Huntsville I-565 prestressed girders. Approximately 3 percent of continuous prestressed girders contained cracks (ALDOT 1994c). Only bulb-tee girders were cracked. No standard AASHTO I-girders exhibited cracking. Cracks in the continuity diaphragm faces were also more prevalent in bents supporting bulb-tee girders. Eighty-five percent of the bents had end cracks in the 6 continuity diaphragm (ALDOT 1994c). An example of this cracking may be seen in Figure 2-3. From Table 2-1 below, it can clearly be seen that the bulb-tee girders, especially BT-54 girders, experienced significantly more problems than the uncracked AASHTO girders. Figure 2-2: Cracks in Continuity Diaphragm After realizing the severity of the cracking, ALDOT personnel quickly took action to rectify the situation. False supports, as seen in Figure 2-4, were installed under all cracked girders to prevent a possible collapse. False supports were installed within 10 feet of the bents. The top of the false supports were placed approximately 1 inch from the bottom of the girder and bearing pads were attached atop the false supports between them and the girder as seen in Figure 2-5. The gap allowed for day to day movements of the bridge due to traffic and thermal loads. GIRDER DIAPHRAGM 7 Figure 2-3: End Cracks in the Continuity Diaphragm Table 2-1: Summary of Cracking in Prestressed Concrete Girders Made Continuous (Swenson 2003) BT-54 Girders BT-63 Girders AASHTO Types I, III, IV Girders No. of Girders No. of Cracked Girders No. of Girders No. of Cracked Girders No. of Girders No. of Cracked Girders Mainline 732 33 656 9 72 0 Ramp 560 24 140 8 174 0 Total 1292 57 796 17 246 0 8 Figure 2-4: False Supports Figure 2-5: Bearing Pad Between Top of False Support and Bottom of Bulb-Tee Girder 9 Epoxy was also injected into the cracks located near the ends of the prestressed girders when the cracks were wide open, as seen in Figure 2-6. The epoxy was used to attempt to seal existing cracks, as well as to prevent future growth of the cracks. However, new cracks often formed near the epoxy-injected cracks, and many epoxy- injected cracks reopened. Examples of this can be seen throughout these bridges. Figure 2-6: Epoxy-Injected Cracks Once precautions had been taken to prevent the failure of the bridges, ALDOT personnel tested the bridge to find the cause of the cracking in the prestressed bulb-tee girders. In order to determine the cause, bridges were instrumented to determine the effects of wind, traffic, and thermal loadings. Shortly thereafter, it was obvious that neither wind nor traffic loadings were responsible for the damage. However, a large temperature gradient existing across the depth of the bridge cross section caused 10 unexpected stresses and upward deflections. The thermal differences between the bridge deck and girders ultimately caused the cracking throughout the prestressed girder ends. As discussed in the next section, research conducted by the Auburn University Highway Research Center supported this conclusion. 2.2 EARLIER RESEARCH ON HUNTSVILLE I-565 CRACKED GIRDERS Engineers representing the Auburn University Highway Research Center, working alongside ALDOT engineers, have researched causes for cracking in the bridge girders, strength deficiencies caused by the cracking, and the feasibility of a fiber-reinforced polymer (FRP) strengthening system for the bridge. 2.2.1 CAUSES FOR CRACKING Ningyu Gao (2003) of Auburn University researched the I-565 girders in search of a cause for the extensive cracking. Gao analyzed an interior girder line of a typical two- span continuous structure considering time-dependent and temperature-dependent effects, as well as the effects caused by the construction sequence. A step-by-step, finite time interval analysis was used to calculate stresses in the girder, deck slab, and continuity diaphragm. The analysis first calculated the time-dependent stresses caused by the prestress force and dead loads. Secondly, a nonlinear temperature distribution analysis was conducted to calculate the temperature-dependent stresses that would result from temperature profiles actually measured in the girders. Finally, stresses caused by thermal effects were superimposed onto the stresses caused by time-dependent effects in order to determine the stresses caused by the combination of the two. 11 2.2.1.1 Nonlinear Temperature Distributions As mentioned earlier, cracking was caused by large positive moments near the continuous ends of the girders. ?Positive moment over the pier in precast prestressed bridges made continuous may come from the following ways: time-dependent effects, temperature effects, construction timing and sequence? (Gao 2003). In order to determine the probable cause for the extreme positive moments that caused cracking, each possibility was investigated. Gao (2003) found that construction timing and sequence had ?little effect on the girder performance as long as there are only a few days difference between the deck and diaphragm casting times?. Gao also determined that the time-dependent effects of creep due to the prestress force and shrinkage could cause cracking in the restrained girder ends, but ?this cracking would be unlikely to occur until the bridge was at least 10 years old?. Because of the cracking at earlier ages, it is not likely that time-dependent effects are the primary cause of cracking in the girders. Temperature gradients across the composite sections were determined to be the primary cause of cracking. Temperature data were recorded by ALDOT personnel at several different times, and the data collected by ALDOT personnel at 14:15:35 on May 19, 1994 was found to be the worst-case of the collected data. The nonlinear temperature distribution analysis was based on these data. As the recorded temperature data came from only a couple of days in the course of one year, there is a very low probability that the recorded temperature distribution was the worst that the bridge had experienced in its lifetime. When the temperature data were collected, the measured ambient temperature was only 18.2? C (64.8? F). During an extreme summer day ambient temperatures may reach 38? C (100? F), possibly causing a more extreme temperature difference between 12 the bridge deck and girders. In the recorded data, bridge deck temperatures were much higher than temperatures throughout the girders. The non-uniform temperature distribution caused the bridge to deflect upward, an occurrence known as ?sun cambering?. While girder sections near midspan move upward, girder sections near the continuity diaphragm were restrained from rotating or deflecting by the continuity between spans. Large positive restraint moments developed near the supports. The positive moments in the cross sections near the support caused very large tensile stresses in the bottom flange of the prestressed concrete girders. In the case of the I-565 bridges, many of the tensile stresses were large enough to cause cracking. The cracks caused by positive moments began in the girder?s bottom flange and extended into the web. A few of the cracks have propagated enough to approach the upper flange of the girders. Gao found that temperature-dependent effects caused cracking much earlier than time- dependent effects, probably soon after continuity was established. Gao (2003) concluded that the nonlinear temperature distribution throughout the bridge superstructure was the primary cause for the severe cracking in the prestressed bulb-tee girders. 2.2.1.2 Locations of cracks After researching the cause, it is not surprising that the prestressed girders cracked, but the locations of the cracking are different than one might think. Positive moments should be the highest near the continuity diaphragm, and therefore, one would expect the cracking to occur at the end of the girder or possibly at the interface between the girder and the continuity diaphragm. Cracking in the I-565 girders normally starts a few feet from the girder ends. 13 Two precast prestressed girders are made continuous by connecting them in such a way that the connection is rigid, being able to carry both positive and negative moment. The negative moment reinforcement is placed in the cast-in-place concrete deck. The positive moment reinforcement is placed into the precast girders before the concrete is poured. The reinforcement is extended out of the girder ends. Once in place, the positive moment steel extends into the spaced use for the continuity diaphragm, then the continuity diaphragm is cast, encasing the positive moment reinforcement. As seen in Figure 2-7, the positive moment reinforcement in the continuity diaphragm allows the two girders and the continuity diaphragm to act rigidly together, providing the desired continuity. The positive moment reinforcement extends 40.5 inches into the girder, measured from the continuous end. The primary problem with this location is that it closely aligns with the first debonding point of ten prestressed strands, 48 inches from the continuous end of the girder. A significant stress concentration is caused by the short distance between these two points. ?Furthermore, temperature-induced stresses were so large near this region that the risk of actual peak stress shifting to these cutoff and debonding points was very high? (Gao 2003). From Gao?s work, it can be concluded that the tensile stresses caused by thermal gradients were high enough to cause cracking. Once the stresses reached a high level, the cracking occurred a few feet from the girder end because of the stress concentrations caused by the reinforcement cutoffs and debonding. 14 Figure 2-7: Detail of Continuity Diaphragm at Interior Support (Swenson 2003a) 49? 12? 3? 8? MK-651 bent bar detail Black ? 9? x 24.5? x ?? Elastomeric Bearing Pad Checked ? ?? Premolded Bituminous Filler ?? diameter dowel, 21? long MK-651 bent bar (8 per girder end made continuous) 14 15 2.2.2 RESULTS OF CRACKING The number and size of the cracks led to serious concerns about the integrity of the bridge structures. The primary concern for these girders is the manner in which the cracking in the anchorage zone of the prestressed tendons has affected the effective prestress force near the continuous girder ends. If the effective prestress force is significantly reduced, as suspected, shear and flexural capacities may be severely reduced. Cracking in the anchorage zones of a prestressed tendon can cause anchorage failures for the tendon. Slipping of the prestressed tendons is the most common type of failure. Normally, tendon yielding is not possible, because there is not enough bonded length for the strands to develop fully on both sides of the cracks. Swenson (2003a) calculated the development length of a 0.5-in. (12.7-mm) special prestressing tendon to be 80 inches by AASHTO LRFD Bridge Design Specifications. Based on the measured crack widths and that the location of the cracks were well within this development length, Swenson (2003a) concluded that the prestressing strands have slipped as a result of the cracks in the girder end and that it is appropriate and conservative to assume that all of the prestressing force in the strands has been lost between the cracks and the girder end. Loss of effective prestress has serious consequences on the strength of the girders. If the effective prestressing force is lost, any benefits due to the pre-compression of the concrete in this region of the girder have also been lost. If the pre-compression was necessary to achieve the design strength, the girder may now have insufficient capacity, especially in shear. Pre-compression of the concrete through prestressing allows the concrete itself to resist more shear force (i.e., more shear force is required to cause 16 principle tensile stresses to reach cracking stress levels when the concrete is pre- compressed). Shear resistance in a prestressed concrete beam is usually considered as the sum of the shear resistance of the concrete itself and the shear resistance provided by the steel stirrups. Shear resistance is comprised of both a horizontal tension tie and vertical compression component. Concrete is very weak in tension, and steel reinforcement is required to provide the horizontal tension tie in shear resistance. Compression is resisted by the concrete, and the tension ties are provided by the stirrups and the longitudinal reinforcement in the bottom flange of the girder, either prestressed or non-prestressed reinforcement. Therefore, both stirrups and longitudinal reinforcement are required to achieve proper shear capacity. If the prestressing tendons have slipped in the I-565 girders, and there is no adequately developed longitudinal reinforcement in the bottom flange to carry the tensile forces formed there, the girders may not be able to carry the shear forces for which they were designed. Considering the possible effects of the girder cracking, the girders were analyzed more thoroughly to find all possible strength deficiencies. 2.2.3 ANALYSIS OF CRACKED GIRDERS Swenson (2003a) used three different analytical methods in determining if there are strength deficiencies in the prestressed bulb-tee girders. Elastic structural analysis was used to develop factored ultimate shear and moment envelopes for both interior and exterior girders. A sectional model was then used to calculate shear and moment capacities of a typical cracked girder. The calculated capacities were compared to the factored ultimate shear and moment envelopes to determine the location and size of strength deficiencies. Finally, a strut-and-tie analysis was used to determine the forces in 17 the prestressed tendons and FRP. Once the required force in the FRP was determined, a repair technique could be selected. 2.2.3.1 Possible Types of Behavior The I-565 spans in question contain two-span continuous girders with severe cracking near the continuous ends. In Swenson?s (2003a) analysis of the I-565 girders, three possible behaviors of the girders were explored: two-span continuous behavior (as designed), two independent simply-supported (SS) spans, and girders acting continuous over the supports with an internal hinge at the cracked cross sections. Each of these behaviors was investigated for strength deficiencies. 2.2.3.2 Analysis Results ?The results of the analytical procedures revealed that only one of three types of behavior considered in the analysis of the cracked bulb-tee girders is acceptable under factored ultimate loads: two-span continuous behavior? (Swenson 2003a). Shear capacity is sufficient if the bridge behaves in accordance with the two-span continuous model. Swenson (2003a) determined that there was a slight deficiency in negative moment capacity over the support if the girders are acting completely two-span continuous. It is possible for a plastic hinge to form over supports under AASHTO LRFD factored design loads, leading the girders to act as simply supported (SS) girders. Also, there is not adequate tensile capacity in the longitudinal tension reinforcement over a short distance near the support in the simply supported girder end. There has been no cracking at these ends. Therefore, this is not thought to be a problem. Positive moment capacity is adequate for this model. 18 The second model examined consisted of girders acting continuously with an internal hinge at the cracked cross section. Flexural capacity of this model was sufficient. Because shear demands were much greater in the SS model, they were not analyzed for this model. The SS model exhibited more strength deficiencies than the other two models. In order for complete simply supported behavior to occur, continuity over the support must be completely lost. If this is the case, both interior and exterior girders lack proper positive moment capacity. ?The deficiency of positive moment capacity is the result of the loss of effective prestressing force in the tendons caused by the large cracks in the continuous end of the girder? (Swenson 2003a). The shear capacity of both the interior and exterior girders was deemed to be insufficient because of a deficiency in the longitudinal tensile reinforcement on the flexural tension side of the member. 2.2.4 FIBER REINFORCED POLYMER REPAIR FRP reinforcement has been used effectively for strengthening of reinforced concrete structures. However, it has not been used to repair girders with the strength deficiencies seen in the I-565 bridge girders. Flexural strengthening and column wrapping are the most common types of FRP retrofits, while shear strengthening makes up a very small percentage. Swenson (2003a) developed a method to repair the girders by wrapping the bottom flange of the girders with FRP. To be conservative, FRP strengthening was designed based on the worst-case effects of completely simply supported spans. He determined that the ?most efficient way to provide anchorage is through the bond between the FRP reinforcement and the concrete surface? (Swenson 2003a). Mechanical anchorage of the FRP was not feasible. 19 During analysis, Swenson (2003a) found that ?the critical load cases for the simply supported girder will control the required tensile capacity of the external FRP reinforcement?. The FRP reinforcement has very high tensile strength. By bonding FRP to the bottom flange of the girder, it compensates for the slipped prestressed strands to provide the necessary longitudinal tensile capacity in the bottom flange of the girder near the girder ends. If attached and bonded properly, the FRP would ?increase the tensile capacity of the longitudinal reinforcement at the cracked end of the girder, increase the design shear capacity of strengthened cross sections, and ensure that factored ultimate shear forces can be transferred? by the girders (Swenson 2003a). The FRP will allow the existing shear reinforcement to become effective by providing the necessary tension tie between stirrups. Thermal-induced cracking (if it continues to occur) will be shifted to more desirable locations outside the span of the girder (behind the bearing). The FRP repair proposed by Swenson (2003a) consists of 4 plies of uniaxial FRP, Tyfo SCH-41 composite, with the primary fibers running parallel to the longitudinal axis of the girders. The FRP plies are wrapped around the bottom flange of the girder and start at the face of the continuity diaphragm. The bottom ply runs 120 inches toward the center of the girders, and each subsequent layer ends 6 inches before the previous layer. Anchorage of FRP is very critical for this application. Therefore, special consideration must be taken around bearing pads in order for the FRP to have the proper bonding length to provide necessary strength at critical sections. The FRP placement scheme can be seen in Figures 2-8 and 2-9. 20 2.2.5 FINITE-ELEMENT ANALYSIS Shapiro (2007) created finite-element models of the bridge to provide a basis with which to compare the bridge load test results. The various models created were ?designed to simulate the current behavior of the bridge and to predict the change in behavior due to the repair work.? Shapiro concluded that the bridge was behaving as if there were hinges at the cracked sections and that the FRP repair would essentially return the bridge to fully continuous behavior. Shapiro also concluded that eight strain gages should be relocated from near the top of the web to the FRP reinforcement on the bottom flange for post- repair testing. Shapiro?s initial set of models consisted of three different models. The first model was an uncracked model. The second model had the cracks modeled as ?seams?, which separated adjacent elements and allowed the affected elements to act independently of each other. This allowed the cracks to open, but would also allow the cracks to close without transferring compressive stresses. The ?seams? allowed the cracked element surfaces to overlap each other, meaning that compression could not be transferred across the ?seam? in this model even if the loads caused the cracks to close. Shapiro justified this assumption by theorizing that the initial crack widths are larger than the crack closings seen in her finite-element analysis, and therefore compression can not be carried across the crack. Shapiro?s third model was a modification of the second model. The cracks were modeled in the same manner, but longitudinal reinforcement was added and assumed to be developed on either side of the crack. Under most loadings the reinforcement was seen to be in compression at the crack locations. Shapiro concluded that the results from the pre-repair load test matched the third model the best, and 21 Figure 2-8: Elevation drawing of proposed FRP Repair (Swenson 2003a) 6? 6? 6? 130? B A Approximately 6? 1 inch Bearing Pad to be removed before FRP installation False Supports 4 Ply FRP System Tyfo SCH-41 Composite Tyfo S Epoxy From Fyfe Co. LLC Gap between girder and bearing pad ranges from 0 - .25in. AASHTO/PCI BT ? 54 Girder Cast-In-Place Deck Each ply stops 6 in. short of previous ply. 21 22 Cross Section A Cross Section B Clear Span FRP Layout End Span FRP Layout Figure 2-9: FRP Layout - Cross Section A and B Profile (Swenson 2003a) Corners To Be Rounded AASHTO/PCI BT-54 Girder < 1 in. < 1 in. Corners To Be Rounded < 1 in. < 1 in. 4 Plies of FRP Composite AASHTO/PCI BT-54 Girder 4 Plies of FRP Composite 22 23 concluded that the bridge was currently behaving as a continuous beam with hinges at the cracked sections, and the prestressing strands were acting as effective reinforcement under the service-level test loads. After selecting a proper base model to match the current behavior of the bridge, Shapiro added FRP reinforcement to the model in accordance with the design proposed by Swenson, and re-analyzed it. Based on the results, it was concluded that the FRP returned the bridge to nearly continuous behavior. The analysis results showed that the FRP was acting in compression, potentially proving that Swenson?s analysis, which predicted high tensile strains in the FRP, may be overly conservative. Shapiro did not attempt to analyze the enhanced strength of the bridge due to the FRP repair; she only worked to provide the predicted behavior change of the bridge that should be anticipated in post-repair testing. 2.3 BRIDGE SPANS TO BE TESTED Gao?s and Swenson?s research included analyses of Northbound Spans 4 and 5 of the I- 565 bridge girders. Later it was decided that the actual repair should take place on Northbound Spans 10 and 11. The horizontal curvature and individual span lengths of the girders vary slightly between these two continuous units. Girders in all four spans contain identical reinforcement. Also, all four spans contain identical design material properties of the concrete and steel (Swenson 2003b). 2.3.1 DESCRIPTION OF BRIDGE LAYOUT Northbound Spans 10 and 11 are joined at Bent 11 to form a two-span continuous structure. Both spans have a length of 101.40 ft and zero horizontal curvature. Each girder has a length of 99.42 ft and a clear span length of 98.50 ft (Swenson 2003a). Each 24 span has nine prestressed concrete bulb-tee 54 (BT-54) girders spaced eight feet apart center to center. Figure 2-10 shows a typical cross section of a BT54 girder and Figure 2- 11 shows a typical cross sectional view of the bridge. Each prestressed girder is reinforced identically and contains both draped and debonded prestressing strands. The deck is 70.75-ft wide and 6.5-in. thick. The 28-day compressive strength of the deck is 4000 psi, and only Grade 40 mild steel reinforcement with an elastic modulus of 29,000 ksi is used in the deck (Swenson 2003b). A continuity diaphragm was used to establish continuity between spans. A portion of the deck was cast at the same time as the continuity diaphragm to further enhance the continuity. Figures 2-12 through 2-19 contain various views showing the prestressed tendon layout, vertical shear reinforcement, reinforcement in the continuity diaphragm, and longitudinal mild steel reinforcement in the deck. Appendix A provides a plan layout for the two-span continuous bridge tested. 2.4 CURRENT RESEARCH Personnel at Auburn University are currently researching the benefits of an actual FRP installation. To determine the benefits of the FRP application several steps were proposed. Initially, a review of the current status of the girder ends and bent to which the FRP shall be applied was conducted. Secondly, the bridge was load tested before repair. Next, the FRP is applied, and finally, a bridge load test must be conducted after the FRP is applied. This report will detail the first two steps of this process: the review of the current bridge status and the details for the load test before FRP is applied. 25 2.4.1 CURRENT BRIDGE STATUS ? BENT 11 Before FRP repair or the pre-FRP application load test could begin, a survey of the current bridge status was completed. The purpose of the survey was to inspect the actual bridge girders to be tested and to identify any additional problems that may be encountered during the load test or FRP application. A more thorough description of this survey is contained in Chapter 3. 2.4.2 PRE-FRP APPLICATION LOAD TEST The pre-FRP application load test had two goals. The first goal was to determine how the bridge is behaving. The second goal was to provide a baseline to which later tests could be compared. Swenson (2003a) noted that ?[l]oad testing of the structure would be helpful in determining the behavior of the structure under service level loads but may not provide any other useful information?. 2.5 FUTURE RESEARCH Following the pre-FRP application load test, the final two steps will carried out: FRP application and the post-FRP application load test. The final load test will help to determine the actual benefits of FRP when compared to the unstrengthened load test. 26 Figure 2-10: Cross Section of a Typical BT54 Girder (Swenson 2003a) 3.5? 2? 2? 36? 4.5? 6? 26? 42? 18? 10? 2? ?? chamfer 54? Cross Section Properties A = 659 in2 I = 268077 in4 h = 54 in yt = 26.37 in 6? 27 Figure 2-11: Cross Section of a Typical Critical Span (Swenson 2003a) 8? ? 0? AASHTO BT54 girders Cast-in-place concrete barrier 3? - 4 ?? 64? ? 0? 70? ? 9? 6.5? 27 28 Figure 2-12: Longitudinal Profile of Prestressing Tendons (Swenson 2003a) 120? Girder Half-span ? 587? 28 29 Figure 2-13: Cross-sectional Prestressing Tendon Profile at Girder End (Swenson 2003a) 3 @ 2? 2.5? 5 @ 2? 5 @ 2? 5 @ 2? 2 @ 1.125? 8? 8? 2? 5? 3? Fully bonded tendon (0.5? Special) Debonded tendon (48? debond length, 0.5? Special) Debonded tendon (168? debond length, 0.5? Special) Fully bonded tendon (7/16?) 30 Figure 2-14: Cross-sectional Prestressing Tendon Profile at Midspan (Swenson 2003a) 2 @ 1.125? 6 @ 2? 5 @ 2? 5 @ 2? 2 @ 3? 8? 8? 2? 5? Fully bonded tendon (0.5? Special) Fully bonded tendon (7/16?) 2.5? 31 Figure 2-15: Location of Mild Steel Bend Bars (Swenson 2003a) 2? 3.5? 5? 1.75? 3? 6? 6? 4? 7? 4? 19.5? 12? 1.75? 32 Figure 2-16: Location of Vertical Shear Reinforcement in a Typical BT54 Girder (Swenson 2003a) 5 spaces @ 3.5? 7 spaces @ 6? Spaces @ 12? to midspan -- All stirrups within 24? of midspan are #4 bars @ 12? spacing. All other stirrups are #5 bars, spaced as shown above. 1.5? clear spacing at girder end 32 33 Figure 2-17: Cross-sectional Configuration of the Vertical Shear Reinforcement at the Girder End (Swenson 2003a) Fully bonded tendon (0.5? Special) Debonded tendon (48? debond length, 0.5? Special) Debonded tendon (168? debond length, 0.5? Special) Fully bonded tendon (7/16?) MK-351 stirrup, 1.50? cover MK-553 stirrup, 2.125? cover MK-451 stirrup, 1.25? cover MK-352 stirrup, 1.125? cover 34 Figure 2-18: Cross-sectional Configuration of the Vertical Shear Reinforcement at Midspan (Swenson 2003a) Fully bonded tendon (0.5? Special) Fully bonded tendon (7/16?) MK-451 stirrup, 1.25? cover MK-352 stirrup, 1.125? cover MK-452 stirrup, 2.25? cover MK-452 stirrup, 1.75? cover 35 Figure 2-19: Longitudinal Mild Steel Reinforcement in the Deck Slab (Swenson 2003a) #5 Bars, Bottom of Slab (E1) #4 Bars, Bottom of Slab (D3) #4 Bars, Top of Slab (D1) #7 Bars, Top of Slab (F1 and F2) #7 Bars, Bottom of Slab (F3 and F4) Transverse deck reinforcement #5 bars both top and bottom 1? clear cover on bottom of composite slab (typical) 2? clear cover on top of composite slab (typical) 35 36 CHAPTER 3 PRE-REPAIR BRIDGE CONDITIONS On April 2, 2004, a team from the Auburn University Highway Research Center traveled to Huntsville to assess the condition of girders supported by Bent 11 connecting Northbound Spans 10 and 11 of I-565. The team consisted of Dr. Robert Barnes, Dr. Anton Schindler, Jiangong Xu, and Bill Fason. The inspection lasted approximately four hours, from 8:30 am until 12:30 pm. The weather was clear and cool, with temperatures starting at around 40? F and reaching approximately 55? F by the end of the inspection. The team, assisted by employees from the Alabama Department of Transportation (ALDOT), used lift trucks to visually inspect each of the nine girder lines supported by Bent 11. Pictures were taken of each face of the eighteen girder ends, and existing cracks were noted. Figures 3-1 and 3-2 show both the bent and girder ends supported by the bent. The goal was to determine the existing conditions of the prestressed concrete girders in order to anticipate any problems that could arise during the pre-repair load test or during the placement of the Fiber Reinforced Polymer (FRP) repair. 3.1 FALSE SUPPORTS AND BEARING PADS After the girders were examined, several items of concern arose. They ranged from cracking and surface preparation to difficulty of FRP installation. The most obvious problem was the location of the existing false supports and their proximity to the girders. The initial (post-cracking) design called for the false supports, which are located 37 approximately six feet from the bent, to be placed one inch below the girder soffits. The one-inch gap was to be partially filled with an elastomeric bearing pad as shown in Figure 3-3. On inspection, it was obvious that the gap between some of the girders and the false supports had been reduced. As depicted in Figure 3-4, a few girders appeared as though they were actually resting on the bearing pads. The small gap or lack thereof caused several concerns. One was whether the girders were depending on the false support for adequate strength. From initial inspection, this was not thought to be the case. The second concern was how to remove the bearing pad if it is being compressed. One final concern was the difficulty of placing the FRP with only ?? to 1? of clearance between false supports and girders. This issue must be addressed by the FRP installer. Figure 3-1: Bent 11 South View 38 Figure 3-2: Bent 11 North View Figure 3-3: Proper Space Between Girder and False Support 39 Figure 3-4: Girder Resting on Bearing Pad 3.2 SURFACE PREPARATION FOR FRP APPLICATION Another major problem is the general item of surface preparation. The ACI Guide for the Design and Construction of Externally Bonded FRP Systems for Strengthening Concrete Structures (ACI 440.2R-02) states that ?Surface preparation for bond-critical applications should be in accordance with recommendations of ACI 546R and ICRI 03730.? Several areas of concern arose here. A typical FRP manufacturer (Fyfe Co. 2004) specifies that the chamfered corners of the girders must be rounded to a radius of 1 inch. Rounding the corners will ?prevent stress concentrations in the FRP system and voids between the FRP system and the concrete? (ACI 440.2R-02). Each of the bottom corners of the BT-54 girders must be rounded as shown in Figure 3-5. 40 Figure 3-5: Proper Rounding of ?? Chamfered Corners of Girders ?Surface preparation can be accomplished using abrasive or water-blasting techniques. All laitance, dust, dirt, oil, curing compound, existing coatings, and any other matter that could interfere with the bond of the FRP system to the concrete should be removed? (ACI 440.2R-02). The primary material that must be removed from the surface of the girders prior to FRP installation is the excess epoxy and sealant that was previously used to inject into large cracks. Examples of the epoxy remaining on the surface can be seen in Figure 3-6. ?Bug holes and other small surface voids should be completely exposed during surface profiling. After the profiling operations are complete, the surface should be cleaned and protected before FRP installation so that no materials that can interfere with bond are redeposited on the surface? (ACI 440.2R-02). Any bug 1? Radius (Minimum) ?? Chamfer ?? Chamfer Remove concrete from these areas. 1? Radius (Minimum) GIRDER 41 holes and voids, as seen in Figure 3-7, remaining after the surface profiling should be filled with epoxy putty. ?For surfaces that do not allow complete encasement with the composite system, surfaces shall be prepared for bonding by means of abrasive blasting or grinding to achieve a 1/16? minimum amplitude. All contact surfaces shall then be cleaned by hand or compressed air? (Fyfe 2004). Figure 3-6: Epoxy Sealant to be Removed from Girders Prior to FRP Installation. 3.3 FRP INSTALLATION AT GIRDER SUPPORT The proposed design for the external FRP strengthening system can be found in Section 8.3 of Swenson?s thesis (2003a). Design sketches for the FRP system were presented earlier in Chapter 2 of this thesis. The FRP must be installed around the bearing pad on Bent 11. The limited amount of space between the girders and the false support could possibly present difficulties during FRP installation. 42 Figure 3-7: Bug Holes to be Filled with Epoxy Putty (Dime for Size Reference) 3.4 OVERVIEW OF CURRENT CONDITIONS During the investigation of Bent 11, several different types of cracks were encountered in both the girder ends and in the continuity diaphragm. The first type was large cracks that had previously been injected with an epoxy in order to seal the crack and in an attempt to prevent additional movement of the crack that might damage the reinforcement. These cracks were the most obvious and were located on most girders. The epoxy remaining on the surface must be removed before FRP installation. There were also many cracks present that had not yet been repaired with epoxy. There were even a few cracks that cracked through or immediately adjacent to the epoxy since the initial cracking was repaired. These unsealed cracks are the ones that cause the most concern for the bridge, because they indicate that the bridge has cracked further 43 since the repair. Figure 3-8 shows all three types of cracks: the older cracks sealed with epoxy, unsealed cracks marked with a black marker, and a sealed crack that has reopened marked with a black marker on top of the epoxy. It is stated in ACI 440 that, ?Some FRP manufacturers have reported that the movement of cracks 0.010 in. (0.3 mm) and wider can affect the performance of the externally bonded FRP system through delamination or fiber crushing? (ACI 440). Therefore, ACI 440 suggests that ?cracks wider than 0.010 in. (0.3 mm) should be pressure injected with epoxy in accordance with ACI 224.1R.? During the inspection of the bridge, no existing cracks were found that measured larger than 0.01 in. No additional epoxy injection will be necessary prior to FRP installation. Figure 3-8: Types of Cracking Previously Injected Cracks Unrepaired Cracks Cracks through epoxy and sealant 44 3.5 CRACK LOCATIONS AND SUMMARY?GIRDER BY GIRDER Figure 3-9 shows the basic layout and orientation of the girder lines and bents for I-565 Spans 10 and 11. The area that was inspected is also shown. The continuity diaphragm connects girders from Span 10 with those from Span 11. Tables 3-1 and 3-2 provide a summary of the existing conditions. 45 Girder Line No. N Bent 11 Bent 10 1 2 3 4 5 6 7 8 9 Span 11 Span 10 Bent 12 Area Being Inspected Continuity Diaphragm Girder End Figure 3-9: Girder Line Numbering Layout 45 46 Table 3-1: Summary of Existing Conditions - Span 10 Span 10 Existing Conditions View Unsealed Sealed Minimum Support Cracks Cracks Clearance (in.) Notes West Present None Girder 1 East Present None 1 1/8 Continuity Diaphragm Cracking and Spalling West None None Girder 2 East None None 1 1/4 Almost Completely separated from Continuity Diaphragm. Continuity Diaphragm Cracking and Spalling West None Present Girder 3 East Present Present 1 1/8 Previous Cracks have been sealed. Small unsealed cracks in the Bottom Flange of Bulb-Tee Continuity Diaphragm Cracking and Small amounts of Spalling West None Present Girder 4 East Present Present 1 1/4 Continuity Diaphragm Cracking, Spalling, Cores going behind Girder 4 and Saw Cut going behind Girder 5 West None Present Girder 5 East None Present 1 1/8 Continuity Diaphragm Cracking West Present Present Girder 6 East Present Present 1 Continuity Diaphragm Minimal Cracking and Spalling, Shrinkage Crack West Present Present Girder 7 East Present Present On Bearing Pad around 7/8" New Cracks through Sealed Cracks. Crack Widths around 0.005 inches. Continuity Diaphragm Shrinkage Crack West Present Present Girder 8 East Present Present 1 New Cracks through Sealed Cracks. Crack Widths around 0.005 inches. Continuity Diaphragm Shrinkage Crack and Minimal Spalling West Present None Girder 9 East Present None 47 Table 3-2: Summary of Existing Conditions - Span 11 Span 11 Existing Conditions View Unsealed Sealed Minimum Support Cracks Cracks Clearance (in.) Notes West None Present Girder 1 East Present None On Bearing Pad Bolts on Outside Face of Girder, Probably for Restraint Continuity Diaphragm None West None None Girder 2 East None None 1 1/8 Large Cracks around Continuity Diaphagm, Girder interface on opposing face Continuity Diaphragm None West None Present Girder 3 East None Present On Bearing Pad Continuity Diaphragm Cracking, Spalling, and Holes Drilled Behind Girder 4 West None Present Girder 4 East None Present On Bearing Pad Continuity Diaphragm None West None Present Girder 5 East None Present On Bearing Pad Continuity Diaphragm Cracking, Spalling, Holes Drilled Behind Girder 5, and Rebar showing beside Girder 6 West None Present Girder 6 East None Present 1 1/8 Continuity Diaphragm Severe Crack beside Girder 6, and Shrinkage Crack West Present Present Large Number of Cracks Girder 7 East Present Present On Bearing Pad Continuity Diaphragm Minimal Cracking West Present Present Large Number of Cracks Girder 8 East Present Present On Bearing Pad Continuity Diaphragm Minimal Cracking West Present Present Girder 9 East None Present On Bearing Pad around 1" 48 3.5.1 GIRDER LINE 1 Girder Line 1 exhibits both sealed and unsealed cracks as depicted in Figure 3-10. The only notable feature unique to this girder line is a bolt located near the connection with the continuity diaphragm on the west side of Span 11. This bolt will probably need to be removed before FRP installation. 3.5.2 GIRDER LINE 2 As can be seen in Figure 3-11, Girder Line 2 exhibits no substantial cracking on the girder face. It must be noted that on the Span 10 side, the girder has almost completely separated from the continuity diaphragm. The continuity diaphragm has large cracks and spalled areas near the girder interface. Girder Line 2 is unique in that it does not have serious cracking on the girder faces. 3.5.3 GIRDER LINE 3 As can be seen in Figure 3-12, Girder Line 3 exhibits primarily cracks that have been previously sealed. The Span 10 side, west view, has a small unsealed crack in the bottom flange. 3.5.4 GIRDER LINE 4 As can be seen in Figure 3-13, Girder Line 4 has a large number of sealed cracks, while only a couple of small unsealed cracks are present on the Span 10 side, west view. 3.5.5 GIRDER LINE 5 As can be seen in Figure 3-14, Girder Line 5 exhibits large sealed cracks. 3.5.6 GIRDER LINE 6 As can be seen in Figure 3-15, Girder Line 6 exhibits mainly large sealed cracks. A few unsealed cracks are present at the bottom of the Span 10 side. 49 3.5.7 GIRDER LINE 7 As can be seen in Figure 3-16, Girder Line 7 exhibits a large number of both sealed and unsealed cracks. The number of new unsealed cracks is unique to Girder Lines 7 and 8. Span 11 has unsealed cracks paralleling sealed cracks and running nearly the entire depth of the beam. Span 10 has shorter unsealed cracks that remain in the bottom flange, as well as sealed cracks that have recracked through the epoxy. 3.5.8 GIRDER LINE 8 As can be seen in Figure 3-17, Girder Line 8 exhibits cracking very similar to Girder Line 7. There are large sealed cracks. Span 11 has long unsealed cracks, while Span 10 has shorter unsealed cracks with one previously sealed crack that had cracked again. 3.5.9 GIRDER LINE 9 As can be seen in Figure 3-18, Girder Line 9 exhibits sealed cracks on Span 11 and unsealed cracks on Span 10. Span 11 also has a few small unsealed cracks. 50 East View West View Figure 3-10: Girder Line 1 Cracking 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Sealed Cracks Unsealed Cracks Girder 1 Span 11 East View Girder 1 Span 10 East View Sealed Cracks Unsealed Cracks 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Sealed Cracks Unsealed Cracks Girder 1 Span 10 W est View 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Girder 1 Span 11 W est View Sealed Cracks Unsealed Cracks Bolts 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? 50 51 East View West View Figure 3-11: Girder Line 2 Cracking 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Sealed Cracks Unsealed Cracks Girder 2 Span 11 East View No Cracki ng No Cracki ng 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Girder 2 Span 10 East View Sealed Cracks Unsealed Cracks 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Sealed Cracks Unsealed Cracks Girder 2 Span 10 W est View No Cracki ng No Cracki ng 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Girder 2 Span 11 W est View Sealed Cracks Unsealed Cracks 51 52 East View West View Figure 3-12: Girder Line 3 Cracking 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Sealed Cracks Unsealed Cracks Girder 3 Span 11 East View 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Girder 3 Span 10 East View Sealed Cracks Unsealed Cracks 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Sealed Cracks Unsealed Cracks Girder 3 Span 10 W est View 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Girder 3 Span 11 W est View Sealed Cracks Unsealed Cracks 52 53 East View West View Figure 3-13: Girder Line 4 Cracking 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Sealed Cracks Unsealed Cracks Girder 4 Span 10 W est View 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Girder 4 Span 11 W est View Sealed Cracks Unsealed Cracks 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Sealed Cracks Unsealed Cracks Girder 4 Span 11 East View 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Girder 4 Span 10 East View Sealed Cracks Unsealed Cracks 53 54 East View West View Figure 3-14: Girder Line 5 Cracking 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Sealed Cracks Unsealed Cracks Girder 5 Span 11 East View 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Girder 5 Span 10 East View Sealed Cracks Unsealed Cracks 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Sealed Cracks Unsealed Cracks Girder 5 Span 10 W est View 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Girder 5 Span 11 W est View Sealed Cracks Unsealed Cracks 54 55 East View West View Figure 3-15: Girder Line 6 Cracking 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Sealed Cracks Unsealed Cracks Girder 6 Span 11 East View 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Girder 6 Span 10 East View Sealed Cracks Unsealed Cracks 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Sealed Cracks Unsealed Cracks Girder 6 Span 10 W est View 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Girder 6 Span 11 W est View Sealed Cracks Unsealed Cracks 55 56 East View West View Figure 3-16: Girder Line 7 Cracking 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Sealed Cracks Unsealed Cracks Girder 7 Span 11 East View Cracked Through Seal 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Sealed Cracks Unsealed Cracks Girder 7 Span 10 W est View 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Girder 7 Span 11 W est View Sealed Cracks Unsealed Cracks Cracked Through Seal 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Girder 7 Span 10 East View Sealed Cracks Unsealed Cracks 56 57 East View West View Figure 3-17: Girder Line 8 Cracking 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Sealed Cracks Unsealed Cracks Girder 8 Span 11 East View 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Girder 8 Span 10 East View Sealed Cracks Unsealed Cracks Cracked Through Seal 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Sealed Cracks Unsealed Cracks Girder 8 Span 10 W est View 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Girder 8 Span 11 W est View Sealed Cracks Unsealed Cracks 57 58 East View West View Figure 3-18: Girder Line 9 Cracking 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Sealed Cracks Unsealed Cracks Girder 9 Span 11 East View 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Girder 9 Span 10 East View Sealed Cracks Unsealed Cracks 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Sealed Cracks Unsealed Cracks Girder 9 Span 10 W est View 1? 2? 3? 4? 5? 6? 7? 8? 9? 10? Girder 9 Span 11 W est View Sealed Cracks Unsealed Cracks 58 59 3.6 CRACK LOCATIONS AND SUMMARY?CONTINUITY DIAPHRAGM 3.6.1 BETWEEN GIRDER LINES 1 AND 2 As can be seen in Figure 3-19, large cracks and spalled areas are located on the south side of the continuity diaphragm between these girder lines. There is not much cracking on the north side. 3.6.2 BETWEEN GIRDER LINES 2 AND 3 As can be seen in Figure 3-20, cracking and spalled areas are primarily located on the south side. There is not much cracking on the north side. 3.6.3 BETWEEN GIRDER LINES 3 AND 4 As can be seen in Figure 3-21, the south side primarily exhibited cracks with a few small spalled areas. The north side has large spalled areas as well as several drilled cores from an earlier abandoned attempt to release the girder continuity at the diaphragm. 3.6.4 BETWEEN GIRDER LINES 4 AND 5 As can be seen in Figure 3-22, the south side has cracks, spalled areas, cores, and a saw cut. There is not much cracking on the north side. 3.6.5 BETWEEN GIRDER LINES 5 AND 6 As can be seen in Figure 3-23, the south side has only cracks. The north side has cracks, spalled areas with exposed reinforcing bars, and drilled cores. 3.6.6 BETWEEN GIRDER LINES 6 AND 7 As can be seen in Figure 3-24, the south side has cracking with one small spalled area. The north side has mainly cracking with one rather large crack. 3.6.7 BETWEEN GIRDER LINES 7 AND 8 As can be seen in Figure 3-25, both sides have only small cracks. 60 3.6.8 BETWEEN GIRDER LINES 8 AND 9 As can be seen in Figure 3-26, the south side has both cracking and spalling. The north side has only a small amount of cracking. 3.7 SUMMARY OF EXISTING CONDITIONS All girders have significant cracking within the girder end regions with the exception of Girder Line 2. None of the unsealed cracks measured as large as 0.01 in. Therefore, none of the unsealed cracks need to be epoxy injected, and no special attention should be given to the handling of the unsealed cracks. Before the FRP can be installed properly, the concrete surfaces must be carefully prepared, removing all debris, epoxy on the surface, and any other substances that may impede bonding between the concrete and FRP. It was decided that the repair contractor would bear responsibility for removal of bearing pads above the false supports. 61 Span 10 - South View Span 11 ?North View Girder 2 Girder 1 8 ft 8 ft 0 ft 7 ft 6 ft 5 ft 4 ft 3 f t 2 ft 1 f t Span 10 South View Spalling Cracking Girder 1 Girder 2 8 ft 8 ft 0 ft 7 ft 6 ft 5 ft 4 ft 3 ft 2 ft 1 ft Span 11 Spalling Cracking No Cracking Figure 3-19: Continuity Diaphragm Between Girder Lines 1 and 2 61 62 Span 10 - South View Span 11 ?North View Girder 3 Girder 2 8 ft 8 ft 0 ft 7 6 ft 5 ft 4 ft 3 ft 2 ft 1 ft Span 10 South View Spalling Cracking Girder 2 Girder 3 8 ft 8 ft 0 ft 7 ft 6 ft 5 ft 4 ft 3 ft 2 ft 1 ft Span 11 Spalling Cracking No Cracking Figure 3-20: Continuity Diaphragm Between Girder Lines 2 and 3 62 63 Span 10 - South View Span 11 ?North View Girder 4 Girder 3 8 ft 8 ft 0 ft 7 ft 6 ft 5 ft 4 ft 3 ft 2 ft 1 ft Span 10 South View Spalling Cracking Girder 3 Girder 4 8 ft 8 ft 0 ft 7 6 ft 5 ft 4 ft 3 ft 2 ft 1 ft Span 11 Spalling Cracking Cores Figure 3-21: Continuity Diaphragm Between Girder Lines 3 and 4 63 64 Span 10 - South View Span 11 ?North View Girder 5 Girder 4 8 ft 8 ft 0 ft 7 ft 6 ft 5 ft 4 ft 3 ft 2 ft 1 ft Span 10 South View Spalling Cracking Saw Cut Cores Girder 4 Girder 5 8 ft 8 ft 0 ft 7 ft 6 ft 5 ft 4 ft 3 ft 2 ft 1 ft Span 11 Spalling Cracking No Cracking Figure 3-22: Continuity Diaphragm Between Girder Lines 4 and 5 64 65 Span 10 - South View Span 11 ?North View Girder 6 Girder 5 8 ft 8 ft 0 ft 7 ft 6 ft 5 ft 4 ft 3 ft 2 ft 1 ft Span 10 South View Spalling Cracking Exposed Rebar Girder 5 Girder 6 8 ft 8 ft 0 ft 7 6 ft 5 ft 4 ft 3 ft 2 ft 1 ft Span 11 Spalling Cracking Cores Figure 3-23: Continuity Diaphragm Between Girder Lines 5 and 6 65 66 Span 10 - South View Span 11 ?North View Girder 7 Girder 6 8 ft 8 ft 0 ft 7 ft 6 ft 5 ft 4 ft 3 ft 2 ft 1 ft Span 10 South View Spalling Cracking Girder 6 Girder 7 8 ft 8 ft 0 ft 7 6 ft 5 ft 4 ft 3 ft 2 ft 1 ft Span 11 Spalling Cracking Large Crack Figure 3-24: Continuity Diaphragm Between Girder Lines 6 and 7 66 67 Span 10 - South View Span 11 ?North View Girder 8 Girder 7 8 ft 8 ft 0 ft 7 ft 6 ft 5 ft 4 ft 3 ft 2 ft 1 ft Span 10 South View Spalling Cracking Girder 7 Girder 8 8 ft 8 ft 0 ft 7 ft 6 ft 5 ft 4 ft 3 ft 2 ft 1 ft Span 11 Spalling Cracking Figure 3-25: Continuity Diaphragm Between Girder Lines 7 and 8 67 68 Span 10 - South View Span 11 ?North View Girder 9 Girder 8 8 ft 8 ft 0 ft 7 ft 6 ft 5 ft 4 ft 3 ft 2 ft 1 ft Span 10 South View Spalling Cracking Girder 8 Girder 9 8 ft 8 ft 0 ft 7 6 ft 5 ft 4 ft 3 ft 2 ft 1 ft Span 11 Spalling Cracking Figure 3-26: . Continuity Diaphragm Between Girder Lines 8 and 9 68 69 CHAPTER 4 LOAD-TESTING INSTRUMENTATION Instrumentation was chosen to provide the most information about the behavior of the BT-54 girders during load testing. Gage locations were selected to help discern the type of behavior exhibited in the bridge from the several possibilities: two span continuous behavior, simply supported behavior, behavior consistent with the beam being continuous over the support with hinges at the cracked cross sections, or some combination of these conditions. Strain gages, deflectometers, and crack-opening measurement devices (COD?s) were used to determine the behavior of the cracked prestressed BT-54 girders. The Optim Megadac? data acquisition system used for this test had seventy-two available 350-ohm channels. COD?s were full-bridge gages. Strain gages and deflectometers were quarter-bridge instruments. Three-wire configurations were used with the quarter bridge strain gages to reduce lead-wire temperature effects on the strain gage readings. With nine girders in each span, and eighteen total girder ends to be tested, a decision had to be made on whether or not to instrument every girder. For this test, it was decided that the use of more sensors on two girders would be more beneficial than having only a few gages on each girder. Two adjacent girders, Girder 7 and Girder 8, which exhibited a significant amount of cracking, were chosen to be instrumented. These girders are the second and third interior girders from the east edge of the bridge. The exterior girder 70 (Girder 9) was not chosen because of anticipated analytical complications related to the proximity of the barrier rail. Instrumenting two girders fairly close to the east edge of the bridge proved to be beneficial. Sample measurements indicated that the instrumented girders were practically unaffected by traffic in the westernmost lane. After the bridge setup was complete and prior to the static load test, strain gages reading were monitored as traffic passed in the westernmost lane. The effects of traffic in the westernmost lane did not affect Girders 7 and 8. No data was recorded at this time. With the low amounts of traffic during the early morning hours, it was acceptable to leave one lane open to traffic during load testing. 4.1 STRAIN GAGES Several types of strain gages can be used in determining strains throughout a prestressed concrete girder. Because this bridge had been built and is currently in use, the most practical type of strain gage that could be used was a strain gage mounted directly to the surface of the concrete. With this in mind, electrical-resistance strain gages were chosen to be used to detect strains at different locations on the BT-54 girders, as described in Section 4.1.2. Strain gages come in various lengths, but strain gages for concrete must be longer than those used for metals like steel or aluminum. Concrete is not a homogeneous material, but instead is made of several different materials combined, each with its own physical properties. Once hardened, the aggregate in the concrete is stiffer than the cement in the concrete. For that reason, strain gages should be 5 times as large as the largest coarse aggregate used in the concrete. Using longer gages gives an averaging effect that includes strains in both the aggregate and the cement. The Texas Instruments 71 gages used for this test were sixty-mm (2.36 inches) long quarter-bridge strain gages with a resistance of 350 ? (MFLA-60?350-1L). A typical strain gage used in the test can be seen in Figure 4-1. The gages applied for this test were intended to be used in the post- FRP repair test as well. For that reason it is very important that the gages, once applied, are weather-resistant. Figure 4-1: Typical Strain Gage Before Being Protected Strains measured by each gage were helpful in determining the behavior of the girders. Positive strains correlate to tension, or a reduced amount of compression, due to the applied load, and negative strains correlate to compression, or an reduced amount of tension at that location in the girder. Strain readings from known locations on the girders under applied load cases give valuable insight into the overall behavior of the bridge. 72 4.1.1 STRAIN GAGE INSTALLATION Strain gages must be applied very carefully to achieve acceptable results. A step by step strain gage application is shown later in this chapter. The first step in strain gage application was to clearly mark each gage location. To seal the gage against water, a base coat of 100% solids epoxy was applied to the gage location before the gage was applied. Concrete is a porous material, which allows moisture to reach the gage if the gage is applied directly to the concrete surface. With no voids, a 100% solid epoxy will not allow water to pass through. The thin layer of epoxy between the gage and the concrete will prevent moisture from reaching the gage on the concrete side of the gage. After the base coat of epoxy was applied, each gage location was slightly abraded with sandpaper, providing a slightly roughened surface for the gage bonding. Following the abrading, the surface was carefully cleaned (M-Prep Conditioner A) and neutralized (M-Prep Neutralizer B). Following surface preparation, the gages were applied to the girders. Each gage was individually removed from its package and taped to a clean glass plate. The tape must be smooth and bubble free. The gage and tape were then carefully removed from the glass plate and taped in the desired location on the girder. The tape is then carefully peeled back, revealing the underside of the strain gage. A standard 5-minute epoxy was used to attach the gage to the prepared concrete surface. A light coat of epoxy was then applied to both the gage surface and the concrete surface. The gage is then placed into position and held firmly in place until the gage is attached properly. The epoxy is given sufficient time to dry. 73 Following the application of the gages, moisture and mechanical protection was applied in order to increase the durability of the gages and to prevent moisture invasion. Once the epoxy is dry, the tape is peeled away from the gage and concrete. Immediately, a layer of RTV silicone rubber was applied to the gage to provide moisture resistance, as seen in Figure 4-2. A final application of mastic tape was applied to provide mechanical protection, as seen in Figure 4-3. Figure 4-2: Strain Gage After Being Coated with RTV for Moisture Protection 74 STEP BY STEP STRAIN GAGE INSTALLATION PROCEDURE Prepare Concrete 1. Mark area for gage. 2. Spray gaging area with degreaser. 3. Brush area with wire brush. 4. Smooth area with grinder if needed to remove irregularities or epoxy. 5. Blow loose dust from surface. 6. Generously apply Conditioner. 7. Scrub with wire brush. 8. Blot area with gauze sponges. 9. Rinse area thoroughly with clean water. 10. Scrub surface with Surface Neutralizer. 11. Blot area with gauze sponges. 12. Rinse with water. 13. Dry surface thoroughly (warming surface with heat gun may help). Apply 100% solids epoxy adhesive 14. Apply adhesive to gaging area, work into voids, and smooth with putty knife. 15. Allow epoxy to cure. 16. Sand smooth with 320 grit sandpaper. 17. Using a Ball Point Pen draw layout lines. 18. Scrub with Conditioner. 19. Apply Neutralizer. 20. Dry as before. Mounting Gage 21. Carefully mount strain gage to glass plate with Cellophane Tape. 22. Tape gage into correct location on concrete. 23. Peel tape and gage back to expose back of gage. 24. Mix 5-minute epoxy. 25. Place 5-minute epoxy on gage and concrete. 26. Gently place gage on concrete. 27. Hold pressure for 2 minutes. 28. After 1 hour or longer, remove tape. 29. Apply RTV silicone rubber (moisture sealer), and let dry. 30. Apply Mastic Tape. 31. Attach wire ends to mounted terminal strips. 75 Figure 4-3: Strain Gage After Being Covered with Mastic Tape 4.1.2 STRAIN GAGE LOCATIONS Because of the severe cracking in the end regions of the girders, these regions are the areas of the most concern in the girders. Consequently, the girder ends are more heavily instrumented than other locations in the girders. Each instrumented girder has two cross sections that are instrumented, one on each side of the cracking zones. Both girders in Span 11 have a line of strain gages along the bottom of the girders out to midspan. These multiple gages were positioned to obtain some insight into the overall behavior of the girders from the strain gage output instead of simply giving discrete, localized behaviors around the cracked regions. Span 11 was chosen to be the primary span under investigation, and was more heavily instrumented than Span 10. Figure 4-4 shows the locations of instrumented cross 76 sections. Span 11 had six cross sections that were instrumented; Span 10 had only 2 cross sections instrumented. Table 4-1 provides the location of each instrumented cross section. The instrumented cross sections in Span 10 were located at distances of 6 in. (Cross Section 1) and 66 in. (Cross Section 2) from the face of the continuity diaphragm. The instrumented cross sections in Span 11 were located at distances of 6 in. (Cross Section 1), 66 in. (Cross Section 2), 8 ft (Cross Section 3), 22 ft (Cross Section 4), 36 ft (Cross Section 5), and 50ft (Cross Section 6) from the face of the continuity diaphragm. Figure 4-5 diagrams the location of strain gages on Cross Section 1, located between the continuity diaphragm and the cracking. Figure 4-6 diagrams the locations of strain gages on Cross Section 2, located on the midspan side of cracking. Figure 4-7 diagrams the location of the strain gage on Cross Sections 3, 4, 5, and 6. Pictures of installed strain gages on Cross Sections 1 and 2 are shown in Figures 4-8 and 4-9, respectively. Strain gages were located at each instrumented cross section. Cross Sections 1 and 2 in both spans have six strain gages, while Cross Sections 3, 4, 5, and 6 only had one strain gage located on the bottom center of the girder. Primary cracking in the girder ends of both spans was located between Cross Sections 1 and 2. Cross-section behaviors adjacent to the cracks were used to infer behavior in the cracked region. Strain gages located in Cross Sections 3, 4, 5, and 6 were used to determine the overall behavior of the loaded beam. 77 Figure 4-4: Strain Gage Instrumented Cross Sections for Girders 7 and 8 6 in. between Strain gage and Continuity Diagram 66 inches from Continuity Diaphragm to Cross Section 2 Cross Sections 3, 4, 5, and 6 Four more strain gages are are equally spaced at distances of 8 ft, 22 ft, 36 ft, and 50 ft, respectively, from the face of the continuity diaphragm. Cross Section 2 Span 11 Span 10 Cross Section 2 Cross Section 1 Cross Section 1 66 inches from Continuity Diaphragm to Cross Section 2 77 78 Figure 4-5: Strain Gage Layout - Span 10 and 11 Cross Section 1 Figure 4-6: Strain Gage Layout - Span 10 and 11 Cross Section 2 --- Strain Gage 3.5 2? 2? 36? 4.5 6? 26? 42? 18? 10? 2? ?? 54? 6? 3? 3? 3? 36? 18? 6 Strain Gages Per Instrumented Cross-Section --- Strain Gage 3.5 2? 2? 36? 4.5 6? 26? 42? 18? 10? 2? ?? 54? 6? 3? 3? 3? 36? 18? 6 Strain Gages Per Instrumented Cross-Section Gage A Gage B Gage C Gage E Gage D Gage F Gage A Gage M Gage C Gage E Gage D Gage F 79 Figure 4-7: Strain Gage Layout - Span 11 Cross Sections 3, 4, 5, and 6 Table 4-1: Strain Gage Cross Section Locations Span 10 Girders 7 and 8 Span 11 Girders 7 and 8 Cross Section 1 Cross Section 2 Cross Section 1 Cross Section 2 Cross Section 3 Cross Section 4 Cross Section 5 Cross Section 6 Distance from face of continuity diaphragm to cross section 6 in. 66 in. 6 in. 66 in. 96 in. 264 in. 432 in. 600 in. --- Strain Gage 3.5 2? 2? 36? 4.5 6? 42? 18? 2? ?? 54? 6? 18? 1 Strain Gage Per Instrumented Cross-Section 26? 13? Gage M 80 Figure 4-8: Strain Gages - Cross Section 1 81 Figure 4-9: Strain Gages - Cross Section 2 82 4.2 DEFLECTOMETERS Deflectometers were used to measure deflections at specific points along the girders. Deflections were considered to be the amount of movement, either up or down, that a particular point in the bridge is subjected to by a certain loading condition. Positive deflections imply that the bridge is deflecting upward, and negative deflections indicate that the bridge is deflecting downward. Deflection measurements can be very helpful in determining the behavior of the bridge. For example, a true simply supported span?s deflections would graph as a concave-up shape, while a truly continuous two-span girder?s deflections would graph as concave-down over the center support and concave- up in the midspan regions. Deflectometers are a very simply constructed device. A picture of a typical deflectometer is shown in Figure 4-10. They are constructed of a prismatic bar (for this test aluminum was used) with a strain gage attached to the underside. These deflectometers used a single quarter-bridge strain gage. Often a full-bridge setup (four strain gages) is used for deflectometers. For the purpose of this project, it was determined that a quarter-bridge setup would provide the necessary accuracy. An eye bolt is attached to the end of the bar. The bar is anchored to a base that holds the unit firmly to the ground. A wire is then attached from the underside of the bridge girder to the eye bolt on the deflectometer. For a deflectometer to work properly the aluminum bar must be bent elastically, producing tensile strains in the bottom of the bar at the location of the strain gage. This is accomplished by tensioning the connection wire to bend the bar so that the tip is deflected up approximately four inches prior to testing. Once this is done, the 83 deflectometer is capable of reading both upward and downward deflection in the bridge girder while the strain gage remains in its working range. If the wire is not pretensioned, downward bridge deflections would result in slack in the connection wire, and the bar deflection and strain change would not correspond to the actual girder deflection. Figure 4-10: Deflectometer Deflectometers must be calibrated in order to give usable readings. Calibration is achieved by pre-bending the aluminum bar and then moving the bar a known distance and taking a corresponding strain reading. If the deflectometer is set up properly, and the bar material is not bent past its proportional limit, there is a linear relationship between measured deflection and strain. Using this fact, an appropriate gage factor can be determined. With the proper gage factor, the change in strain measured from a particular load case gives a direct measurement of the deflections for that applied load. 4.2.1 DEFLECTOMETER INSTALLATION Installation of a deflectometer is much less time consuming than that for a the strain gage. The first step is to locate the positions on the underside of the girder where deflections 84 will be measured. Next, a bracket is glued into place with 5-minute epoxy. Installation of the bracket is shown in Figure 4-11. Once the epoxy hardens, a wire is hung from each bracket down to the ground. A turnbuckle is attached to the end of each wire. The deflectometer is placed in the appropriate position on the ground. The deflectometer should sit solidly and not rock or move when the bar is bent. Finally, the turnbuckle is attached to the eyebolt, and the bar is pre-bent upward approximately four inches to the zero point. The deflectometer is then connected to the data-acquisition system with a 3- lead-wire cable. Figure 4-11: Deflectometer Bracket Being Attached to the Underside of Girder 8 85 4.2.2 DEFLECTOMETER LOCATIONS Twelve deflectometers were used in the preload test. The deflectometer positions are indicated in Figure 4-12. A picture of the actual layout of deflectometers during the load test is shown in Figure 4-13. The deflectometer locations for each girder are summarized in Table 4-2. Six deflectometers were used in each girder line. Girders 7 and 8 were instrumented identically. Two deflectometers were located in Span 10 of each girder line at distances of 25 ft and 50 ft from the face of the continuity diaphragm. Four deflectometers were located in Span 11 of each girder line at distances of 12.5 ft, 25 ft, 37.5 ft, and 50 ft from the face of the continuity diaphragm. Table 4-2: Deflectometer Locations Span 10 Span 11 D-1 D-2 D-1 D-2 D-3 D-4 Girder 7 25 50 12.5 25 37.5 50 Girder 8 25 50 12.5 25 37.5 50 Note: Locations are reported as distances (in feet) relative to the near face of the continuity diaphragm 4.3 CRACK OPENING DISPLACEMENT GAGES Crack-opening displacement gages (COD?s) were used to measure changes in crack width for each load case. The COD?s used covered a 50-mm length between anchor screws. COD?s were full-bridge setups and precalibrated. The COD?s were capable of measuring changes in crack widths up to 2 mm. COD?s provided valuable information on the opening and closing of cracks for each load case. 86 Figure 4-12: Girder 7 and 8 Deflectometer Locations Deflectometer Midspan Midspan Bent 11 12.5? 25? Span 11 Span 10 D-1 D-2 D-1 D-3 D-2 D-4 25? 12.5? 12.5? 12.5? 86 87 Figure 4-13: Deflectometers During Test 88 4.3.1 COD INSTALLATION COD installation was the easiest of the three instruments. A reference bar was used to set the two anchor blocks in the exact locations. The two anchor blocks are screwed to the reference bar. The blocks are then attached to the surface with 5-minute epoxy. The crack should be located between the two anchor blocks. Once the epoxy is dry, the reference bar is removed, leaving the two anchor blocks attached to the concrete girder. A picture of the two anchor blocks without the COD attached is shown in Figure 4-14. Next, the COD is attached to the anchor blocks. A picture of an installed COD is displayed in Figure 4-15. Finally, the 4-wire strain gage cable is connected to the COD and the data-acquisition system. A diagram of the COD?s used for the test is shown in Figure 4-16. Figure 4-14: Anchor Blocks for COD 89 Figure 4-15: Crack Opening Device Installed on Girder Figure 4-16: Crack Opening Devices (from Texas Measurements) 90 4.3.2 COD LOCATIONS A total of four crack-opening gages were used in the pre-repair load test. There was one COD used on each girder end. Each was located directly over the primary crack in the girder end. Each COD is located three inches above the joint of the bottom flange and the web. The COD on Girder 8 Span 10 is located on the West face of the girder, while all other COD?s are on the East face of the girder. Table 4-3 provides the location of each COD. Table 4-3: Crack Opening Displacement Gage Locations Span 10 Span 11 Distance from Continuity Diaphragm Face Distance from Continuity Diaphragm Face Girder 7 49.5 in. East 47.75 in. East Girder 8 40 in. West 56 in. East 4.4 INSTRUMENTATION DESIGNATIONS Each instrument was given a unique name. The instrument type was denoted by the letter or letters at the beginning of the instrument name: D for deflectometers, CO for crack opening devices, and S for strain gages. The number immediately following provides the girder on which the gage was located, either girder 7 or 8. An underscore follows the girder designation, and the numbers following the underscore provide the span in which the instrument is located, either span 10 or 11. An underscore follows the span designation. The final character indicates something different for each gage type. For deflectometers, it indicates the deflectometer number, 1 through 4. For crack opening devices, it indicates which face of the girder that it is located on, east or west face. For strain gages, it indicates the cross section, either 1 or 2, and the gage location as 91 described previously, A through F or M. An example for each instrument has been provided below for clarity. Example: D7_10_2 - Deflectometer, Girder 7, Span 10, Deflectometer #2 CO8_10_W - Crack Opening Device, Girder 8, Span 10, West Face S7_10_1A - Strain Gage, Girder 7, Span 10, Cross Section 1, Gage Location A 4.5 DATA ACQUISTION SYSTEM An Optim Megadac data-acquisition system was used to record data during the conventional static load test. During the test, each of the seventy-two channels recorded data at a rate of 240 scans per second. A picture of the van setup during the load test with all instrumentation cables attached can be seen in Figure 4-17. See Appendix B for channel layout. Figure 4-17: Van Setup for Load Testing 92 CHAPTER 5 PRE-REPAIR LOAD TESTING PROCEDURE Once instrumentation was complete, acoustic emissions (AE) tests as well as conventional static load tests were conducted in order to determine the behavior of the damaged bridge girders and to set a baseline from which post-repair load test results could be compared. The pre-test and post-test behavior will be compared in order to evaluate the benefits gained by FRP repairs. Pre-repair load testing was conducted on two consecutive nights (early mornings of June 1 and 2, 2005). Acoustic emissions preloading was conducted the first night. The second night of testing consisted of marking all of the necessary lines for the static load test, the second round of the AE test, and finally the static load test. 5.1 TRAFFIC CONTROL The two girders, Girders 7 and 8, to be tested are located on the east side of the bridge. The bridge has four lanes of traffic. In order to provide a safe area in which the trucks could drive and stop and in which workers could operate, all lanes with the exception of the far west lane were closed to traffic. It was realized that traffic loads can have a significant effect on readings taken during the load test. Initial planning had been to keep traffic completely off of the bridge during the test while data were being recorded. But, it was determined on the first night that traffic in the far west lane had a minimal influence on readings taken from the east side of the bridge. For this reason, it was decided to 93 leave the far west lane of traffic open throughout the entire test. In an attempt to further reduce traffic noise, data were taken during times when bridge traffic was minimal. The bridge is located on I-565 in Huntsville. In this area, closing traffic down to one lane during the day would significantly affect the flow of traffic. Traffic data showed that the hours between 1 a.m. and 4 a.m. had the lowest traffic count. This led to the conclusion that the test should occur at this time. ALDOT began closing lanes at 11 p.m., and testing operations on the bridge deck began around midnight both nights. Testing was completed by 4 a.m. each night. 5.2 LOAD TEST TRUCKS Two ALDOT trucks were used for the load test. The first was one of ALDOT?s typical load testing trucks (ST-6400), shown in Figure 5-1. The second scheduled ALDOT load test truck was out of service at the time of the test, and an ALDOT Tool Trailer Truck (ST-6902), shown in Figure 5-2, had to be used in its place. The two trucks were slightly different in size and weight. The footprint of each truck was different; details are given in the following sections. 5.2.1 TRUCK WEIGHTS Two load test trucks were used in the load test. Each truck has a slightly different weight and distribution of weight between the axles. Weights were changed between nights. Actual truck weight distributions may be seen in Table 5-1. The first night an LC-6.5 load truck configuration was used. This is not a standard ALDOT load test configuration and was used especially for the AE preload. The second night an LC-6 load truck configuration was used. The footprints of trucks ST-6400 and ST-6902 are shown in 94 Figures 5-3 and 5-4, respectively. After the test, the trucks? weights were measured at ALDOT headquarters in Montgomery using the portable scales. Figure 5-1: ST-6400 Figure 5-2: ST-6902 95 Table 5-1: Load Distributions for LC-6 and LC-6.5 ST-6902 ST-6400 Axle Group Tires LC-6 (lbs) LC-6.5 (lbs) LC-6 (lbs) LC-6.5 (lbs) Front Left Single 7850 7575 10750 11500 Right Single 7450 7200 10900 11500 Rear 1 Left Double 19350 20300 18900 19450 Right Double 18750 19500 18350 19150 Rear 2 Left Double 18600 19450 17200 18000 Right Double 19250 20150 17500 17850 Total = 91250 94175 93600 97450 5.2.1.1 First Night ? AE preloading ? LC-6.5 AE testing had two important loadings. On the first night of testing, the bridge was loaded with a load that was intended to be larger than any the bridge had ever experienced. The purpose of an unusually high load was to activate any cracks. The trucks were carefully backed into position without driving over the bent near the cracked girder ends. 5.2.1.2 Second Night ? AE loading and static load test ? LC-6 The second night, the load was reduced to approximately 95 percent of the first night?s load. The trucks were then carefully positioned in the same manner as the first night?s load. Since no new cracks should have opened with a smaller load, there should not have been much AE activity. Too much AE activity could have been a sign that additional damage has occurred at the AE sensor location. 96 Figure 5-3: Footprint of Truck ST- 6400 97 Figure 5-4: Footprint of Truck ST- 6902 98 5.2.1.3 Truck Weight Limits The load trucks used during testing were heavier than any legal truck on Alabama highways. For comparison purposes, Figure 5-5 shows the maximum truck weights for several different typical truck layouts. None of them match the load trucks used in this test, but the trucks used in this test were heavier than every truck combination shown. The maximum weight of a legal truck was 84 kips, while the minimum weight of a load test truck in the test was 91 kips. 5.3 STATIC LOAD TESTING Pre-repair static load testing was performed on the bridge in order to 1) determine the behavior of the bridge and 2) set a base line to which the results of the post-repair static load test can be compared. During the test, the two trucks were placed side by side facing northbound. There were three lanes that the trucks drove down, Lanes A, B, and C, and there were nine longitudinal stop positions in each lane, Positions 1-9, giving a total of 27 total stop positions. Two North-South lines were spray painted on the deck for every lane, one line to align the east truck and one line to align the west truck. An East- West line was spray painted for every longitudinal stop position. These lines were used to position the trucks in the proper longitudinal position on the bridge. Figure 5-6 shows a picture of a load truck aligned properly with the driver?s side tires on the line. As the trucks traveled down a lane with the edge of the driver?s side tires centered on the North- South painted line, they stopped at each stop position, centering the center axle over each East-West longitudinal line. Data were recorded for at least three seconds at each position. 99 Figure 5-5: ALDOT Legal Truck Weight Limits 0.64 KIPS/FT 100 Figure 5-6: Load truck aligned with driver?s side rear tires on lane line 5.3.1 TRUCK LANES In order to apply the maximum load onto each girder, three transverse truck lanes were used. Figures 5-7, 5-8, and 5-9 show the horizontal positioning of the trucks for Lanes A, B, and C, respectively. Truck ST-6400 was always the East truck, and truck ST-6902 was always the West truck. Lane A has the center of the west wheel group of the east truck located directly over Girder 7. Lane B has the center of the east wheel group of the west truck located directly over Girder 7. Trucks on either Lane A or B should have the maximum influence on Girder 7. Lane C has the center of the west wheel group of the east truck located directly over Girder 8. Ideally, there would have been a Lane D with the west truck positioned over Girder 8. AASHTO design specifications do not require 101 trucks to be placed closer than 4 feet apart. Therefore, there was not room to fit the east truck in if the west truck?s east wheel group was centered over Girder 8. Figure 5-7: Lane A ? Horizontal Truck Positioning (Static Test only) Figure 5-8: Lane B ? Horizontal Truck Positioning (Static Test only) 8? ? 0? AASHTO BT54 girders Cast-in-place concrete barrier 3? - 4 ?? 64? ? 0? 70? ? 9? 6.5 76? 76? 48? 7 8 8? ? 0? AASHTO BT54 girders Cast-in-place concrete barrier 3? - 4 ?? 64? ? 0? 70? ? 9? 6.5 ? 76? 76? 48? 7 8 102 Figure 5-9: Lane C ? Horizontal Truck Positioning (Static and AE Test) 5.3.2 TRUCK STOP POSITIONS Data in a static load test are taken with the trucks sitting still. There were nine longitudinal stop positions for each truck lane. Trucks were stopped with their center axle over each stop position. Positions were chosen to give loading conditions that would assist in determining the behavior of the bridge. Table 5-2 and Figure 5-10 diagram the longitudinal location of each stop position. 5.3.3 DATA COLLECTION Once a truck was stopped in position, data were recorded for spurts of at least three seconds. The data was recorded at a rate of 240 scans per second. Therefore, each of the seventy-two channels was read a total of at least 720 times for each position. Theoretically, each reading should be exactly the same. That is not the case in practice. Therefore, all of the readings for a single channel and single position were averaged to get a final reading for each stop position for each cycle. 8? ? 0? AASHTO BT54 girders Cast-in-place concrete barrier 3? - 4 ?? 64? ? 0? 70? ? 9? 6.5 76? 76? 48? 7 8 103 Figure 5-10: Truck Stop Positions Centerline of Continuity Diaphragm on Bent 11 100 ft. Stop Line 2 291? Stop Line 3 151? Stop Line 4 70? Stop Line 5 12? Stop Line 6 70? 10? Stop Line 7 128? Stop Line 8 300? Stop Line 9 600? Stop Line 1 600? North Span 10 Span 11 10 3 104 Table 5-2: Truck Stop Positions 5.3.4 REPEATED CYCLES OF STATIC LOAD TESTING One cycle of static load testing consists of both trucks driving down each lane and stopping at all nine positions in each lane and recording data. After averaging, each cycle gives one data reading for each channel at each of the twenty-seven stop positions. Three cycles were completed during the static load test. This gives three data readings for each channel at each of the twenty-seven stop positions. It is ideal to have at least three data points. With no other data to confirm it, one data reading may be questionable. If there are two data readings, and they differ, it is difficult to determine which data reading is correct. With three data readings, an outlier data point can be eliminated. Stop Position Position Description Span To Mark Distance from Center of Continuity Diaphragm Distance from Center of Span 1 Middle tire near Midspan Span 10 10 600? 50?-00? 2 Front Tire over Cross Section 2 Span 10 10 291? 24?-03? 3 Front Tire over Cross Section 2 Span 11 10 151? 12?-07? 4 Middle Tire on Cross Section 2 Span 10 10 70? 5?-10? 5 Rear Tire over Cross Section 2 Span 10 10 12? 1?-00? 6 Middle Tire over Cross Section 2 Span 11 11 70? 5?-10? 7 Rear Tire over Cross Section 2 Span 11 11 128? 10?-08? 8 Middle tire over Quarter-span Span 11 11 300? 25?-00? 9 Middle tire near Midspan Span 11 11 600? 50?-00? 105 5.3.5 TESTING PROCEDURE The following is a step-by-step procedure for the static load test 1. Paint all necessary lines on bridge deck (Truck Lanes and Stop Positions). Cycle 1 2. Balance all sensors with trucks off structure. 3. Align both load trucks to Lane A. 4. Pull trucks to stop position 1 and record data for 3 seconds. 5. Repeat step 4 for stop positions 2 ? 9. 6. Pull trucks off span and record a data reading. 7. Align both load trucks to Lane B. 8. Repeat steps 3 ? 6. 9. Align both load trucks to Lane C. 10. Repeat steps 3 ? 6. Cycle 2 11. Repeat steps 2 ? 10. Cycle 3 12. Repeat steps 2 ? 10. End Load Test 5.4 ACOUSTIC EMISSIONS TESTING During the two nights of AE loadings, both trucks were backed into two positions and remained stationary for six minutes. Coming from the south, both trucks were backed along lane C and stopped when their rear wheels were centered over Stop Line 4, being careful not to cross the line. The trucks sat in position for approximately 6 minutes while AE data was recorded. The trucks were then pulled forward off of the span in the direction from which they originally came. Then each truck was driven north across Spans 10 and 11, one at a time, through the lane furthest from the instrumented girders until they were off the structure on the far (north) side of Span 11. Coming from the 106 north, both trucks were backed along lane C and stopped when their rear wheels were centered over Stop Line 6, being careful not to cross the line. The trucks remained still for 6 minutes while AE data were recorded. The trucks were then pulled off of the span to the north (the direction from which they came when loading the span). 5.5 SUPERPOSITION TESTING Once the static load test was completed, a short test was completed to determine the effectiveness of superpositioning. Load trucks were aligned along the east lane of lane A as shown in Figure 5-11. Load truck ST-6400 was pulled into position A9, and data were recorded. While ST-6400 was still on position A9, ST-6902 was then pulled into position A1. Data were recorded with both trucks on the spans. ST-6400 was then pulled completely off of the span, and data was recorded. The two sets of data recorded with only one truck on the spans are added together and compared to the data recorded with both trucks on the span. Theoretically, if the bridge?s behavior was linear-elastic, the sum of the readings of the two individual trucks should equal the readings when both trucks were on the span. This test was only conducted once. 5.6 WEATHER CONDITIONS Large temperature gradients cause severe effects in the damaged locations of the girders. During the days of the test, temperatures were mild and the weather was cloudy. Cloudy, rainy conditions led to a low variation of temperature throughout the test days. Cracks in the girders were visibly smaller than on earlier days when instrumentation was installed. Table 5-3 shows weather data for the days of the test. Testing began around 11 p.m. on the night of May 31 and ended around 5 a.m. on the morning of June 2. 107 Figure 5-11: Superpositioning Test Lane ? Horizontal Truck Positioning 8? ? 0? AASHTO BT54 girders Cast-in-place concrete barrier 3? - 4 ?? 64? ? 0? 70? ? 9? 6.5? 76? 7 8 10 7 108 Table 5-3: Temperature and Weather Data for Days of Load Test (NOAA) Date Minimum Temperature (?F) Maximum Temperature (?F) Mean Temperature (?F) Clouds Rain May 31, 2005 61 77 69 Yes 0.02 in. June 1, 2005 63 70 67 Yes 0.093 in. June 2, 2005 63 81 67 Yes 0.04 in. 5.7 EFFECTS OF BEARING PADS AND FALSE SUPPORTS Prior to the pre-FRP application load test, there was an attempt to remove the bearing pad atop the false supports under each girder. Only the bearing pad under Girder 8 in Span 10 was removed completely. The east half of the bearing pad under Girder 7 Span 10 was also removed. The west half of the bearing pad under Girder 7 Span 10, as well as both bearing pads in Span 11, remained in place. Many holes were drilled in these pads in an attempt to reduce their effective stiffness. The moderate, overcast weather during this time was not conducive to upward movement of the span, keeping the gaps between the pads and the girder rather small. With such a small gap and the fact that the bearing pads were glued to the false supports, removing the bearing pad with the available equipment was not possible prior to the scheduled load testing. Without removing the bearing pads, the behavior of the bulb-tee girders could possibly be affected if the girders are resting on the bearing pads and false supports. 109 CHAPTER 6 RESULTS AND DISCUSSION 6.1 ACOUSTIC EMISSIONS TESTING Test data were recorded for two stop positions on each night, one stop position each in Spans 10 and 11, resulting in data from a total of four stop positions. The stop positions for the AE test are shown in Figure 6-1. As discussed earlier, truck weights were heavier the first night than the second night. Also, data from the second night is more reliable than data from the first night. During the first night of testing, there were very significant amounts of noise in the recorded data. The cause for the noisy data was unknown, but the data was much less noisy the second night. 6.1.1 DEFORMATIONS MEASURED DURING AE TESTING Tabular results from the AE test truck loadings can be seen in Table 6-1. During AE loadings, all COD?s except for CO8_10W experienced crack openings when the loading was placed in the span containing COD?s. When the load trucks were backed into stop position C4, with the rear wheels resting over the cracked section in Span 10, placing all of the load in Span 10, cracks in Girder 7 of span 10 opened while cracks in Girder 8 of Span 10 closed. During the same loading, cracks in both girders in Span 11 closed. When the trucks were placed with their rear wheels on Stop Position 6 in Span 11, placing all of the load in Span 11, cracks in both girders of Span 11 opened, while cracks 110 in both girders of Span 10 closed. With the load placed directly over the crack, only cracks in Girder 8 Span 10 closed. This leads one to believe that Girder 8 Span 10 is behaving differently than the other 3 girder ends. If this is true, the girders cannot be said to all be acting in the same manner. The only observed difference between Girder 8 Span 10 and the other 3 tested girders was that the bearing pad for Girder 8 Span 10 was completely removed, while the other bearing pads were drilled to reduce stiffness. If the cracks at Girder 8 Span 10 had opened, that would suggest that the false supports were providing support of the bridge girders. If the girders are sitting on the false supports, which is highly likely, considering the fact that the bearing pads could not be removed because there was no gap between the two, the false supports may actually be acting as supports. Once the load is placed directly placed over the cracks, the load is roughly centered between two support points, the bent and the false supports. A load between the supports would induce positive moment at the crack location, causing the cracks to open. On the other hand, on Girder 8 Span 10, where the bearing pad was removed, the cracks closed when the load was placed directly over them. This would support the idea that the false supports were not being loaded by that girder. The cracks closed because of their proximity to the bent. At this distance, the loads cause negative moment at the crack location, causing the cracks to close. It should be noted that the COD on Girder 8 Span 10 is located on the west face of the girder while the other three COD?s are located on the east side of their respective girders. Another cause for the differences in readings could be out of plane bending or twisting of 111 the girder. Considering the results, this seems unlikely. At stop positions 3, 4, and 5 in all lanes, C07_10E opened and CO8_10W closed. The three lanes shift the center of the load from one side of Girder 7 to the other, depending on the load lane. As the center of the load shifts from one side of the girder to the other, one would expect the COD?s to open and close depending on the location of the load relative to Girder 7. This is good evidence that out of plane bending or twisting is causing the CO8_10W to behave uniquely. However, the center of the load is always to the west of girder 8, possibly inducing the same direction of twist into the girder in all lanes. Furthermore, Lanes A and B are almost exactly opposite when comparing the possible ?direction of twist? induced into Girder 7. In Lane A, the center of the two trucks is 2 ft to the west of Girder 7, and the center is 2 ft to the east of Girder 7 in Lane B. If ?twist? was causing the crack openings, one would expect crack openings in Lane A lanes to become crack closings in Lane B. This doesn?t happen though. CO7_11E only opens at Stop Positions 6 and 7, and this happens for both Lanes A and B. CO7_10E only opens at Stop Positions 3,4 and 5, and this happens for both Lanes A and B. Further finite element investigation may provide insight into this issue. It can be concluded from the crack opening data that the false supports are having a significant affect on the pre-repair static load test results, and that the existence of these supports must be considered when drawing conclusions based on the pre-repair static load test. 112 Table 6-1: Deformations Measured during Acoustic Emissions Testing First Second First Second First Second First Second D7_11_1 in 0.00 0.01 -0.07 -0.06 S8_10_2C ?? 14.1 12.7 -15.6 -15.4 D7_11_2 in 0.01 0.02 -0.11 -0.09 S8_10_2D ?? 9.7 8.2 -16.6 -12.8 D7_11_3 in 0.01 0.02 -0.12 -0.10 S8_10_2E ?? 2.3 -13.4 -11.5 -23.4 D7_11_4 in 0.01 0.03 -0.12 -0.08 S8_10_2F ?? -7.2 -7.7 -1.1 -0.5 D8_11_1 in 0.01 0.02 -0.07 -0.07 S7_11_1A ?? -4.2 -5.6 -0.3 1.0 D8_11_2 in 0.02 0.02 -0.12 -0.10 S7_11_1B ?? -13.4 -12.1 -2.1 -2.1 D8_11_3 in 0.02 0.03 -0.14 -0.12 S7_11_1C ?? -7.3 -8.3 -10.5 -10.6 D8_11_4 in 0.03 0.03 -0.11 -0.10 S7_11_1D ?? -10.4 -9.4 2.8 2.8 D7_10_1 in -0.10 -0.09 0.01 0.02 S7_11_1E ?? 0.9 -1.3 0.7 -0.9 D7_10_2 in -0.11 -0.09 0.01 0.02 S7_11_1F ?? ---2 -0.5 ---2 1.8 D8_10_1 in -0.11 -0.10 0.02 0.02 S7_11_2A ?? -7.0 -7.6 5.8 5.0 D8_10_2 in -0.12 -0.11 0.02 0.03 S7_11_2M ?? -13.3 -12.5 19.3 19.7 CO8_10W mm -0.0118 -0.0058 -0.0183 -0.0106 S7_11_2C ?? -11.4 -13.0 19.3 15.5 CO8_11E mm -0.0141 -0.0080 0.0038 0.0087 S7_11_2D ?? -9.6 -8.5 3.6 5.3 CO7_10E mm 0.0157 0.0197 -0.0265 -0.0135 S7_11_2E ?? -6.0 -4.6 -2.0 -0.2 CO7_11E mm -0.0280 -0.0161 0.0119 0.0187 S7_11_2F ?? -4.1 -0.2 -10.4 -3.8 S7_10_1A ?? 4.8 0.0 14.3 2.4 S8_11_1A ?? -78.5 -49.5 -35.1 1.7 S7_10_1B ?? -8.1 -7.3 -13.4 -12.8 S8_11_1B ?? -12.8 -10.4 -17.5 -15.5 S7_10_1C ?? -74.4 -72.5 -53.7 -50.5 S8_11_1C ?? -15.6 -16.5 -9.6 -10.7 S7_10_1D ?? -2.1 -0.6 -7.2 -5.6 S8_11_1D ?? -12.6 -12.0 -8.9 -8.6 S7_10_1E ?? 2.6 3.0 -2.5 -1.6 S8_11_1E ?? -61.6 -34.7 -53.7 -24.6 S7_10_1F ?? -7.1 -5.5 -2.9 -1.7 S8_11_1F ?? 0.5 -0.7 -2.2 -4.6 S7_10_2A ?? 9.0 10.7 -10.8 -7.0 S8_11_2A ?? -9.3 -12.5 5.2 2.4 S7_10_2M ?? 10.5 11.6 -7.1 -7.5 S8_11_2M ?? -22.2 -20.6 36.7 35.0 S7_10_2C ?? 24.2 21.7 -11.4 -10.9 S8_11_2C ?? -37.0 -34.9 32.8 31.5 S7_10_2D ?? 20.6 17.0 -11.1 -11.9 S8_11_2D ?? -17.8 -16.8 6.1 8.0 S7_10_2E ?? 6.0 6.1 -6.7 -4.7 S8_11_2E ?? -7.1 -6.1 -13.7 -12.3 S7_10_2F ?? -12.5 -9.1 -4.7 -0.6 S8_11_2F ?? -2.6 -1.0 -7.2 -4.0 S8_10_1A ?? 5.4 6.3 -8.6 -7.2 S7_11_3M ?? -10.4 -12.9 29.0 23.8 S8_10_1B ?? -13.7 -11.7 -17.8 -15.9 S7_11_4M ?? -14.0 -11.0 23.8 30.6 S8_10_1C ?? -15.8 -13.6 -16.5 -15.4 S7_11_5M ?? -8.9 -7.7 24.6 29.0 S8_10_1D ?? 3.8 6.1 -12.2 -9.1 S7_11_6M ?? -8.1 -9.6 14.7 17.8 S8_10_1E ?? 6.0 5.2 0.6 -1.4 S8_11_3M ?? -17.1 -18.2 30.3 28.8 S8_10_1F ?? -4.8 -5.9 -4.3 -2.8 S8_11_4M ?? -14.1 -12.8 38.5 39.2 S8_10_2A ?? 8.7 9.2 -16.8 -14.7 S8_11_5M ?? -8.4 -8.2 33.9 35.2 S8_10_2M ?? 23.5 21.2 -16.3 -17.2 S8_11_6M ?? -1.2 -6.6 -10.2 15.6 C4 - Span 10 C6 - Span 11 Night Night Position C4 - Span 10 C6 - Span 11 Position Notes: 1. Sign Convention: Positive = upward deflection, crack opening, or tensile strain; Negative = downward deflection, crack closing, or compression strain 2. --- = Unreliable Reading 3. ?? = microstrain (inch/inch x 10-6) 113 Figure 6-1: Elevation of Bridge Showing AE Truck Positions Span 11 AE Test Position Centerline of Continuity Diaphragm on Bent 11 Span 10 Stop Line 4 70? Stop Line 6 70? 5?-10? Span 10 AE Test Position False Support Bent Crack Opening Displacement Gage Span 11 C4 C6 11 3 114 6.2 STATIC LOAD TEST RESULTS During the static load test, large amounts of data were recorded for each stop position. Data were reduced to one reading for each gage at each stop position for all three loading lanes. The static load test results may be seen in tabular format in Tables C-1 through C- 9 of Appendix C. For each stop position, several graphs were constructed to help further analyze the data. These graphs included graphs of girder deflections, graphs of bottom fiber strains, and graphs of strains over Cross Sections 1 and 2 for Girders 7 and 8. These graphs are located in Appendix D. 6.2.1 DEFLECTIONS The deflectometers provided very consistent deflection readings when comparing each of the three runs. These results were also very predictable, with no unexpected results. Midspan loadings, Stop Positions 1 and 9, always provided the maximum deflections in Spans 10 and 11, respectively. Downward deflection was always observed in the loaded span, while upward deflection was seen in the adjacent span from the loading. Load Lanes A and B produced very similar deflections for Girder 7, while producing the maximum deflections for this girder. Load Lane C produced the maximum effects on Girder 8. 6.2.1.1 Maximum Deflections Maximum deflections, either upward or downward, were always recorded under midspan loadings, Stop Positions 1 and 9. The downward deflection was recorded in the loaded span, and the upward deflection was recorded in the adjacent span. The maximum downward deflection, -0.31 in., in Girder 7 was seen during loadings A1 and B1. The maximum downward deflection, -0.33 in., in Girder 8 was seen during loading C1. The 115 maximum upward deflection, 0.07 in., in Girder 7 was seen during loading B1. The maximum upward deflection, 0.07 in., in Girder 8 was seen during loading C1. 6.2.1.2 Implications of Deflection Behavior Deflections consistently show evidence of continuous behavior. The opposite span from the one loaded, always deflected upward. For example, see Load Position A1. The truck is in the stop position near the midspan of Span 10. Both deflectometers in Span 10 deflect downward, with the deflectometer at midspan D7_10_2 deflecting downward the most. While the deflectometers in Span 10 deflect downward, every deflectometer in Span 11 shows upward deflection. Figure 6-2 shows this continuous behavior well. This is clear evidence of continuous behavior in the two-span bridge. However, from these deflection results alone, it is impossible to determine if the bridge is acting fully continuous, partially continuous with a reduced stiffness at the cracked section, or hinged at the cracked section. Simply supported behavior can be clearly ruled out. 6.2.2 CRACK OPENINGS GAGES Crack openings provide a unique look into bridge behavior. Crack closing should occur in areas experiencing negative moments, and crack opening should occur in areas of positive moment. Larger crack closings mean larger negative moments at the cracked section, while larger crack openings mean larger positive moments at the cracked section. 6.2.2.1 Crack Openings Cracks only opened when trucks were positioned close to the cracks, stop positions 3, 4, 5, 6, and 7. With the load placed directly over the crack, positive moment forms at the crack, causing the cracks to open. Girder 8 span 10 never recorded a crack opening. The maximum crack opening of 0.0212 inches occurred at stop position B7 at crack opening 116 gage CO7_11E, in Girder 7 Span 11. Maximum crack openings for all crack opening gages were recorded with loads near the crack location, stop positions 4 and 7. As one would expect from continuous behavior, it can be determined that loads close to midspan create increased negative moments at the cracked sections, when compared to loads closer to the bent. It would be helpful if COD?s were provided on both faces of the girders for future testing. -0.35 -0.30 -0.25 -0.20 -0.15 -0.10 -0.05 0.00 0.05 0.10 -800 -600 -400 -200 0 200 400 600 800 Deflectometer position relative to the continuity diaphragm (in.) De fle ct ion (i n.) G7 G8 De fle cti on s (in .) Figure 6-2: Stop Position A1 Deflections 6.2.2.2 Crack Closings The maximum crack closing of -0.0222 inches occurred at stop position B1 at crack opening gage CO7_11, in Girder 7 Span 11. Maximum crack closings for all crack opening gages were recorded with loads near midspan, stop positions 1 and 9. As one 117 would expect from continuous behavior, it can be determined that loads close to midspan create increased negative moments at the cracked sections, when compared to loads closer to the bent. 6.2.2.3 Crack Opening Observations Crack opening gage CO8_10W never opened, while the other three gages opened at some load position. Girder 8 Span 10 was the only girder end where the bearing pad on the false support was actually removed. This leads one to believe that the false supports have a significant impact on the test data. Some cracks open and close more than others. This may be attributed to the fact that crack openings were measured across the largest crack at each girder end, but some girder ends have more smaller cracks while others have less but larger cracks. The total crack openings at those locations may be distributed over several cracks. 6.2.2.4 Loadings that Most Influenced Crack Openings Loads positions 2, 3, 4, 5, 6, and 7 all produced crack openings along at least one load lane in the test. Crack openings would induce tension in the FRP. Load positions 1 and 9 induce the maximum crack closures. Data from all of the stop positions should be analyzed after the post-repair load test to determine the effectiveness of the FRP repair. All three lane loadings should be repeated during follow-up tests. Lane A loading provides the maximum influence on Girder 7. Lane B loading provides a load almost exactly opposite of Lane A loading for comparing the ?direction of twist? in Girder 7. Lane B loading also causes the maximum crack openings and closings. Lane C loading provides the maximum influence on Girder 8. 118 6.2.2.5 Implications of Crack Opening Displacements The crack opening displacement results support the idea that the false supports had a significant effect on the results from the static load test. The crack closings also supported the idea that the bridge acts in a continuous manner by being able to carry negative moment through the cracked section. Through crack opening displacement results alone, it is impossible to determine if the bridge is behaving as fully continuous, partially continuous, or hinged at the cracked cross section. 6.2.3 STRAINS Strains represent the longitudinal elongation or shortening per unit length of the portion of concrete to which the gage is attached. From the strains, one can infer whether the portion of concrete is undergoing axial tension or compression, the relative magnitude of tensile and compressive stresses, and the sign of the bending moment at the cracked section. 6.2.3.1 Strain Gages Close to the Bent Gages close to the bent, cross section 1, consistently reported compressive strains near the bottom flange. Negative moment is apparent at this location because of the bottom flange being in compression. From this it can be determined that the girder is acting continuously directly over the support. The amount of compressive strains indicate the relative magnitude of the negative moment, with the negative moment getting more negative as the load location approaches midspan, and the moment approaching zero as the load location nears the bent. This is shown in Figure 6-3 for Lane A loading. 119 -40 -30 -20 -10 0 10 20 30 -600 -480 -360 -240 -120 0 120 240 360 480 600 S7_11_2M S7_11_3M Truck Position Relative to the Continuity Diaphragm (inches) Co nc re te Su rfa ce S tra in (in /in * 10 -6 ) Span 10 Span 11 Figure 6-3: Strain versus Load Application Location 6.2.3.2 Implications of Strains It is apparent from the strain data that the cracked section can support negative moment under service-level loads, and that the bridge acts as a continuous structure when negative moments are induced at the cracked locations. This can be clearly seen with two examples. At truck position B1, the load is placed at the midspan of Span 10. From the deflection data, we know that Span 11 deflects upward. From the strain data we can see that all of the strain gages in Span 11 at position M, positioned at the bottom center of the bottom flange, report compression under the B1 loading. Gages B and C at cross section 1 also report compression. With all of the bottom strain gages reading negative strains, indicating negative moments, it is clear that the negative moment can be transmitted 120 through the cracks and that the bridge is acting in a continuous manner, either fully continuous or partially continuous under this loading. Secondly, at truck position B9, the load is placed at the midspan of Span 11. For this loading, assuming continuous behavior, one would expect negative moment at the bent with a transition to positive moment near midspan of Span 11. This is exactly what is seen at truck position B9, as shown in Figure 6-4. Specifically looking at Girder 8, Gages S8_11_1B, S8_11_2M, S8_11_3M all report compressive strains in the bottom flange of the girder. Strain gages S8_11_4M, S8_11_5M, and S8_11_6M all report tensile strains. From this behavior, it is clear that the beam is acting continuously with some negative moment being transferred through the cracked section. It is also apparent that the inflection point is located roughly halfway between cross sections 3 and 4, approximately 16 feet from the centerline of the continuity diaphragm. At cross section 1, strain gages B and C are located at the same height and on opposite sides of the girder, B on the East and C on the West. Theoretically, these two gages should read the exact same strains. This is not the case, however. This could be attributed to out-of-plane bending effects, but as discussed earlier, this is not thought to be an issue. A glance through the tables in Appendix C shows that these two gages hardly ever read similar strains. The strains are always of the same sign, but the magnitude of the two often differs. For example, at truck stop position A1, gage S8_10_1B read a strain of 33 ?? while gage S8_10_1C read a strain of 16 ??, less than half of gage S8_10_1B. Therefore, strains gages should not be used to determine exact strains and stresses at a particular point, and should be used more for determination of 121 overall behavior (e.g., high compressive strains, low compressive strains, high tensile strains, low tensile strains, etc.). -40 -20 0 20 40 60 80 100 120 -240 -120 0 120 240 360 480 600 720 840 Gage Distance Relative to the Continuity Diaphragm (in.) G7 - B9 G8 - B9 Inflection Point Co nc ret e S ur fac e S tra in (in . / in. * 1 0 - 6 ) Truck Position Figure 6-4: Bottom-Fiber Strains for Load Position B9 6.3 SUPERPOSITION OF TEST RESULTS Once the static load testing was completed, a simple test was conducted to test the validity of superposition of load test readings. If the bridge is behaving linear-elastically, superposition should be effective. Theoretically, if the bridge superstructure was exhibiting linear structural response, the sum of the first and third measurements at each gage should equal the second measurement (both trucks present) at each gage. This test was conducted twice. The data from each round of testing were combined to give an average for each truck position. To illuminate the effectiveness of this test, each type of 122 deformation measurement is discussed individually. Two trucks were aligned along the east end of Lane A. The first truck was initially driven to stop position A9 near the center of Span 11. Data for the single truck were recorded. A second truck was then driven to position A1 near the center of Span 10. Data were recorded with both trucks on the bridge. The first truck (position A9) was then driven off of the bridge, and data were recorded with only the second truck on the bridge at position A1. 6.3.1 DEFLECTIONS The final deflections for the superposition test are shown in Table 6-2. It can be seen that the results predicted by superposition are accurate. The average difference between the deflections predicted by superposition and the deflections recorded with trucks in positions A1 and A9 simultaneously was only -0.002 inches. The average percent difference is 2.3 percent. The max difference is 0.006 inches for the deflectometer located at position 3 along Girder 7 in Span 11. The maximum percent difference is roughly 6 percent at position 2 along Girder 7 in Span 11. Table 6-2: Deflection Superposition Results Deflectometer Truck Position Truck Position Superposition Truck Position Difference Percent Location A1 A9 A1+A9 A1 and A9 Difference (in.) (in.) (in.) (in.) (in.) D7_11_1 0.015 -0.051 -0.036 -0.035 -0.001 4 D7_11_2 0.022 -0.108 -0.086 -0.081 -0.005 6 D7_11_3 0.023 -0.146 -0.122 -0.117 -0.006 5 D7_11_4 0.032 -0.161 -0.129 -0.133 0.003 -2 D8_11_1 0.018 -0.051 -0.032 -0.033 0.001 -2 D8_11_2 0.023 -0.103 -0.080 -0.076 -0.003 5 D8_11_3 0.024 -0.146 -0.122 -0.117 -0.005 4 D8_11_4 0.030 -0.159 -0.129 -0.130 0.001 -1 D7_10_1 -0.113 0.024 -0.089 -0.086 -0.003 4 D7_10_2 -0.172 0.025 -0.147 -0.143 -0.004 3 D8_10_1 -0.106 0.026 -0.080 -0.077 -0.003 4 D8_10_2 -0.160 0.030 -0.130 -0.129 -0.001 0 123 From this data it can be determined that superposition works well in predicting service-load bridge deflections, even with the level of damage observed in this structure. Which means that the bridge is behaving linear-elastically. 6.3.2 CRACK OPENINGS The final crack openings for the superposition test are shown in Table 6-3. When comparing the average percent differences, the crack openings predicted by superposition are not as accurate as the deflections shown earlier. The average difference was -0.002 mm, but the average percent difference was 14 percent. The maximum difference between the crack opening predicted by superposition and the crack opening reading taken with both trucks on the bridge was 0.004 mm. The maximum percent difference between the two was 35%. Both of these maximums occurred at the crack location on Girder 8 Span 10. At all four locations, the cracks closed less than predicted by superposition. Analysis by superposition would predict that all four of the cracks would close more than the crack closings that were recorded with both trucks on the bridge. This phenomenon can best be explained by understanding that the cracked zone does not act linearly. It acts more closely to a nonlinear spring in which the stiffness factor increases with deflection. As the cracks close, more and more compression can be transferred across the crack, until finally the crack is closed completely and the full girder section is capable of transferring compression. Therefore, adding additional load does not have a linear effect as predicted with superposition. Adding the second truck does not have as large an effect on the crack closing as it would without the first truck being in place. 124 Table 6-3: Crack Opening Superposition Results COD Truck Position Truck Position Superposition Truck Position Difference Percent Location A1 A9 A1+A9 A1 and A9 Difference (mm) (mm) (mm) (mm) (mm) CO8_10 -0.008 -0.007 -0.015 -0.011 -0.004 35 CO8_11 -0.005 -0.005 -0.010 -0.009 -0.001 6 CO7_10 -0.010 -0.011 -0.022 -0.020 -0.002 8 CO7_11 -0.014 -0.011 -0.024 -0.022 -0.002 9 6.3.3 STRAINS The final strains for the superposition test are shown in Table 6-4. Based on percent differences, the strain readings obtained by a superposition analysis are the least accurate of the measurements taken during the superposition testing. When looking at actual strain differences, the results were fairly accurate, with an average difference between the superposition-predicted value and the actual recorded value of only about 3 microstrain (3 x 10-6 in./in.). The maximum difference in strains was 17 microstrain recorded at strain gage S7_10_1B. As one would expect, the percent differences varied widely with the overall magnitude of the strain reading. With larger strain readings, the percent differences were typically smaller. With smaller strain readings, the percent differences were typically larger. For strain gages near the bottom of the girder in compression zones, the strains obtained from superposition were typically less than the compressive strains. These gages with both trucks in place typically produced compressive strains that exceeded the superimposed strains, as seen with the negative percent differences. This may be attributed to the influence of the false supports providing support for the girder, as discussed below. 125 Table 6-4: Strain Superposition Results Strain Truck Position Truck Posit ion Superposition Truck Position Difference Percent Gage A1 A9 A1+A9 A1 and A9 Difference Location (??) (??) (??) (??) (??) S7_10_1A 4 - 1 4 1 2 200 S7_10_1B -6 - 9 -15 - 32 17 -54 S7_10_1C -73 -49 -122 -124 1 -1 S7_10_1D -3 - 8 -11 - 13 2 -20 S7_10_1E 0 - 2 -2 -1 -1 50 S7_10_1F -1 - 2 -3 -3 0 -1 S7_10_2A -5 - 8 -13 - 18 5 -30 S7_10_2M -6 - 9 -15 - 20 5 -30 S7_10_2C -9 -13 -22 - 27 5 -20 S7_10_2D -11 -14 -25 - 30 5 -20 S7_10_2E -6 - 6 -12 - 14 2 -20 S7_10_2F -5 - 1 -5 -6 1 -20 S8_10_1A 0 - 8 -9 - 12 3 -30 S8_10_1B -13 - 9 -22 - 34 12 -35 S8_10_1C -12 -14 -25 - 31 5 -20 S8_10_1D -2 -11 -12 - 12 0 1 S8_10_1E 0 - 3 -2 -2 -1 40 S8_10_1F -2 - 2 -4 -4 0 -5 S8_10_2A -11 -12 -24 - 27 3 -10 S8_10_2M -12 -14 -26 - 30 4 -10 S8_10_2C -9 -14 -23 - 26 3 -10 S8_10_2D -7 -11 -19 - 24 5 -20 S8_10_2E -7 - 6 -13 - 14 1 -9 S8_10_2F -4 0 -4 -5 0 -7 S7_11_1A -12 - 2 -14 - 18 4 -20 S7_11_1B -9 - 5 -14 - 23 9 -40 S7_11_1C -9 -12 -21 - 36 15 -42 S7_11_1D -15 - 5 -19 - 22 2 -10 S7_11_1E -3 0 -3 -4 1 -30 S7_11_1F -1 - 1 -2 -3 1 -40 S7_11_2A -8 - 6 -14 - 20 6 -30 S7_11_2M -12 -12 -25 - 29 4 -10 S7_11_2C -13 -13 -26 - 31 5 -20 S7_11_2D -9 - 7 -16 - 20 4 -20 S7_11_2E -5 - 4 -10 - 13 3 -20 S7_11_2F 0 - 1 -1 -3 2 -50 S8_11_1A -44 -25 -69 - 69 0 0 S8_11_1B -7 -15 -22 - 27 5 -20 S8_11_1C -14 -11 -25 - 30 4 -20 S8_11_1D -16 - 7 -23 - 25 2 -6 S8_11_1E -22 -13 -35 - 31 -4 10 S8_11_1F -1 - 1 -2 -1 -1 200 S8_11_2A -10 -10 -20 - 22 2 -8 S8_11_2M -17 -11 -28 - 31 3 -10 S8_11_2C -29 -22 -51 - 53 2 -4 S8_11_2D -14 -13 -27 - 29 1 -5 S8_11_2E -5 - 9 -14 - 17 3 -20 S8_11_2F -2 - 5 -7 -7 0 -1 S7_11_3M -12 - 9 -21 - 25 5 -20 S7_11_4M -11 14 3 0 3 -1000 S7_11_5M -7 40 33 31 2 7 S7_11_6M -3 64 61 58 3 5 S8_11_3M -15 -10 -25 - 28 4 -10 S8_11_4M -11 13 2 -1 2 -400 S8_11_5M -7 40 33 30 3 10 S8_11_6M 6 61 67 54 13 25 126 In Table 6-2, notice that the deflectometers recorded larger deflections when a single truck was loading the span in which the deflection was being recorded than when both trucks were in position on opposite spans. In other words, Girder 10 deflections were larger when a single truck was in Position A1, and Girder 11 deflections were larger when a single truck was in Position A9. The afternoon before the bridge testing was conducted, an unsuccessful attempt was made to remove the bearing pads from the top of the false supports. Because of the moderate rainy weather, the girders had not deflected upward, and the girders were flush against the bearing pads, making removal of some of these pads impossible. During the test, the deflections were a maximum in a span when only one truck was positioned in that span. If it is assumed that the bearing pad and false support system acts as a spring, the false supports in a span would absorb more load when only that span is loaded, because the increased deflection would cause the bearing pad and false support to deflect downward more, therefore transferring more load. As the false supports take more load, the loads and moments transmitted through the beam to the bent would in turn be reduced. Therefore, with reduced loads and moments, there would be less strain in the superposition predictions than during the actual load test with two trucks in place. This can be clearly seen in Table 6-4 at Gages B and C at Cross Section 1 of all four girder ends. Superposition predicts less compression than what was recorded with both trucks on the span, Truck Position A1 and A9. For example, Gage S7_10_1B had a superimposed strain of -15 microstrain, while the strain recorded with both trucks on the span was -32 microstrain. 127 6.3.4 SUPERPOSITION SUMMARY AND CONCLUSIONS Superposition reliability was investigated for strains, deflections, and crack openings. Superposition appears to be the most accurate when predicting large-scale behaviors, such as bridge deflection. Deflection is the result of an accumulation of the response curvatures of all the cross sections. Thus, discrepancies at individual, critical cross sections are effectively averaged out across the entire structure. Superposition does not predict smaller, more localized measurements such as strains and crack openings quite as well. The complexities of this bridge, including the extreme cracking, epoxy injection, and uncertain support conditions, reduce one?s ability to assess if it exhibits linear-elastic behavior. During the analysis of the superposition data, it became quite evident that the false supports were having a significant effect on the reported strains and deflections. This could prove to have a significant effect on the overall test results. 6.4 BRIDGE BEHAVIOR Several types of structural response behavior of the two-span girder system have been considered when investigating and analyzing the bridge girders. These possible behavior types are discussed below. 6.4.1 SIMPLY SUPPORTED Simply supported behavior can easily be ruled out when looking at the test data. In order for the bridge to act as if simply supported, there can be no negative moment in any portion of either bridge span. Negative (compression) strains below the neutral axis can be seen throughout the test data. Therefore the bridge is not behaving as if simply supported under service-level loads. 128 6.4.2 FULLY CONTINUOUS The bridge was originally designed to act as a continuous structure under live loads. The test data supports the fact that the bridge is acting in a continuous manner. For example, during the superposition testing, the results for position A1 & A9 (both trucks positioned simultaneously) showed the inflection point in the beam near Cross Section 4, as indicated in Figure 6-5. The strain gages at that location showed very little strain. In order for negative moment to end that far out into the span, negative moment would have to be carried through the cracked section. This supports the idea that the bridge is acting continuously. It can be concluded from the test data that at the time of the test the bridge was not acting as though there were a hinge at the cracked region. A hinge at the cracked region would imply that vertical downward load applied near midspan would cause negative moments at cross section 1 on the bent side of the cracks and positive moments at cross section 2 on the midspan side of the cracks. It was common to see negative moments in both cross sections. 6.4.3 FACTOR THAT COULD INFLUENCE CONTINUITY OF CRACKED CROSS SECTIONS It is likely that the behavior of a bridge having girders with such extensive cracking can vary depending on the load, location of the load, and the thermal conditions. Differential heat transfer across the cross section of the bridge causes the cracks to open and close. At times when the top of the girder is at a higher temperature than the bottom of the girder, the crack opens. When the cracks are open, the girder is allowed to act as if hinged, and the girder is allowed to rotate at the crack until a vertical load large enough to close the crack is seen. At times with uniform temperatures throughout the girder, the cracks close and compression is carried across the crack through the bottom flange of the 129 girder, thus causing the bridge to act in a continuous manner. As the cracks become smaller and even close, it is likely that the bridge acts as a continuous structure. The cracks close, and the cracked cross section carries both compression and negative moment across the cracks. As the cracks open, it is more likely that the normal service loads do not close the cracks completely, and therefore the cracked section acts as if hinged, not transferring compression across the cracks. - 40 - 30 - 20 - 10 0 10 20 30 40 50 60 70 -200 - 100 0 100 200 300 400 500 600 700 Strain Gage position relative to the continuity diaphragm (in.) St rai n ( mi llio nt hs ) . Girder 7 Girder 8 Inflection Point Figure 6-5: Bottom Fiber Strains for Load Position A1 & A9 The days leading up to and the night of the testing were moderate and rainy, and continuous behavior might be expected. As a result of the moderate rainy weather, the cracks were noticeably smaller than during any point during the instrumentation process. It is not surprising, then, that the bottom strain gages outside of the cracked section; gages S7_10_2M, S8_10_2M, S7_11_2M, and S8_11_2M; were commonly in 130 compression. This would imply that negative moment and compression were being transferred through the cracked section. Based on the data collected from the superposition tests, it was evident that the inflection point of the girders in Span 11 was very near Cross Section 4. Strain gages S7_11_4M and S8_11_4M reported strains very near zero. The strain gages closer to midspan reported tension, and those closer to the bent reported compression. These results would further support the conclusion that both compression and negative moments were being transferred through the cracked section on the night of the pre-repair static load test. The same test on a hot sunny afternoon may have given different results. 6.5 FRP EVALUATION The purpose of the external FRP strengthening system is to provide the horizontal tension tie required to develop the required shear strength at the cracked cross section. Evaluation of the effectiveness of the FRP strengthening will be difficult, considering the fact that almost all truck positions produce negative moment at the crack location under service-level loads, therefore causing compression in the region where the FRP will be placed. In order to properly determine the effectiveness of the FRP repair, the bridge should be tested under the thermal conditions that caused it to crack. In order to do this properly, a second pre-repair test would need to be conducted that record the strains throughout the course of a hot, sunny day. This test should begin early in the morning, before daylight, when thermal effects are minimized. Once the FRP repair has been completed, a post-repair test should be conducted that would more clearly show the effectiveness of the FRP repair. 131 6.6 FALSE SUPPORTS During initial test preparation, a strain gage was placed on one column of the false supports. As a large truck drove over the bridge, a small compression strain was induced in the false support column, thus proving that the false supports were providing some support during normal traffic conditions. At that time, this test provided no real concern about the upcoming bridge test. The plan was to remove the bearing pads between the false supports and the prestressed concrete bridge girders on the day of the test, allowing the girders to behave freely from the false supports. Unfortunately, when the time came to remove the pads, only the bearing pad for one girder end was removed completely. The effects of false supports could easily cause an increase in the stiffness of the girder that Shapiro (2007) had assumed to be the result of prestressed tendons being bonded and acting like non-prestressed reinforcement. Swenson?s (2003) work had the objective of determining the strength of the existing bridge without the false supports, so they were not included in his analyses. 6.7 COMPARISONS TO PREVIOUS RESEARCH Based on the recorded strains, crack openings, and deflections it may be possible to determine a slight change in overall behavior resulting from the FRP repair as suggested by Shapiro (2007). It is difficult to extrapolate a change in shear strength from this change in service-load response. Shapiro (2007) discussed the compression induced in the FRP under the truck loads, and that the FRP would be able to transfer the resulting compression over the short crack distance. Shapiro?s finite-element analyses and the static load test offer little information for determining the effectiveness of the FRP repair. Both of these investigations provide more information about the cracked bridge behavior 132 rather than providing information pertinent to the original objective of the research: to strengthen the bridge (in shear) that has been weakened by cracking that resulted from upward deflection due to differential heating across the depth of the bridge girders. The conclusions drawn from Shapiro?s finite element work essentially conflict with Swenson?s worst-case assumption of girder behavior. Swenson (2003) based his strut- and-tie design models on the assumption that extreme (factored) downward truck loads may induce very large tensile forces in the bottom flange of the girders. Shapiro?s finite- element analyses indicated that there would be compression in the FRP under service- load conditions once installed on the bottom flange of the girders. The static load test results agree with Shapiro?s results more so than Swenson?s worst-case design assumptions. In both the load test and Shapiro?s work, loads near midspan created compression in the bottom flange near the bent, and partial closing of cracks. Assuming the tendons slipped during the opening of the original wide cracks and therefore have limited bond capacity, the bridge in its current state does not have any steel in the bottom flange that can be conservatively relied upon to act as a tensile tie under factored design loads. Swenson predicted very high tensile forces in the bottom flange of the girder with his strut and tie analysis. For that reason, Swenson designed an FRP retrofit to provide the required reinforcement to handle the tensile forces. The strains from the load test did not agree with Swenson?s predictions. All loads near midspan created negative moment and compression in the bottom flange of the girders. After reviewing the test results, the analysis methods and assumptions from Swenson?s work may not accurately predict the behavior and stresses within the bridge under vertical truck loadings. Much of this discrepancy can be attributed to the fact that much 133 of Swenson?s design and analysis was based on simply supported behavior, which appears to be an inaccurate representation of the actual girder behavior based on the load test results. 134 CHAPTER 7 SUMMARY AND CONCLUSIONS 7.1 SUMMARY Construction began on I-565 in Huntsville, Alabama in January of 1988. After slightly more than 3 years of construction, the elevated highway was completed on March 27, 1991. Bridges spans were composed of either steel or prestressed concrete and were designed to act as simply supported, two-, three-, or four-span continuous structures. A bridge inspection in 1992 revealed small cracks in the continuous ends of many of the prestressed concrete bulb-tee girders. Approximately 18 months later, during March and April of 1994, a second inspection revealed much more serious cracking, with cracks as wide as 0.25 inches. A survey was then performed on all spans to record size and locations of the cracks. ALDOT personnel then instrumented the bridges in an attempt to determine the cause of the severe cracking. Engineers at ALDOT found that a nonlinear temperature distribution caused by the sun warming the top of the bridge more than the underside was the likely cause. Later research by Gao (2003) from Auburn University supported ALDOT?s findings. Gao (2003) reported that the temperature distributions in the bridges caused the spans to deflect upward, a behavior known as ?sun cambering?. The upward deflection caused large positive restraint moments in the girders that ultimately led to cracking. 135 Swenson (2003) of Auburn University examined the strength effects on the bridge caused by the cracking. He concluded that the longitudinal reinforcement in the bottom flange of the girders is likely not adequate developed at the cracked girder ends to provide dependable shear resistance in these regions. In order to alleviate this problem, Swenson designed a 4-ply FRP system to strengthen the girders. The research described in this thesis consisted of load testing the bridge before the FRP was installed. This load testing provided a baseline to which later post-repair load tests can be compared. The load tests also provided valuable data about the pre-repair behavior of the cracked girders. 7.2 CONCLUSIONS 7.2.1 OVERALL BRIDGE BEHAVIOR After reviewing the test results, it is clear that the bridge is not acting as if the girders are simply supported. At the time of the test, the bridge was not acting as if it was hinged at the cracks. It is difficult to determine whether the bridge is acting in a fully continuous manner or acting in a partially continuous manner with reduced stiffness at the cracked section. It is probable, based on the visual observations throughout the research and instrumentation process, that the bridge acts in varying manners depending on the weather conditions and the relative behavior of the bridge at that time i.e., acting hinged at times when there is a large difference between the temperature at the top of the girders and that at the bottom of the girders and acting continuously at times when the temperature throughout the girder is uniform. 136 7.2.2 FALSE SUPPORTS The test data indicate that the false supports had a significant effect on the bridge behavior. In order to apply the FRP, the bearing pads were removed completely. This fact alone makes it doubtful that post-repair load test results can be accurately compared to the intended baseline, the pre-repair load test results. In order to use the pre-repair test results as a baseline for the post-repair tests results, the bearing pads would have to be replaced in the same position as they were located in the pre-repair load test. In order for the post-repair test to provide the most information about the effectiveness of the FRP repair, the bearing pads would need to be removed completely. At that time, the pre- repair results may no longer serve as a good baseline for the post-repair results. 7.2.3 COMPARISONS TO PREVIOUS RESEARCH Based on the recorded strains, crack openings, and deflections, it may be possible to determine a slight change in overall behavior resulting from the FRP repair as suggested by Shapiro (2007). It will be difficult to predict the increase in shear strength from this change in behavior alone. Shapiro (2007) predicted compression in the FRP at the cracked section, while Swenson?s analysis was based on the conservative assumption of simply supported behavior; Swenson (2003) concluded that there would be high tensile forces located in the FRP at the cracked section under factored design loads. The static load test results agree with Shapiro?s work. The test results indicate that the analysis methods and assumptions made in Swenson?s work may not accurately predict the behavior and stresses within the bridge under vertical truck loadings. However, it is difficult to extrapolate ultimate response from the linear-elastic response under service- level test loads. Much of this discrepancy can be attributed to the fact that much of 137 Swenson?s design and analysis was based on simply supported behavior, which has been observed not to be the actual behavior exhibited by the bridge girders. 7.2.4 GENERAL CONCLUSIONS Static load tests of in-service bridges only offer direct insight about bridge response under heavy service-load conditions. For a bridge that is deficient in shear strength, like the one being examined here, it is very difficult to draw conclusions about the shear strength based on a normal static load test. Longitudinal strains provide more information about moments within the structure and provide little directly useful information about shear. Therefore, once a post-repair test is completed, it will be virtually impossible to determine the increase in shear strength resulting from the FRP repair. There are too many variables to gain useful data in a post-repair load test. The false supports have had a significant effect on the data obtained during the pre-repair testing. It has also been shown that the behavior of the bridge can vary with thermal conditions within the bridge. It will not be possible to match the exact weather conditions of the pre-repair test when the post-repair test is conducted, and the effects of this difference will be impossible to consider during the comparison of the test data. These effects make the pre-repair data a very poor baseline to which the post-repair tests can be compared to. The strengthening benefits provided by the FRP retrofit will be difficult to determine using service-level test loads. In general, there were no areas of abnormally high strains, deflections, or crack openings as result of the applied static loads. The results of the pre-repair static load test seem to be similar to the results one would expect from a normal undamaged bridge 138 during a static load test. Considering the relatively small strains recorded throughout the bridge during the load test and the accuracy with which these strains are measured, it is likely that there will be very little significant change in behavior from the pre-repair test to the post-repair test. In Shapiro?s study, all models typically exhibited very similar behavior, and the difference was small enough that deciphering between the types of behavior from static load test data alone would be nearly impossible. 139 CHAPTER 8 RECOMMENDATIONS The primary benefit to conducting a post-repair static load test would be to verify the predicted changes in Shapiro?s various bridge models. But, even if the post-repair data strongly agrees with Shapiro?s work, it does very little to provide insight into the effectiveness of the FRP retrofit. 8.1 POST-REPAIR LOAD TEST INSTRUMENTATION In the event that a post-repair load static load test is conducted, some channels will have to be opened in order to place strain gages on the FRP. Shapiro provided a good analysis that can be used to determine which strain gages should be abandoned and where new strain gages should be placed. To summarize, the top strain gage, gage F, should be abandoned at all locations, freeing up 8 data channels. These channels should then be used for strain gages placed directly on the FRP to determine the FRP strains. Shapiro suggested that gages should be placed on the FRP directly above gages S8_11_2M, S7_11_2M, S8_11_3M, and S7_11_3M. These 4 gages will give comparative strains between the FRP and the concrete below at the same location. The other 4 gages shall be placed on the FRP directly over the primary crack, one at each of the four girder ends that have been instrumented. All lanes and stop positions used for the pre-repair static load test should be repeated during the post-repair test. The stop positions close to the bent and the cracks are likely 140 to provide the most useful comparisons i.e., stop positions 3,4,5,6, and 7. These positions produced crack openings and tensile strains in the bottom of cross section 2, and therefore, could induce stresses into the FRP. This is likely to provide the best data on the development of forces in the FRP. 8.2 FURTHER RESEARCH If possible, additional research should be performed to better understand the effectiveness of the FRP repair. 8.2.1 REVIEW OF SWENSON?S ANALYSIS AND DESIGN Swenson?s FRP design was based on excessive bottom flange tensile forces caused by factored loads under a conservative simply supported analysis. These results were not seen in the test data nor were predicted by the finite element analysis conducted by Shapiro, both of which were service-load analysis. A review of Swenson?s FRP design should be completed in order to determine the variations between his analysis and the test data. A modification to the FRP design could be required. As noted previously, his design could be overly conservative. 8.2.2 PRE-REPAIR AND POST-REPAIR THERMAL TEST Results collected by instrumenting the bridge throughout the warming cycle of a full day will help to further understand the behavior of the bridge girders. If hinged at the cracks, cross section 1 will probably only show small positive moments, Cross Section 2 will have small negative moments, and COD?s will open. These data should be compared to a data collected just before daylight, before any thermal heating of the bridge can occur. This should be the point at which the bridge has cooled the most. This test should also 141 occur on a sunny day. This type of monitoring should also be done after the FRP repair. It may help to determine the force in the FRP caused by thermal effects. 8.2.3 FINITE ELEMENT ANALYSIS CONSIDERING THERMAL EFFECTS Shapiro (2007); did not address the effects that the temperature distribution causes within the bridge girders. A finite element analysis that included the temperature distribution throughout the beam and deck would provide very beneficial data on the distribution of stresses through the cross section, as well as providing forces in the FRP in the post- repair model. These models would better serve to show the effectiveness of the FRP repair. 8.2.4 LAB CONTROLLED TESTING Testing structures to failure provides very useful information. In a static load test of an in-service bridge, the test data only provide service level results. From that data, it is up to the engineer to predict the ultimate behaviors of the structure. In a load test to failure, the ultimate loads are determined directly. Laboratory controlled load testing of scaled bridge girders would provide valuable information on the strengthening effects of the FRP. An artificial crack can be made in the two span continuous test girders. An un- repaired girder can be tested to failure to create a baseline. Later a repaired girder should be tested to determine the effectiveness of the FRP repair. 142 REFERENCES ACI Committee 440. 2002. Guide for the design and construction of externally bonded FRP systems for strengthening concrete structures (ACI 440.2R-02). Farmington Hills, MI: American Concrete Institute (ACI). Alabama Department of Transportation (ALDOT) (1994a). ?Summary of Field Survey ? I565-45-11.5 A&B.? Montgomery, Alabama. ALDOT Maintenance Bureau ? Bridge Rating and Load Testing. Alabama Department of Transportation (ALDOT) (1994b). Interoffice Memorandum, May 3. Alabama Department of Transportation (ALDOT) (1994c). ?Summary of Investigation of I-565-45-11.5 A&B June 14&15 1994.? Montgomery, Alabama. Alabama Department of Transportation (ALDOT) (1994d). ?Cracks in Precast Prestressed Bulb Tee Girders on Structure No.?s I-565-45-11.5 A. & B. on I-565 in Huntsville, Alabama.? Montgomery, Alabama. Barnes, R.W. (2007). FRP strengthening of concrete bridges in Alabama. In Proceedings of the Polymer Composites Conference IV: Composite Applications and Fundamentals, Morgantown, WV, March 20-22, 2007. Constructed Facilities Center, West Virginia University (http://www.cemr.wvu.edu/cfc/conference/). Elbadry, M.M. and A. Ghali. 1989. ?Serviceability design of continuous prestressed concrete structures.? PCI Journal 34(1): 54-91. Freyermuth, C. 1969. ?Design of continuous highway bridges with precast, prestressed concrete girders.? PCI Journal 14(2): 14-39. Fyfe Co. 2004. Suggested construction specifications for installation of fiber reinforced polymer (FRP) composite material. San Diego: Fyfe Co. LLC. Obtained March 2004. Gao, N. 2003. Investigation of cracking in precast prestressed girders made continuous for live load. Master?s thesis, Auburn University. 143 Ma, Zhongguo, Xiaoming Huo, Maher K. Tadros, and Mantu Baishya. 1998. ?Restraint moments in precast/prestressed concrete continuous bridges.? PCI Journal 43(6): 40- 57. Mirmiran, Amir, Siddharth Kulkarni, Reid Castrodale, Richard Miller, and Makarand Hastak. 2001. ?Nonlinear continuity analysis of precast prestressed concrete girders with cast-in-place decks and diaphragms.? PCI Journal, September-October, P. 60- 80. National Oceanic and Atmospheric Administraion (NOAA), ?Huntsville, Alabama Climatology?, (http://www.srh.noaa.gov/hun/climate/hsvcli.php). Oesterle, R.G., J.D. Gilkins, and S.C. Larson. 1989. ?Design of precast prestressed bridge girders made continuous.? NCHRP Report 322. Washington: Transportation Research Board. Potgieter, I.C., and W.L. Gamble. 1989. ?Nonlinear temperature distributions in bridges at different locations in the United States.? PCI Journal July-August, p.80-103. Shapiro, K.A. 2007. Finite-element modeling of a damaged prestressed concrete bridge. Master?s thesis, Auburn University. Swenson, K.S. 2003a. Feasibility of externally bonded FRP reinforcement for repair of cracked prestressed concrete girders. Master?s thesis, Auburn University. Swenson, K.S. 2003b. Report on Repair of Huntsville I-565 Cracked PC Bulb-tee Girders. Report, Auburn University. 144 APPENDIX A BRIDGE LAYOUT The Figure A-1 below shows a plan view of the bridge providing the girder, span, and bent numbering and orientation. Figure A-1: Bridge Layout Girder Line No. N Bent 11 Bent 10 1 2 3 4 5 6 7 8 9 Span 11 Span 10 Bent 12 Area Being Inspected Continuity Diaphragm Girder End 145 APPENDIX B MEGADAC CHANNEL LAYOUT The table below provides the megadac channel used for each individual gage. Megadac Channel Instrumentation Device Units M egadac Channel Instrumentation Device Units 0 D7_11_1 in 36 S8_10_2C uE 1 D7_11_2 in 37 S8_10_2D uE 2 D7_11_3 in 38 S8_10_2E uE 3 D7_11_4 in 39 S8_10_2F uE 4 D8_11_1 in 40 S7_11_1A uE 5 D8_11_2 in 41 S7_11_1B uE 6 D8_11_3 in 42 S7_11_1C uE 7 D8_11_4 in 43 S7_11_1D uE 8 D7_10_1 in 44 S7_11_1E uE 9 D7_10_2 in 45 S7_11_1F uE 10 D8_10_1 in 46 S7_11_2A uE 11 D8_10_2 in 47 S7_11_2M uE 12 CO8_10 m m 48 S7_11_2C uE 13 CO8_11 m m 49 S7_11_2D uE 14 CO7_10 m m 50 S7_11_2E uE 15 CO7_11 m m 51 S7_11_2F uE 16 S7_10_1A uE 52 S8_11_1A uE 17 S7_10_1B uE 53 S8_11_1B uE 18 S7_10_1C uE 54 S8_11_1C uE 19 S7_10_1D uE 55 S8_11_1D uE 20 S7_10_1E uE 56 S8_11_1E uE 21 S7_10_1F uE 57 S8_11_1F uE 22 S7_10_2A uE 58 S8_11_2A uE 23 S7_10_2M uE 59 S8_11_2M uE 24 S7_10_2C uE 60 S8_11_2C uE 25 S7_10_2D uE 61 S8_11_2D uE 26 S7_10_2E uE 62 S8_11_2E uE 27 S7_10_2F uE 63 S8_11_2F uE 28 S8_10_1A uE 64 S7_11_3M uE 29 S8_10_1B uE 65 S7_11_4M uE 30 S8_10_1C uE 66 S7_11_5M uE 31 S8_10_1D uE 67 S7_11_6M uE 32 S8_10_1E uE 68 S8_11_3M uE 33 S8_10_1F uE 69 S8_11_4M uE 34 S8_10_2A uE 70 S8_11_5M uE 35 S8_10_2M uE 71 S8_11_6M uE 146 APPENDIX C TEST RESULTS Appendix C contains test data for each of the 72 channels from each of the nine stopping points on all three load test lanes. The different types of data included for each loading position are the following: deflections, crack opening gages, and strain gage readings. Precise Locations for strain gages are included. Code for Gage Name Ex: D7_10_2 - Deflectometer, Girder 7, Span 10, Deflectometer #2 CO8_10_W - Crack Opening Device, Girder 8, Span 10, West Face S7_10_1A - Strain Gage, Girder 7, Span 10, Cross Section 1, Gage Location A 147 C.1 LANE A ? DEFLOCTOMETER AND CRACK OPENING DEVICE Table C-1: Lane A - Crack Openings and Deflections Gage Height of gage from bottom of girder Distance along girder from center of continuity diaphragm to gage. (in. ) (-) Span 10 (+) Span 11 Units A1 A2 A3 A4 A5 A6 A7 A8 A9 D7_10_2 n/a -608.0000 in -0.31 -0.18 -0.10 -0.05 -0.02 0.01 0.02 0.05 0.05 D7_10_1 n/a -308.0000 in -0.20 -0.17 -0.10 -0.05 -0.02 0.01 0.02 0.04 0.05 D7_11_1 n/a 158.0000 in 0.03 0.02 0.00 -0.01 -0.02 -0.04 -0.06 -0.10 -0.09 D7_11_2 n/a 308.0000 in 0.05 0.04 0.01 -0.01 -0.03 -0.06 -0.10 -0.18 -0.20 D7_11_3 n/a 458.0000 in 0.06 0.04 0.02 -0.01 -0.03 -0.06 -0.10 -0.20 -0.27 D7_11_4 n/a 608.0000 in 0.06 0.04 0.02 -0.01 -0.02 -0.06 -0.09 -0.20 -0.30 D8_10_2 n/a -608.0000 in -0.24 -0.14 -0.08 -0.04 -0.01 0.01 0.02 0.05 0.05 D8_10_1 n/a -308.0000 in -0.16 -0.12 -0.07 -0.04 -0.02 0.01 0.02 0.04 0.04 D8_11_1 n/a 158.0000 in 0.03 0.02 0.01 -0.01 -0.01 -0.03 -0.05 -0.07 -0.08 D8_11_2 n/a 308.0000 in 0.05 0.03 0.01 -0.01 -0.02 -0.04 -0.07 -0.13 -0.15 D8_11_3 n/a 458.0000 in 0.05 0.04 0.02 0.00 -0.02 -0.05 -0.08 -0.16 -0.21 D8_11_4 n/a 608.0000 in 0.05 0.04 0.02 0.00 -0.02 -0.05 -0.07 -0.16 -0.23 CO8_10_W 13.5000 -40.0000 mm -0.0090 -0.0069 -0.0048 -0.0025 -0.0012 -0.0034 -0.0054 -0.0083 -0.0088 CO8_11_E 13.5000 56.0000 mm -0.0073 -0.0062 -0.0032 -0.0026 -0.0017 0.0025 0.0042 -0.0036 -0.0066 CO7_10_E 13.5000 -49.5000 mm -0.0171 -0.0029 0.0073 0.0206 0.0142 -0.0048 -0.0104 -0.0186 -0.0198 CO7_11_E 13.5000 47.7500 mm -0.0215 -0.0196 -0.0098 -0.0078 -0.0057 0.0118 0.0190 -0.0095 -0.0212 C r a c k G a g e s D e f l e c t o m e t e r s G i r d e r 7 G i r d e r 8 14 7 148 Table C-2: Lane A - Span 10 Strain Readings Gage Height of gage from bottom of girder Distance along girder from center of continuity diaphragm to gage. (in. ) (-) Span 10 (+) Span 11 Units A1 A2 A3 A4 A5 A6 A7 A8 A9 S7_10_1A 13.5000 -12.7500 uE 4.9843 3.4347 2.7407 -0.4084 0.8114 2.6502 0.5266 -1.5684 -2.5854 S7_10_1B 3.0000 -12.7500 uE -39.0944 -30.4320 -20.3372 -14.0080 -9.7720 -12.6455 -16.3540 -25.5549 -22.3818 S7_10_1C 3.0000 -12.7500 uE -116.8714 -101.3267 -77.2401 -57.3592 -35.0672 -43.7219 -62.7182 -95.5035 -93.2445 S7_10_1D 13.5000 -12.7500 uE -8.4817 -3.5126 -2.2123 -1.4889 -0.6421 -3.0833 -7.1570 -14.5419 -15.5246 S7_10_1E 28.5000 -12.7500 uE 1.6266 3.0024 2.7490 2.9310 3.7565 -0.0612 -0.9021 -3.3502 -4.2042 S7_10_1F 43.5000 -12.7500 uE -1.2573 -3.5065 -3.4044 -4.9561 -0.6783 0.8259 -1.2846 -3.5118 -4.3240 S7_10_2A 13.5000 -75.2500 uE -14.3988 -1.0030 5.3412 10.8497 5.8774 -4.6490 -8.2476 -16.5715 -17.3437 S7_10_2M 0.0000 -75.2500 uE -16.8116 -2.1196 4.3744 9.2114 5.1582 -5.6375 -9.4058 -18.6069 -19.5275 S7_10_2C 3.0000 -75.2500 uE -21.4339 0.8687 10.1598 19.8167 10.9589 -7.6406 -13.7214 -25.5108 -26.0196 S7_10_2D 13.5000 -75.2500 uE -22.6881 -3.0031 6.1901 12.4669 6.3936 -8.5163 -14.7462 -26.9541 -27.5291 S7_10_2E 28.5000 -75.2500 uE -12.0649 -2.6820 0.8598 6.6523 5.3762 -2.7175 -5.4643 -11.0108 -11.7386 S7_10_2F 43.5000 -75.2500 uE -10.0873 -10.5701 -15.4753 -5.7939 4.0837 0.1641 -0.0916 -0.9451 -1.1958 S8_10_1A 13.5000 -12.7500 uE -2.6124 0.4761 1.8793 2.2547 3.7186 -0.2662 -3.7641 -10.4653 -12.8095 S8_10_1B 3.0000 -12.7500 uE -33.1483 -25.2387 -15.5319 -8.2518 -3.1151 -4.4770 -8.0483 -13.3715 -13.9144 S8_10_1C 3.0000 -12.7500 uE -15.5922 -8.5928 -6.9221 -5.6179 -4.0212 -9.2453 -13.7393 -22.3433 -22.1585 S8_10_1D 13.5000 -12.7500 uE -0.4263 2.9033 2.8101 3.3362 3.0783 -1.9568 -6.2416 -13.7122 -15.9132 S8_10_1E 28.5000 -12.7500 uE 1.4499 2.3778 1.8440 2.0887 1.9212 -0.4310 -1.3336 -3.0415 -3.4533 S8_10_1F 43.5000 -12.7500 uE -2.4900 -3.3758 -3.3980 -3.3284 -1.5306 -1.2951 -1.6351 -1.9448 -1.7661 S8_10_2A 13.5000 -75.2500 uE -16.7536 -4.5271 -0.1278 6.1886 4.1352 -4.7023 -8.9141 -16.4733 -17.8654 S8_10_2M 0.0000 -75.2500 uE -18.1225 -2.1472 3.1636 10.6073 6.2816 -5.7411 -10.7642 -19.8003 -21.2693 S8_10_2C 3.0000 -75.2500 uE -12.9164 -1.9856 0.3660 2.5071 -0.1576 -6.1797 -10.4247 -18.5910 -20.0255 S8_10_2D 13.5000 -75.2500 uE -13.7226 -4.8223 -0.2021 2.8251 1.0618 -5.6310 -8.5169 -16.2295 -17.4682 S8_10_2E 28.5000 -75.2500 uE -8.9652 -3.8164 -1.3523 -0.1500 -0.1574 -2.1392 -4.3479 -7.9400 -8.7525 S8_10_2F 43.5000 -75.2500 uE -5.8042 -5.8689 -7.5686 -3.8890 0.2361 -0.1195 0.0705 0.0917 -0.2684 S p a n 1 0 G i r d e r 7 C r o s s S e c t i o n 1 G i r d e r 7 C r o s s S e c t i o n 2 G i r d e r 8 C r o s s S e c t i o n 1 G i r d e r 8 C r o s s S e c t i o n 2 14 8 149 Table C-3: Lane A - Span 11 Strain Readings Gage Height of gage from bottom of girder Distance along girder from center of continuity diaphragm to gage. (in. ) (-) Span 10 (+) Span 11 Units A1 A2 A3 A4 A5 A6 A7 A8 A9 S7_11_1A 13.5000 12.7500 uE -23.9418 -15.8761 -6.1497 -0.3642 5.3665 7.0120 0.9595 -4.9021 -6.8725 S7_11_1B 3.0000 12.7500 uE -23.0480 -20.4601 -13.7260 -10.6766 -6.3767 -5.8085 -10.1604 -21.5772 -20.5493 S7_11_1C 3.0000 12.7500 uE -27.5931 -21.9610 -13.7860 -9.2506 -5.1127 -3.6532 -8.9897 -21.5981 -22.2165 S7_11_1D 13.5000 12.7500 uE -26.9661 -20.0136 -8.1851 -2.9835 3.6958 11.2122 6.7736 -4.3162 -9.7948 S7_11_1E 28.5000 12.7500 uE -7.4486 -4.4002 -1.9159 -0.0099 2.1422 2.8512 -0.4431 -0.4719 -0.3684 S7_11_1F 43.5000 12.7500 uE -3.3752 -2.6150 -1.2379 -0.8788 -0.2556 4.3124 2.5973 -0.0127 -1.7746 S7_11_2A 13.5000 75.2500 uE -19.4885 -15.8906 -6.4672 -3.9048 -1.5648 5.3246 5.3360 -7.8120 -15.2713 S7_11_2M 0.0000 75.2500 uE -27.8494 -23.1975 -8.4461 -5.7075 -2.9573 10.7778 17.3296 -10.4205 -25.3368 S7_11_2C 3.0000 75.2500 uE -28.3124 -22.9996 -9.9553 -5.7838 -2.9154 7.7672 11.9553 -10.9627 -24.8826 S7_11_2D 13.5000 75.2500 uE -19.0560 -14.9589 -6.4797 -4.1931 -1.4363 5.0222 4.7808 -8.1143 -15.1121 S7_11_2E 28.5000 75.2500 uE -11.0932 -8.5037 -2.7857 -2.8041 -1.1909 2.7718 -0.6401 -7.7045 -9.9851 S7_11_2F 43.5000 78.7500 uE -0.7239 -0.1319 2.0984 -2.1342 -1.5048 2.4147 -4.3664 -8.3242 -3.5147 S8_11_1A 13.5000 12.7500 uE -58.9849 -45.5072 -23.4565 -15.2023 -5.7288 9.3387 5.6437 -20.5342 -35.0713 S8_11_1B 3.0000 12.7500 uE -12.2811 -9.5198 -8.1538 -7.3800 -4.9868 -8.7091 -16.7725 -27.4058 -25.8972 S8_11_1C 3.0000 12.7500 uE -23.4973 -18.4807 -10.9936 -6.6268 -2.8395 -0.2760 -1.0419 -7.5288 -11.8348 S8_11_1D 13.5000 12.7500 uE -24.7813 -16.3427 -9.0971 -3.4697 1.3223 1.6023 -2.2116 -6.4856 -7.7852 S8_11_1E 28.5000 12.7500 uE -28.2540 -21.8186 -13.5875 -10.5268 -6.4889 -2.7159 -3.2962 -9.8605 -14.8971 S8_11_1F 43.5000 12.7500 uE -1.2415 -0.3251 -0.1732 -0.1399 0.3408 -0.1456 -1.4220 -0.3502 0.0026 S8_11_2A 13.5000 75.2500 uE -16.2786 -13.5129 -5.2393 -4.0344 -1.4763 3.5759 2.5635 -6.9928 -11.0810 S8_11_2M 0.0000 75.2500 uE -26.5449 -21.9547 -8.9070 -4.1713 -1.0152 10.7553 19.8325 -1.5242 -14.1051 S8_11_2C 3.0000 75.2500 uE -43.1171 -33.9156 -18.1819 -10.6450 -5.0581 4.1092 6.3237 -8.9753 -27.7112 S8_11_2D 13.5000 75.2500 uE -21.9470 -16.5425 -7.9321 -4.7672 -2.7185 2.5939 2.8188 -9.1611 -17.2671 S8_11_2E 28.5000 75.2500 uE -8.0906 -6.6834 -3.0830 -3.3406 -3.1497 -2.2371 -9.2742 -14.8022 -12.3412 S8_11_2F 43.5000 78.7500 uE -1.1999 -0.5465 1.8272 -2.0149 -1.9166 2.8640 -1.4904 -9.8201 -6.9476 S7_11_3M 0.0000 104.0000 uE -27.0171 -22.2648 -7.8451 -1.6941 -0.2818 12.7414 24.6390 0.4345 -17.9353 S7_11_4M 0.0000 272.0000 uE -23.5571 -19.2575 -7.9442 2.2546 11.3500 27.3558 36.1573 75.0379 24.6588 S7_11_5M 0.0000 440.0000 uE -17.6504 -14.3760 -6.8346 -0.1706 6.0546 18.7851 31.4550 66.5416 71.3442 S7_11_6M 0.0000 608.0000 uE -11.0135 -8.4998 -3.5258 -0.5281 4.4680 12.4791 20.9725 52.9416 110.0126 S8_11_3M 0.0000 104.0000 uE -25.1065 -19.3861 -7.6137 -2.4107 -0.3082 8.2149 16.1856 -0.1965 -13.3960 S8_11_4M 0.0000 272.0000 uE -19.1706 -14.9728 -6.7144 0.4644 7.5206 18.6787 24.0057 48.2336 18.3301 S8_11_5M 0.0000 440.0000 uE -14.1101 -10.8887 -4.8324 0.7840 5.2920 13.8228 23.3760 48.4411 53.9191 S8_11_6M 0.0000 608.0000 uE -6.4927 -4.8592 0.7744 10.9479 8.8952 7.4938 17.3767 39.2256 73.9049 S p a n 1 1 G i r d e r 7 C r o s s S e c t i o n 1 G i r d e r 7 C r o s s S e c t i o n 2 G i r d e r 8 C r o s s S e c t i o n 1 G i r d e r 8 C r o s s S e c t i o n 2 G i r d e r 7 M i d s p a n G a g e s G i r d e r 8 M i d s p a n G a g e s 14 9 150 C.2 LANE B ? DEFLOCTOMETER AND CRACK OPENING DEVICE Table C-4: Lane B - Crack Openings and Deflections Gage Height of gage from bottom of girder Distance along girder from center of continuity diaphragm to gage. (in. ) (-) Span 10 (+) Span 11 Units B1 B2 B3 B4 B5 B6 B7 B8 B9 D7_10_2 n/a -608.00 in -0.31 -0.18 -0.10 -0.05 -0.02 0.01 0.03 0.05 0.05 D7_10_1 n/a -308.00 in -0.20 -0.17 -0.10 -0.05 -0.02 0.01 0.02 0.04 0.05 D7_11_1 n/a 158.00 in 0.03 0.02 0.00 -0.01 -0.02 -0.04 -0.06 -0.10 -0.09 D7_11_2 n/a 308.00 in 0.05 0.04 0.01 -0.01 -0.03 -0.06 -0.10 -0.18 -0.20 D7_11_3 n/a 458.00 in 0.06 0.05 0.02 -0.01 -0.03 -0.06 -0.10 -0.20 -0.26 D7_11_4 n/a 608.00 in 0.07 0.05 0.02 -0.01 -0.02 -0.06 -0.09 -0.20 -0.30 D8_10_2 n/a -608.00 in -0.29 -0.17 -0.09 -0.04 -0.01 0.02 0.03 0.05 0.06 D8_10_1 n/a -308.00 in -0.19 -0.15 -0.09 -0.05 -0.02 0.01 0.02 0.04 0.05 D8_11_1 n/a 158.00 in 0.04 0.03 0.01 -0.01 -0.02 -0.04 -0.06 -0.09 -0.09 D8_11_2 n/a 308.00 in 0.05 0.04 0.02 -0.01 -0.02 -0.06 -0.09 -0.16 -0.18 D8_11_3 n/a 458.00 in 0.06 0.05 0.02 -0.01 -0.02 -0.06 -0.10 -0.20 -0.26 D8_11_4 n/a 608.00 in 0.06 0.05 0.02 0.00 -0.02 -0.06 -0.09 -0.19 -0.29 CO8_10 13.5 -40.00 mm -0.01045 -0.00869 -0.00660 -0.00298 -0.00070 -0.00455 -0.00711 -0.00997 -0.01012 CO8_11 13.5 56.00 mm -0.00905 -0.00816 -0.00485 -0.00333 -0.00216 0.00324 0.00676 -0.00322 -0.00784 CO7_10 13.5 -49.50 mm -0.01574 -0.00203 0.00836 0.02090 0.01300 -0.00591 -0.01148 -0.01929 -0.02032 CO7_11 13.5 47.75 mm -0.02223 -0.02064 -0.01152 -0.00872 -0.00615 0.01336 0.02116 -0.00731 -0.01988 G i r d e r 8 G i r d e r 7 D e f l e c t o m e t e r s C r a c k G a g e s 15 0 151 Table C-5: Lane B - Span 10 Strain Readings Gage Height of gage from bottom of girder Distance along girder from center of continuity diaphragm to gage. (in. ) (-) Span 10 (+) Span 11 Units B1 B2 B3 B4 B5 B6 B7 B8 B9 S7_10_1A 13.5 -12.75 uE 4.73884 3.15855 1.99719 -0.57650 1.21906 2.50252 0.90169 -1.36402 -2.34043 S7_10_1B 3.0 -12.75 uE -29.95710 -22.44776 -15.57180 -11.26512 -7.73270 -12.18828 -16.32936 -26.47693 -23.37092 S7_10_1C 3.0 -12.75 uE -125.53237 -114.57467 -87.68483 -63.19863 -35.24546 -41.29227 -62.01271 -92.14485 -89.89649 S7_10_1D 13.5 -12.75 uE -8.14186 -3.48937 -1.79790 -1.58957 -0.35126 -2.83896 -7.32938 -14.64309 -15.55417 S7_10_1E 28.5 -12.75 uE 1.21091 2.55735 2.60808 2.73092 3.54285 -0.06363 -0.94347 -3.41642 -4.20205 S7_10_1F 43.5 -12.75 uE -1.11810 -4.49371 -3.99360 -5.83068 -1.13881 -0.15775 -1.25790 -3.69847 -4.47861 S7_10_2A 13.5 -75.25 uE -13.56810 -0.55957 5.43696 10.24500 5.86625 -4.46109 -8.72367 -16.30673 -17.11350 S7_10_2M 0.0 -75.25 uE -15.10739 -0.84332 5.71163 10.90070 5.58108 -5.56552 -10.45258 -18.83444 -20.06098 S7_10_2C 3.0 -75.25 uE -20.59917 0.64586 10.85512 20.80673 10.20283 -8.13596 -14.22294 -25.72875 -26.18871 S7_10_2D 13.5 -75.25 uE -22.94320 -1.98953 7.93499 16.20393 7.75275 -8.65960 -15.46495 -27.23832 -27.77035 S7_10_2E 28.5 -75.25 uE -12.05180 -2.90345 0.73069 7.00372 5.08684 -2.84595 -5.77889 -11.18899 -11.87166 S7_10_2F 43.5 -75.25 uE -9.74196 -11.47806 -15.83638 -6.27893 2.98796 -0.08351 -0.27327 -0.89803 -1.52889 S8_10_1A 13.5 -12.75 uE -3.16323 1.59722 3.01317 3.97576 4.64029 -0.61982 -5.68770 -15.05359 -17.35372 S8_10_1B 3.0 -12.75 uE -35.05248 -27.52154 -16.33933 -8.46037 -3.26328 -6.59638 -12.59924 -21.92099 -21.62221 S8_10_1C 3.0 -12.75 uE -26.32063 -18.61647 -14.73247 -10.58283 -6.38511 -12.36359 -19.31322 -28.93679 -26.46183 S8_10_1D 13.5 -12.75 uE -2.49972 1.95063 2.26059 3.27606 4.50240 -2.51768 -8.42734 -17.70944 -19.58168 S8_10_1E 28.5 -12.75 uE 0.88629 2.32916 1.92824 1.97485 2.36933 -0.63839 -1.91209 -4.01177 -4.48614 S8_10_1F 43.5 -12.75 uE -3.35929 -4.83162 -4.43382 -5.09977 -1.74354 -1.63948 -2.37450 -2.77054 -2.69789 S8_10_2A 13.5 -75.25 uE -21.63048 -7.33556 -0.18758 7.24782 4.61096 -6.91905 -12.65980 -22.34816 -22.88725 S8_10_2M 0.0 -75.25 uE -23.01622 -2.55088 5.66936 15.87022 9.11556 -8.60684 -15.39269 -26.90779 -27.66193 S8_10_2C 3.0 -75.25 uE -18.96778 -2.79563 3.37582 10.54597 5.31310 -8.76778 -14.75627 -25.25347 -25.55021 S8_10_2D 13.5 -75.25 uE -18.69934 -4.47540 0.34695 6.62976 3.30826 -7.76580 -13.19616 -21.37993 -23.03765 S8_10_2E 28.5 -75.25 uE -12.03642 -4.76302 -2.42257 2.33621 2.50294 -3.58744 -6.39356 -11.26265 -11.54974 S8_10_2F 43.5 -75.25 uE -7.22470 -7.40020 -10.24284 -4.51264 1.29904 -0.24626 -0.24882 -0.44463 -0.42501 S p a n 1 0 G i r d e r 7 C r o s s S e c t i o n 1 G i r d e r 7 C r o s s S e c t i o n 2 G i r d e r 8 C r o s s S e c t i o n 1 G i r d e r 8 C r o s s S e c t i o n 2 15 1 152 Table C-6: Lane B - Span 11 Strain Readings Gage Height of gage from bottom of girder Distan ce along girder from center of continuity diaphragm to gage. (in. ) (-) Span 10 (+) Span 11 Units B1 B2 B3 B4 B5 B6 B7 B8 B9 S7_11_1A 13.5 12.75 uE -23.94999 -16.59946 -6.86516 -0.75580 5.45231 6.87722 1.89187 -4.07378 -5.89591 S7_11_1B 3.0 12.75 uE -24.02777 -21.85675 -13.41485 -9.48506 -5.61960 -2.99698 -5.80659 -14.96727 -15.37691 S7_11_1C 3.0 12.75 uE -25.26100 -21.38462 -14.49981 -10.98195 -5.26459 -5.68162 -12.59072 -28.19418 -28.37718 S7_11_1D 13.5 12.75 uE -26.07387 -21.05766 -8.75485 -4.21424 3.06230 11.21314 6.09531 -5.95430 -10.85507 S7_11_1E 28.5 12.75 uE -6.40895 -3.19529 -2.32428 0.08346 2.54160 3.34114 -0.84611 -0.64890 -0.42476 S7_11_1F 43.5 12.75 uE -1.37963 -1.08413 -0.53156 -0.48744 -0.53614 4.57273 2.14498 -0.94547 -2.23463 S7_11_2A 13.5 75.25 uE -18.22262 -14.88212 -6.27096 -4.33116 -1.70228 5.16037 4.77017 -8.04243 -15.69933 S7_11_2M 0.0 75.25 uE -27.30458 -22.54369 -7.72767 -5.73893 -2.66369 11.68897 18.78223 -9.92381 -25.23995 S7_11_2C 3.0 75.25 uE -28.53271 -24.13252 -9.10934 -5.79685 -3.10162 9.74566 15.38875 -12.04210 -26.03141 S7_11_2D 13.5 75.25 uE -19.16548 -15.89424 -6.89104 -4.30471 -1.35690 5.90799 5.79239 -7.64146 -14.37129 S7_11_2E 28.5 75.25 uE -11.59771 -9.61379 -3.40180 -3.02263 -1.38044 3.14903 -0.40789 -7.28672 -9.80806 S7_11_2F 43.5 78.75 uE -0.65481 -0.22749 1.99874 -2.17148 -1.08959 3.23340 -3.56064 -7.61240 -2.65293 S8_11_1A 13.5 12.75 uE -74.53848 -60.88771 -32.53346 -21.17903 -7.92896 12.92207 10.47367 -25.24107 -44.77430 S8_11_1B 3.0 12.75 uE -17.44027 -14.28933 -10.62280 -8.43817 -5.35186 -8.90731 -17.12125 -29.56701 -27.78905 S8_11_1C 3.0 12.75 uE -27.21497 -24.07642 -16.68478 -12.38313 -6.19583 -3.23686 -8.84624 -19.48427 -22.56137 S8_11_1D 13.5 12.75 uE -30.66575 -21.75115 -12.66655 -5.54937 1.69870 1.70325 -6.15103 -11.34141 -11.73087 S8_11_1E 28.5 12.75 uE -36.68933 -31.19714 -20.57159 -15.47999 -9.13559 -0.19729 -2.90664 -13.74623 -19.73568 S8_11_1F 43.5 12.75 uE -1.94403 -1.69336 -1.84887 -1.06126 -0.38040 -1.17702 -2.72522 -1.47874 -0.31459 S8_11_2A 13.5 75.25 uE -20.74888 -17.01400 -8.97810 -6.54784 -3.62967 2.60433 0.74742 -11.96321 -17.03510 S8_11_2M 0.0 75.25 uE -32.98862 -27.03987 -11.61670 -5.92825 -1.41426 16.03009 27.31685 -1.71935 -21.24252 S8_11_2C 3.0 75.25 uE -54.26077 -46.41196 -20.93592 -12.63901 -6.81417 16.07947 28.28114 -14.27968 -39.51960 S8_11_2D 13.5 75.25 uE -27.90203 -23.77018 -11.71518 -7.59307 -3.49283 5.43904 6.10945 -12.88329 -23.09472 S8_11_2E 28.5 75.25 uE -12.42695 -9.90023 -5.74995 -7.67933 -5.07748 -2.95280 -10.95233 -20.01542 -15.64401 S8_11_2F 43.5 78.75 uE -1.67292 -1.42891 1.38642 -3.57487 -2.37373 2.43085 -4.36542 -12.87890 -8.74216 S7_11_3M 0.0 104.00 uE -27.25916 -23.03928 -8.53143 -2.53866 -0.60665 13.51531 26.13093 0.61825 -18.36035 S7_11_4M 0.0 272.00 uE -23.97592 -19.71576 -8.47171 1.37732 10.92597 26.74238 35.84611 75.74025 24.89571 S7_11_5M 0.0 440.00 uE -17.75327 -14.53890 -6.55171 0.10726 6.17016 18.50007 30.78472 65.95888 70.66198 S7_11_6M 0.0 608.00 uE -14.29286 -10.42302 -5.46733 1.49433 5.36858 13.20314 22.91262 53.94313 111.92794 S8_11_3M 0.0 104.00 uE -31.26225 -25.78396 -10.30547 -3.12549 -0.44138 12.11927 23.08816 -0.34913 -18.78734 S8_11_4M 0.0 272.00 uE -23.39548 -19.04599 -8.05996 2.05285 10.71705 25.16205 32.79541 67.78644 22.01850 S8_11_5M 0.0 440.00 uE -17.09127 -13.22619 -5.76070 0.86880 6.82993 18.21786 29.85147 63.21705 67.72608 S8_11_6M 0.0 608.00 uE -3.57060 4.23788 4.25825 5.19933 11.98486 18.22713 24.73407 52.90679 100.55288 S p a n 1 1 G i r d e r 7 C r o s s S e c t i o n 1 G i r d e r 7 C r o s s S e c t i o n 2 G i r d e r 8 C r o s s S e c t i o n 1 G i r d e r 8 C r o s s S e c t i o n 2 G i r d e r 7 M i d s p a n G a g e s G i r d e r 8 M i d s p a n G a g e s 15 2 153 C.3 LANE B ? DEFLOCTOMETER AND CRACK OPENING DEVICE Table C-7: Lane C - Crack Openings and Deflections Gage Height of gage from bottom of girder Distance along girder from center of continuity diaphragm to gage. (in. ) (-) Span 10 (+) Span 11 Units C1 C2 C3 C4 C5 C6 C7 C8 C9 D7_10_2 n/a -608.0000 in -0.28 -0.17 -0.09 -0.05 -0.02 0.01 0.02 0.05 0.05 D7_10_1 n/a -308.0000 in -0.19 -0.15 -0.09 -0.05 -0.02 0.01 0.02 0.04 0.05 D7_11_1 n/a 158.0000 in 0.03 0.02 0.00 -0.01 -0.02 -0.04 -0.06 -0.09 -0.09 D7_11_2 n/a 308.0000 in 0.05 0.04 0.01 -0.01 -0.02 -0.06 -0.08 -0.16 -0.18 D7_11_3 n/a 458.0000 in 0.06 0.05 0.02 0.00 -0.02 -0.06 -0.09 -0.18 -0.24 D7_11_4 n/a 608.0000 in 0.06 0.04 0.02 0.00 -0.02 -0.05 -0.08 -0.18 -0.27 D8_10_2 n/a -608.0000 in -0.33 -0.19 -0.10 -0.05 -0.02 0.02 0.03 0.06 0.06 D8_10_1 n/a -308.0000 in -0.21 -0.17 -0.10 -0.06 -0.02 0.01 0.02 0.05 0.05 D8_11_1 n/a 158.0000 in 0.04 0.03 0.01 -0.01 -0.02 -0.04 -0.07 -0.11 -0.10 D8_11_2 n/a 308.0000 in 0.06 0.05 0.02 -0.01 -0.03 -0.06 -0.10 -0.18 -0.21 D8_11_3 n/a 458.0000 in 0.07 0.05 0.02 -0.01 -0.03 -0.07 -0.11 -0.22 -0.29 D8_11_4 n/a 608.0000 in 0.07 0.05 0.02 0.00 -0.02 -0.06 -0.10 -0.21 -0.32 CO8_10 13.5000 -40.0000 mm -0.01131 -0.00979 -0.00757 -0.00371 -0.00120 -0.00502 -0.00776 -0.01083 -0.01100 CO8_11 13.5000 56.0000 mm -0.01017 -0.00936 -0.00563 -0.00438 -0.00283 0.00471 0.00989 -0.00294 -0.00807 CO7_10 13.5000 -49.5000 mm -0.01122 0.00087 0.00883 0.01942 0.01212 -0.00491 -0.00999 -0.01778 -0.01885 CO7_11 13.5000 47.7500 mm -0.02044 -0.01883 -0.01069 -0.00829 -0.00563 0.01249 0.02046 -0.00428 -0.01608 C r a c k G a g e s D e f l e c t o m e t e r s G i r d e r 7 G i r d e r 8 15 3 154 Table C-8: Lane C - Span 10 Strain Readings Gage Height of gage from bottom of girder Distance along girder from center of continuity diaphragm to gage. (in. ) (-) Span 10 (+) Span 11 Units C1 C2 C3 C4 C5 C6 C7 C8 C9 S7_10_1A 13.5000 -12.7500 uE 4.17762 2.40480 1.23548 -0.77169 0.48606 2.09631 0.83426 -1.12874 -1.97594 S7_10_1B 3.0000 -12.7500 uE -16.20372 -11.46988 -8.88851 -6.52808 -4.81580 -9.57753 -12.92791 -22.54520 -21.20001 S7_10_1C 3.0000 -12.7500 uE -118.79855 -106.59231 -78.83410 -54.18692 -27.91610 -30.78178 -48.06756 -76.08097 -76.24788 S7_10_1D 13.5000 -12.7500 uE -6.88776 -2.81594 -1.56298 -1.29320 -0.47877 -2.79874 -6.56994 -13.22132 -14.17311 S7_10_1E 28.5000 -12.7500 uE 0.70878 2.15252 2.01328 2.28992 2.68531 -0.15900 -1.12681 -3.29999 -4.08548 S7_10_1F 43.5000 -12.7500 uE -1.03190 -3.65011 -3.85012 -5.27278 -1.81838 -0.11225 -1.21232 -3.25157 -3.97374 S7_10_2A 13.5000 -75.2500 uE -10.64860 -1.68239 4.56232 9.22245 5.54708 -4.88667 -7.91473 -13.94431 -15.71783 S7_10_2M 0.0000 -75.2500 uE -13.55037 -2.17806 5.03404 9.47643 5.38243 -5.65950 -8.99436 -17.91157 -17.69952 S7_10_2C 3.0000 -75.2500 uE -16.45877 0.26878 9.66964 18.78453 9.25743 -7.07626 -12.23687 -22.62698 -23.45949 S7_10_2D 13.5000 -75.2500 uE -20.38643 -3.47429 7.34709 13.86597 5.99198 -7.98231 -13.93487 -25.12397 -25.65666 S7_10_2E 28.5000 -75.2500 uE -9.79810 -2.58572 1.06916 6.13481 4.58378 -2.27948 -4.76418 -9.52782 -10.18285 S7_10_2F 43.5000 -75.2500 uE -7.87559 -9.41637 -13.79453 -6.56961 3.16945 -0.14227 -0.19318 -0.64390 -0.81337 S8_10_1A 13.5000 -12.7500 uE -2.32437 2.20961 3.35355 4.33761 6.01137 -0.99056 -7.42529 -19.07939 -21.15016 S8_10_1B 3.0000 -12.7500 uE -28.77619 -23.44978 -14.93698 -7.32930 -1.86023 -7.39586 -15.67964 -29.02105 -28.79486 S8_10_1C 3.0000 -12.7500 uE -41.14145 -28.22616 -19.19726 -12.20731 -6.90454 -12.32970 -18.98806 -29.17240 -26.64271 S8_10_1D 13.5000 -12.7500 uE -4.97185 -0.00772 1.62936 3.50387 4.90227 -3.15005 -9.41331 -19.99727 -22.00844 S8_10_1E 28.5000 -12.7500 uE 0.75754 2.72490 2.52570 2.72862 3.32100 -0.69709 -2.08584 -4.70896 -5.16239 S8_10_1F 43.5000 -12.7500 uE -3.35483 -5.18107 -5.09397 -5.62330 -1.40056 -2.45857 -3.02733 -3.85101 -3.62155 S8_10_2A 13.5000 -75.2500 uE -24.44423 -8.48234 -0.24792 8.87390 5.68208 -7.81783 -14.57625 -26.11615 -26.33888 S8_10_2M 0.0000 -75.2500 uE -25.33597 -2.33875 7.12207 19.12997 10.75484 -9.61981 -17.50459 -31.44443 -31.69394 S8_10_2C 3.0000 -75.2500 uE -24.37669 -4.79902 4.18249 10.86276 5.45518 -9.67599 -16.61334 -28.86490 -29.03530 S8_10_2D 13.5000 -75.2500 uE -22.67112 -8.06574 -0.30481 7.38037 3.83842 -7.81938 -14.26916 -24.02532 -25.09692 S8_10_2E 28.5000 -75.2500 uE -14.42423 -6.75758 -2.83547 1.82142 2.01918 -4.35563 -7.78737 -13.40830 -13.56271 S8_10_2F 43.5000 -75.2500 uE -7.67724 -7.94089 -11.61979 -5.05455 2.11593 -0.51610 -0.56963 -0.80282 -0.89479 S p a n 1 0 G i r d e r 7 C r o s s S e c t i o n 1 G i r d e r 7 C r o s s S e c t i o n 2 G i r d e r 8 C r o s s S e c t i o n 1 G i r d e r 8 C r o s s S e c t i o n 2 15 4 155 Table C-9: Lane C - Span 11 Strain Readings Gage Height of gage from bottom of girder Distance along girder from center of continuity diaphragm to gage. (in. ) (-) Span 10 (+) Span 11 Units C1 C2 C3 C4 C5 C6 C7 C8 C9 S7_11_1A 13.5000 12.7500 uE -21.24299 -14.27831 -5.91950 -0.90802 4.62569 6.59096 1.44191 -1.88801 -3.71048 S7_11_1B 3.0000 12.7500 uE -22.16517 -18.97446 -11.11600 -7.34494 -3.28888 -0.30279 -2.56907 -6.52558 -7.85964 S7_11_1C 3.0000 12.7500 uE -18.43363 -15.28890 -10.86773 -7.75817 -4.45210 -4.77382 -11.55824 -29.53275 -29.09566 S7_11_1D 13.5000 12.7500 uE -23.79422 -18.19524 -7.31690 -3.64681 2.67261 7.37748 4.18439 -6.60308 -11.19743 S7_11_1E 28.5000 12.7500 uE -5.92954 -3.92173 -2.48241 -0.26101 1.34538 2.18437 -0.96517 -0.89144 0.13173 S7_11_1F 43.5000 12.7500 uE -1.68603 -1.11601 -0.56341 -0.24830 -0.72365 2.87564 1.35691 -1.68270 -2.99144 S7_11_2A 13.5000 75.2500 uE -15.28989 -12.94937 -6.00356 -4.68185 -1.63036 4.39540 4.22793 -7.13157 -13.19600 S7_11_2M 0.0000 75.2500 uE -23.76048 -20.07496 -8.99016 -5.62308 -3.33794 10.17400 16.97229 -7.96945 -21.43248 S7_11_2C 3.0000 75.2500 uE -25.91199 -22.05123 -10.52766 -6.65072 -3.26844 8.20751 13.36772 -10.59919 -24.06577 S7_11_2D 13.5000 75.2500 uE -16.93636 -13.82475 -6.66038 -4.15883 -1.72012 5.10763 5.37085 -5.66583 -12.18660 S7_11_2E 28.5000 75.2500 uE -9.50986 -8.18510 -3.48323 -2.94279 -1.13081 3.48079 -0.18165 -5.10587 -7.75179 S7_11_2F 43.5000 78.7500 uE -0.18260 -0.14838 1.33731 -1.75639 -1.00666 3.36474 -2.73499 -5.92375 -1.86792 S8_11_1A 13.5000 12.7500 uE -86.94658 -72.71672 -40.37367 -26.74599 -10.03792 15.47180 12.01653 -27.07895 -49.19327 S8_11_1B 3.0000 12.7500 uE -21.04894 -18.01691 -12.99939 -9.86382 -5.11920 -8.19550 -17.03207 -28.03993 -25.46939 S8_11_1C 3.0000 12.7500 uE -27.56400 -24.39716 -16.96745 -12.64844 -6.33676 -3.71758 -10.83030 -29.36459 -34.37010 S8_11_1D 13.5000 12.7500 uE -34.67229 -24.92356 -14.61256 -6.57672 1.64804 1.68721 -7.35081 -15.10820 -15.34291 S8_11_1E 28.5000 12.7500 uE -42.88791 -36.24454 -24.26631 -18.06968 -11.03741 -0.42960 -4.06354 -16.83468 -24.60987 S8_11_1F 43.5000 12.7500 uE -1.08374 -1.17675 -1.25447 -0.79629 0.02660 0.46471 -3.08931 -1.58151 -0.45517 S8_11_2A 13.5000 75.2500 uE -23.44756 -19.89810 -9.72230 -8.14942 -4.22796 2.81647 0.60529 -15.11203 -21.60615 S8_11_2M 0.0000 75.2500 uE -37.77865 -32.39109 -13.46940 -7.46001 -2.82554 17.52206 32.87475 -3.61611 -26.54296 S8_11_2C 3.0000 75.2500 uE -61.48523 -54.25008 -28.31536 -17.44163 -8.46771 16.90309 28.43285 -18.05199 -49.74137 S8_11_2D 13.5000 75.2500 uE -31.30266 -26.52953 -13.26529 -7.84911 -4.45884 6.67030 8.17951 -14.65693 -26.13753 S8_11_2E 28.5000 75.2500 uE -13.51308 -11.43886 -5.86880 -7.85465 -4.41251 -1.66925 -12.65406 -21.56399 -18.51964 S8_11_2F 43.5000 78.7500 uE -2.17949 -2.11639 1.94754 -3.95340 -3.38393 3.75470 -4.16534 -14.74673 -9.11426 S7_11_3M 0.0000 104.0000 uE -24.51336 -20.56495 -8.31989 -3.28799 -0.99052 11.52556 23.01303 0.90507 -15.61067 S7_11_4M 0.0000 272.0000 uE -21.92456 -18.07034 -7.97565 0.55157 9.01353 22.29144 30.81150 68.20256 23.35221 S7_11_5M 0.0000 440.0000 uE -16.97873 -13.26546 -6.47404 -0.24226 5.40258 16.56841 27.10705 58.32980 64.32412 S7_11_6M 0.0000 608.0000 uE -12.17511 -9.21994 -3.38729 0.16871 4.98851 12.28905 21.22474 48.04123 100.70022 S8_11_3M 0.0000 104.0000 uE -35.59116 -30.07513 -12.30074 -4.16307 -0.86764 13.58219 26.70549 -0.60878 -22.75278 S8_11_4M 0.0000 272.0000 uE -26.64738 -21.71794 -9.78395 1.65667 11.85284 28.76734 37.57544 79.19151 24.74795 S8_11_5M 0.0000 440.0000 uE -19.39500 -15.22809 -6.78747 1.21677 7.33172 19.88834 32.75341 71.61521 76.56388 S8_11_6M 0.0000 608.0000 uE -14.40541 -9.83620 -0.37493 6.71723 11.48035 8.77868 19.73418 54.38946 110.69655 S p a n 1 1 G i r d e r 7 C r o s s S e c t i o n 1 G i r d e r 7 C r o s s S e c t i o n 2 G i r d e r 8 C r o s s S e c t i o n 1 G i r d e r 8 C r o s s S e c t i o n 2 G i r d e r 7 M i d s p a n G a g e s G i r d e r 8 M i d s p a n G a g e s 15 5 156 APPENDIX D GRAPHS OF TEST DATA Appendix D contains graphs of test data from each of the nine stopping points on all three load test lanes. The different types of graphs included for each loading position are the following: deflections vs. position in span; bottom stresses vs. position in span; and a graph of strains vs. depth in cross section for all eight cross sections, 2 on each girder end. 157 D.1 LANE A D.1.1 POSITION A1 -0.35 -0.30 -0.25 -0.20 -0.15 -0.10 -0.05 0.00 0.05 0.10 -800 -600 -400 -200 0 200 400 600 800 Deflectometer position relative to the continuity diaphragm (in.) De fle cti on (i n.) G7 G8 De fle cti on s (in .) Figure D-1: A1 Deflections - 30 - 25 - 20 - 15 - 10 -5 0 - 200 -100 0 100 200 300 400 500 600 700 Strain Gage position relative to the continuity diaphragm (in.) St ra in (m illi on th s) G7-A1 G8-A1 Figure D-2: A1 Bottom Fiber Strains 158 Gage F Gage E Gage AGage D Gage BGage C 0 10 20 30 40 50 -130 -120 -110 -100 -90 -80 -70 -60 -50 -40 -30 -20 -10 0 10 20 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-3: A1 Span 10 Girder 7 Cross Section1 Gage F Gage E Gage AGage D Gage M Gage C 0 10 20 30 40 50 -30 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-4: A1 Span 10 Girder 7 Cross Section 2 159 Gage F Gage E Gage A Gage D Gage B Gage C 0 10 20 30 40 50 -40 -30 -20 -10 0 10 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-5: A1 Span 10 Girder 8 Cross Section 1 Gage F Gage E Gage A Gage D Gage M Gage C 0 10 20 30 40 50 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-6: A1 Span 10 Girder 8 Cross Section 2 160 Gage F Gage E Gage AGage D Gage BGage C 0 10 20 30 40 50 -30 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-7: A1 Span 11 Girder 7 Cross Section 1 Gage F Gage E Gage A Gage D Gage M Gage C 0 10 20 30 40 50 -30 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-8: A1 Span 11 Girder 7 Cross Section 2 161 Gage F Gage E Gage A Gage D Gage BGage C 0 10 20 30 40 50 -70 -60 -50 -40 -30 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-9: A1 Span 11 Girder 8 Cross Section 1 Gage F Gage E Gage AGage D Gage M Gage C 0 10 20 30 40 50 -50 -40 -30 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-10: A1 Span 11 Girder 8 Cross Section 2 162 D.1.2 POSITION A2 -0.20 -0.15 -0.10 -0.05 0.00 0.05 0.10 -800 -600 -400 -200 0 200 400 600 800 Deflectometer position relative to the continuity diaphragm (in.) De fle cti on (in .) G7 G8 Figure D-11: A2 Deflections -25 -20 -15 -10 -5 0 -200 -100 0 100 200 300 400 500 600 700 Strain Gage position relative to the continuity diaphragm (in.) St rai n ( m illi on th s) G7 - A2 G8 - A2 Figure D-12: A2 Bottom Fiber Strains 163 Gage F Gage E Gage AGage D Gage BGage C 0 10 20 30 40 50 -110 -100 -90 -80 -70 -60 -50 -40 -30 -20 -10 0 10 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-13: A2 Span 10 Girder 7 Cross Section1 Gage F Gage E Gage AGage D Gage M Gage C 0 10 20 30 40 50 -20 -10 0 10 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-14: A2 Span 10 Girder 7 Cross Section 2 164 Gage F Gage E Gage A Gage D Gage B Gage C 0 10 20 30 40 50 -30 -20 -10 0 10 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-15: A2 Span 10 Girder 8 Cross Section 1 Gage F Gage E Gage AGage D Gage M Gage C 0 10 20 30 40 50 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-16: A2 Span 10 Girder 8 Cross Section 2 165 Gage F Gage E Gage AGage D Gage B Gage C 0 10 20 30 40 50 -30 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-17: A2 Span 11 Girder 7 Cross Section 1 Gage F Gage E Gage A Gage D Gage M Gage C 0 10 20 30 40 50 -30 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-18: A2 Span 11 Girder 7 Cross Section 2 166 Gage F Gage E Gage A Gage D Gage BGage C 0 10 20 30 40 50 -50 -40 -30 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-19: A2 Span 11 Girder 8 Cross Section 1 Gage F Gage E Gage AGage D Gage M Gage C 0 10 20 30 40 50 -40 -30 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-20: A2 Span 11 Girder 8 Cross Section 2 167 D.1.3 POSITION A3 -0.12 -0.10 -0.08 -0.06 -0.04 -0.02 0.00 0.02 0.04 -800 -600 -400 -200 0 200 400 600 800 Deflectometer position relative to the continuity diaphragm (in.) De fle cti on (in .) G7 G8 Figure D-21: A3 Deflections -10 -8 -6 -4 -2 0 2 4 6 -200 -100 0 100 200 300 400 500 600 700 Strain Gage position relative to the continuity diaphragm (in.) St ra in (m illi on th s) G7 - A3 G8 - A3 Figure D-22: A3 Bottom Fiber Strains 168 Gage F Gage E Gage A Gage D Gage BGage C 0 10 20 30 40 50 -90 -80 -70 -60 -50 -40 -30 -20 -10 0 10 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-23: A3 Span 10 Girder 7 Cross Section1 Gage F Gage E Gage A Gage D Gage M Gage C 0 10 20 30 40 50 -20 -10 0 10 20 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-24: A3 Span 10 Girder 7 Cross Section 2 169 Gage F Gage E Gage A Gage D Gage B Gage C 0 10 20 30 40 50 -20 -10 0 10 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-25: A3 Span 10 Girder 8 Cross Section 1 Gage F Gage E Gage AGage D Gage M Gage C 0 10 20 30 40 50 -10 0 10 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-26: A3 Span 10 Girder 8 Cross Section 2 170 Gage F Gage E Gage AGage D Gage BGage C 0 10 20 30 40 50 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-27: A3 Span 11 Girder 7 Cross Section 1 Gage C Gage M Gage D Gage A Gage E Gage F 0 10 20 30 40 50 -20 -10 0 10 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-28: A3 Span 11 Girder 7 Cross Section 2 171 Gage F Gage E Gage A Gage D Gage BGage C 0 10 20 30 40 50 -30 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-29: A3 Span 11 Girder 8 Cross Section 1 Gage F Gage E Gage AGage D Gage M Gage C 0 10 20 30 40 50 -20 -10 0 10 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-30: A3 Span 11 Girder 8 Cross Section 2 172 D.1.4 POSITION A4 -0.06 -0.05 -0.04 -0.03 -0.02 -0.01 0.00 -800 -600 -400 -200 0 200 400 600 800 Deflectometer position relative to the continuity diaphragm (in.) De fle cti on (in .) G7 G8 Figure D-31: A4 Deflections -8 -6 -4 -2 0 2 4 6 8 10 12 -200 -100 0 100 200 300 400 500 600 700 Strain Gage position relative to the continuity diaphragm (in.) St ra in (m illi on th s) G7 - A4 G8 - A4 Figure D-32: A4 Bottom Fiber Strains 173 Gage F Gage E Gage AGage D Gage BGage C 0 10 20 30 40 50 -70 -60 -50 -40 -30 -20 -10 0 10 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-33: A4 Span 10 Girder 7 Cross Section1 Gage F Gage E Gage A Gage D Gage M Gage C 0 10 20 30 40 50 -10 0 10 20 30 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-34: A4 Span 10 Girder 7 Cross Section 2 174 Gage F Gage E Gage A Gage D Gage B Gage C 0 10 20 30 40 50 -10 0 10 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-35: A4 Span 10 Girder 8 Cross Section 1 Gage F Gage E Gage AGage D Gage M Gage C 0 10 20 30 40 50 -10 0 10 20 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-36: A4 Span 10 Girder 8 Cross Section 2 175 Gage F Gage E Gage AGage D Gage B Gage C 0 10 20 30 40 50 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-37: A4 Span 11 Girder 7 Cross Section 1 Gage F Gage E Gage AGage D Gage M Gage C 0 10 20 30 40 50 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-38: A4 Span 11 Girder 7 Cross Section 2 176 Gage F Gage E Gage A Gage D Gage B Gage C 0 10 20 30 40 50 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-39: A4 Span 11 Girder 8 Cross Section 1 Gage F Gage E Gage AGage D Gage M Gage C 0 10 20 30 40 50 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-40: A4 Span 11 Girder 8 Cross Section 2 177 D.1.5 POSITION A5 -0.03 -0.03 -0.02 -0.02 -0.01 -0.01 0.00 -800 -600 -400 -200 0 200 400 600 800 Deflectometer position relative to the continuity diaphragm (in.) De fle cti on (in .) G7 G8 Figure D-41: A5 Deflections -4 -2 0 2 4 6 8 10 12 14 -200 -100 0 100 200 300 400 500 600 700 Strain Gage position relative to the continuity diaphragm (in.) St ra in (m illi on th s) G7 - A5 G8 - A5 Figure D-42: A5 Bottom Fiber Strains 178 Gage F Gage E Gage AGage D Gage BGage C 0 10 20 30 40 50 -40 -30 -20 -10 0 10 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-43: A5 Span 10 Girder 7 Cross Section1 Gage F Gage E Gage A Gage D Gage M Gage C 0 10 20 30 40 50 0 10 20 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-44: A5 Span 10 Girder 7 Cross Section 2 179 Gage F Gage E Gage AGage D Gage BGage C 0 10 20 30 40 50 -10 0 10 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-45: A5 Span 10 Girder 8 Cross Section 1 Gage F Gage E Gage AGage D Gage MGage C 0 10 20 30 40 50 -10 0 10 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-46: A5 Span 10 Girder 8 Cross Section 2 180 Gage F Gage E Gage AGage D Gage B Gage C 0 10 20 30 40 50 -10 0 10 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-47: A5 Span 11 Girder 7 Cross Section 1 Gage F Gage E Gage A Gage D Gage M Gage C 0 10 20 30 40 50 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-48: A5 Span 11 Girder 7 Cross Section 2 181 Gage F Gage E Gage A Gage D Gage B Gage C 0 10 20 30 40 50 -10 0 10 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-49: A5 Span 11 Girder 8 Cross Section 1 Gage F Gage E Gage AGage D Gage M Gage C 0 10 20 30 40 50 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-50: A5 Span 11 Girder 8 Cross Section 2 182 D.1.6 POSITION A6 -0.07 -0.06 -0.05 -0.04 -0.03 -0.02 -0.01 0.00 0.01 0.02 -800 -600 -400 -200 0 200 400 600 800 Deflectometer position relative to the continuity diaphragm (in.) De fle cti on (in .) G7 G8 Figure D-51: A6 Deflections -10 -5 0 5 10 15 20 25 30 -200 -100 0 100 200 300 400 500 600 700 Strain Gage position relative to the continuity diaphragm (in.) St ra in (m illi on th s) G7 - A6 G8 - A6 Figure D-52: A6 Bottom Fiber Strains 183 Gage F Gage E Gage AGage D Gage BGage C 0 10 20 30 40 50 -50 -40 -30 -20 -10 0 10 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-53: A6 Span 10 Girder 7 Cross Section1 Gage F Gage E Gage AGage D Gage M Gage C 0 10 20 30 40 50 -10 0 10 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-54: A6 Span 10 Girder 7 Cross Section 2 184 Gage F Gage E Gage AGage D Gage BGage C 0 10 20 30 40 50 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-55: A6 Span 10 Girder 8 Cross Section 1 Gage F Gage E Gage AGage D Gage M Gage C 0 10 20 30 40 50 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-56: A6 Span 10 Girder 8 Cross Section 2 185 Gage F Gage E Gage A Gage D Gage B Gage C 0 10 20 30 40 50 -10 0 10 20 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-57: A6 Span 11 Girder 7 Cross Section 1 Gage F Gage E Gage AGage D Gage M Gage C 0 10 20 30 40 50 0 10 20 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-58: A6 Span 11 Girder 7 Cross Section 2 186 Gage F Gage E Gage AGage D Gage B Gage C 0 10 20 30 40 50 -10 0 10 20 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-59: A6 Span 11 Girder 8 Cross Section 1 Gage F Gage E Gage AGage D Gage M Gage C 0 10 20 30 40 50 -10 0 10 20 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-60: A6 Span 11 Girder 8 Cross Section 2 187 D.1.7 POSITION A7 -0.12 -0.10 -0.08 -0.06 -0.04 -0.02 0.00 0.02 0.04 -800 -600 -400 -200 0 200 400 600 800 Deflectometer position relative to the continuity diaphragm (in.) De fle cti on (in .) G7 G8 Figure D-61: A7 Deflections -20 -10 0 10 20 30 40 -200 -100 0 100 200 300 400 500 600 700 Strain Gage position relative to the continuity diaphragm (in.) St ra in (m illi on th s) G7 - A7 G8 - A7 Figure D-62: A7 Bottom Fiber Strains 188 Gage F Gage E Gage A Gage D Gage BGage C 0 10 20 30 40 50 -70 -60 -50 -40 -30 -20 -10 0 10 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-63: A7 Span 10 Girder 7 Cross Section1 Gage F Gage E Gage AGage D Gage M Gage C 0 10 20 30 40 50 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-64: A7 Span 10 Girder 7 Cross Section 2 189 Gage F Gage E Gage AGage D Gage BGage C 0 10 20 30 40 50 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-65: A7 Span 10 Girder 8 Cross Section 1 Gage F Gage E Gage A Gage D Gage M Gage C 0 10 20 30 40 50 -20 -10 0 10 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-66: A7 Span 10 Girder 8 Cross Section 2 190 Gage F Gage E Gage A Gage D Gage B Gage C 0 10 20 30 40 50 -20 -10 0 10 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-67: A7 Span 11 Girder 7 Cross Section 1 Gage F Gage E Gage AGage D Gage M Gage C 0 10 20 30 40 50 -10 0 10 20 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-68: A7 Span 11 Girder 7 Cross Section 2 191 Gage F Gage E Gage AGage D Gage B Gage C 0 10 20 30 40 50 -20 -10 0 10 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-69: A7 Span 11 Girder 8 Cross Section 1 Gage F Gage E Gage A Gage D Gage M Gage C 0 10 20 30 40 50 -20 -10 0 10 20 30 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-70: A7 Span 11 Girder 8 Cross Section 2 192 D.1.8 POSITION A8 -0.25 -0.20 -0.15 -0.10 -0.05 0.00 0.05 0.10 -800 -600 -400 -200 0 200 400 600 800 Deflectometer position relative to the continuity diaphragm (in.) De fle cti on (in .) G7 G8 Figure D-71: A8 Deflections -40 -20 0 20 40 60 80 -200 -100 0 100 200 300 400 500 600 700 Strain Gage position relative to the continuity diaphragm (in.) St ra in (m illi on th s) G7 - A8 G8 - A8 Figure D-72: A8 Bottom Fiber Strains 193 Gage F Gage E Gage AGage D Gage BGage C 0 10 20 30 40 50 -110 -100 -90 -80 -70 -60 -50 -40 -30 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-73: A8 Span 10 Girder 7 Cross Section1 Gage F Gage E Gage AGage D Gage M Gage C 0 10 20 30 40 50 -30 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-74: A8 Span 10 Girder 7 Cross Section 2 194 Gage F Gage E Gage AGage D Gage BGage C 0 10 20 30 40 50 -30 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-75: A8 Span 10 Girder 8 Cross Section 1 Gage F Gage E Gage A Gage D Gage M Gage C 0 10 20 30 40 50 -30 -20 -10 0 10 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-76: A8 Span 10 Girder 8 Cross Section 2 195 Gage F Gage E Gage A Gage D Gage B Gage C 0 10 20 30 40 50 -30 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-77: A8 Span 11 Girder 7 Cross Section 1 Gage F Gage E Gage AGage D Gage M Gage C 0 10 20 30 40 50 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-78: A8 Span 11 Girder 7 Cross Section 2 196 Gage F Gage E Gage A Gage D Gage B Gage C 0 10 20 30 40 50 -30 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-79: A8 Span 11 Girder 8 Cross Section 1 Gage F Gage E Gage AGage D Gage M Gage C 0 10 20 30 40 50 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-80: A8 Span 11 Girder 8 Cross Section 2 197 D.1.9 POSITION A9 -0.35 -0.30 -0.25 -0.20 -0.15 -0.10 -0.05 0.00 0.05 0.10 -800 -600 -400 -200 0 200 400 600 800 Deflectometer position relative to the continuity diaphragm (in.) De fle cti on (in .) G7 G8 Figure D-81: A9 Deflections -40 -20 0 20 40 60 80 100 120 -200 -100 0 100 200 300 400 500 600 700 Strain Gage position relative to the continuity diaphragm (in.) St ra in (m illi on th s) G7 - A9 G8 - A9 Figure D-82: A9 Bottom Fiber Strains 198 Gage F Gage E Gage AGage D Gage BGage C 0 10 20 30 40 50 -100 -90 -80 -70 -60 -50 -40 -30 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-83: A9 Span 10 Girder 7 Cross Section1 Gage F Gage E Gage AGage D Gage M Gage C 0 10 20 30 40 50 -30 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-84: A9 Span 10 Girder 7 Cross Section 2 199 Gage F Gage E Gage AGage D Gage BGage C 0 10 20 30 40 50 -30 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-85: A9 Span 10 Girder 8 Cross Section 1 Gage C Gage M Gage DGage A Gage E Gage F 0 10 20 30 40 50 -30 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-86: A9 Span 10 Girder 8 Cross Section 2 200 Gage F Gage E Gage AGage D Gage BGage C 0 10 20 30 40 50 -30 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-87: A9 Span 11 Girder 7 Cross Section 1 Gage F Gage E Gage A Gage D Gage M Gage C 0 10 20 30 40 50 -30 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-88: A9 Span 11 Girder 7 Cross Section 2 201 Gage F Gage E Gage A Gage D Gage B Gage C 0 10 20 30 40 50 -40 -30 -20 -10 0 10 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-89: A9 Span 11 Girder 8 Cross Section 1 Gage F Gage E Gage AGage D Gage M Gage C 0 10 20 30 40 50 -30 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-90: A9 Span 11 Girder 8 Cross Section 2 202 D.2 LANE B D.2.1 POSITION B1 -0.35 -0.30 -0.25 -0.20 -0.15 -0.10 -0.05 0.00 0.05 0.10 -800 -600 -400 -200 0 200 400 600 800 Deflectometer position relative to the continuity diaphragm (in.) D ef lec tio ns (in .) G7 G8 Figure D-91: B1 Deflections -35 -30 -25 -20 -15 -10 -5 0 -200 -100 0 100 200 300 400 500 600 700 Strain Gage position relative to the continuity diaphragm (in.) St ra in (m illi on ths ) G7 - B1 G8 - B1 Figure D-92: B1 Bottom Fiber Strains 203 Gage C Gage B Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -140 -120 -100 -80 -60 -40 -20 0 20 Strain (millionths) Di sta nc e f ro m bo tto m of gi rd er (in .) Figure D-93: B1 Span 10 Girder 7 Cross Section1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -25 -20 -15 -10 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-94: B1 Span 10 Girder 7 Cross Section 2 204 Gage CGage B Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -40 -35 -30 -25 -20 -15 -10 -5 0 5 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-95: B1 Span 10 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage DGage A 0 10 20 30 40 50 -25 -20 -15 -10 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-96: B1 Span 10 Girder 8 Cross Section 2 205 Gage C Gage B Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -30 -25 -20 -15 -10 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-97: B1 Span 11 Girder 7 Cross Section 1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -30 -25 -20 -15 -10 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-98: B1 Span 11 Girder 7 Cross Section 2 206 Gage C Gage B Gage F Gage E Gage DGage A 0 10 20 30 40 50 -80 -70 -60 -50 -40 -30 -20 -10 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-99: B1 Span 11 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -60 -50 -40 -30 -20 -10 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-100: B1 Span 11 Girder 8 Cross Section 2 207 D.2.2 POSITION B2 -0.20 -0.15 -0.10 -0.05 0.00 0.05 0.10 -800 -600 -400 -200 0 200 400 600 800 Deflectometer position relative to the continuity diaphragm (in.) D efl ec tio ns (i n.) G7 G8 Figure D-101: B2 Deflections -30 -25 -20 -15 -10 -5 0 5 10 -200 -100 0 100 200 300 400 500 600 700 Strain Gage position relative to the continuity diaphragm (in.) St ra in (m illi on ths ) G7 - B2 G8 - B3 Figure D-102: B2 Bottom Fiber Strains 208 Gage C Gage B Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -140 -120 -100 -80 -60 -40 -20 0 20 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-103: B2 Span 10 Girder 7 Cross Section1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -14 -12 -10 -8 -6 -4 -2 0 2 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-104: B2 Span 10 Girder 7 Cross Section 2 209 Gage CGage B Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -30 -25 -20 -15 -10 -5 0 5 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-105: B2 Span 10 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage DGage A 0 10 20 30 40 50 -8 -7 -6 -5 -4 -3 -2 -1 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-106: B2 Span 10 Girder 8 Cross Section 2 210 Gage CGage B Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -25 -20 -15 -10 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-107: B2 Span 11 Girder 7 Cross Section 1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -30 -25 -20 -15 -10 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-108: B2 Span 11 Girder 7 Cross Section 2 211 Gage C Gage B Gage F Gage E Gage DGage A 0 10 20 30 40 50 -70 -60 -50 -40 -30 -20 -10 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-109: B2 Span 11 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -50 -45 -40 -35 -30 -25 -20 -15 -10 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-110: B2 Span 11 Girder 8 Cross Section 2 212 D.2.3 POSITION B3 -0.12 -0.10 -0.08 -0.06 -0.04 -0.02 0.00 0.02 0.04 -800 -600 -400 -200 0 200 400 600 800 Deflectometer position relative to the continuity diaphragm (in.) D efl ec tio ns (i n.) G7 G8 Figure D-111: B3 Deflections -14 -12 -10 -8 -6 -4 -2 0 2 4 6 8 -200 -100 0 100 200 300 400 500 600 700 Strain Gage po sition relative to the continuity diaphragm (in.) St ra in (m illi on ths ) G7 - B3 G8 - B3 Figure D-112: B3 Bottom Fiber Strains 213 Gage C Gage B Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -100 -90 -80 -70 -60 -50 -40 -30 -20 -10 0 10 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-113: B3 Span 10 Girder 7 Cross Section1 Gage C Gage M Gage F Gage E Gage DGage A 0 10 20 30 40 50 -20 -15 -10 -5 0 5 10 15 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-114: B3 Span 10 Girder 7 Cross Section 2 214 Gage CGage B Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -20 -15 -10 -5 0 5 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-115: B3 Span 10 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage DGage A 0 10 20 30 40 50 -12 -10 -8 -6 -4 -2 0 2 4 6 8 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-116: B3 Span 10 Girder 8 Cross Section 2 215 Gage C Gage B Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -16 -14 -12 -10 -8 -6 -4 -2 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-117: B3 Span 11 Girder 7 Cross Section 1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -10 -8 -6 -4 -2 0 2 4 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-118: B3 Span 11 Girder 7 Cross Section 2 216 Gage C Gage B Gage F Gage E Gage DGage A 0 10 20 30 40 50 -35 -30 -25 -20 -15 -10 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-119: B3 Span 11 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -25 -20 -15 -10 -5 0 5 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-120: B3 Span 11 Girder 8 Cross Section 2 217 D.2.4 POSITION B4 -0.06 -0.05 -0.04 -0.03 -0.02 -0.01 0.00 -800 -600 -400 -200 0 200 400 600 800 Deflectometer position relative to the continuity diaphragm (in.) D efl ec tio ns (i n.) G7 G8 Figure D-121: B4 Deflections -10 -5 0 5 10 15 20 -200 -100 0 100 200 300 400 500 600 700 Strain Gage po sition relative to the continuity diaphragm (in.) St ra in (m illi on ths ) G7 - B4 G8 - B4 Figure D-122: B4 Bottom Fiber Strains 218 Gage C Gage B Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -70 -60 -50 -40 -30 -20 -10 0 10 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-123: B4 Span 10 Girder 7 Cross Section1 Gage C Gage M Gage F Gage E Gage DGage A 0 10 20 30 40 50 -10 -5 0 5 10 15 20 25 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-124: B4 Span 10 Girder 7 Cross Section 2 219 Gage C Gage B Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -12 -10 -8 -6 -4 -2 0 2 4 6 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-125: B4 Span 10 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -10 -5 0 5 10 15 20 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-126: B4 Span 10 Girder 8 Cross Section 2 220 Gage C Gage B Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -12 -10 -8 -6 -4 -2 0 2 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-127: B4 Span 11 Girder 7 Cross Section 1 Gage C Gage M Gage F Gage E Gage DGage A 0 10 20 30 40 50 -7 -6 -5 -4 -3 -2 -1 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-128: B4 Span 11 Girder 7 Cross Section 2 221 Gage C Gage B Gage F Gage E Gage DGage A 0 10 20 30 40 50 -25 -20 -15 -10 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-129: B4 Span 11 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -14 -12 -10 -8 -6 -4 -2 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-130: B4 Span 11 Girder 8 Cross Section 2 222 D.2.5 POSITION B5 -0.03 -0.03 -0.02 -0.02 -0.01 -0.01 0.00 -800 -600 -400 -200 0 200 400 600 800 Deflectometer position relative to the continuity diaphragm (in.) D efl ec tio ns (i n.) G7 G8 Figure D-131: B5 Deflections -4 -2 0 2 4 6 8 10 12 14 -200 -100 0 100 200 300 400 500 600 700 Strain Gage po sition relative to the continuity diaphragm (in.) St ra in (m illi on ths ) G7 - B5 G8 - B5 Figure D-132: B5 Bottom Fiber Strains 223 Gage C Gage B Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -40 -35 -30 -25 -20 -15 -10 -5 0 5 10 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-133: B5 Span 10 Girder 7 Cross Section1 Gage C Gage M Gage F Gage E Gage DGage A 0 10 20 30 40 50 0 2 4 6 8 10 12 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-134: B5 Span 10 Girder 7 Cross Section 2 224 Gage C Gage B Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -8 -6 -4 -2 0 2 4 6 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-135: B5 Span 10 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 0 1 2 3 4 5 6 7 8 9 10 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-136: B5 Span 10 Girder 8 Cross Section 2 225 Gage CGage B Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -8 -6 -4 -2 0 2 4 6 8 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-137: B5 Span 11 Girder 7 Cross Section 1 Gage C Gage M Gage F Gage E Gage DGage A 0 10 20 30 40 50 -4 -3 -3 -2 -2 -1 -1 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-138: B5 Span 11 Girder 7 Cross Section 2 226 Gage C Gage B Gage F Gage E Gage DGage A 0 10 20 30 40 50 -10 -8 -6 -4 -2 0 2 4 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-139: B5 Span 11 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage DGage A 0 10 20 30 40 50 -8 -7 -6 -5 -4 -3 -2 -1 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-140: B5 Span 11 Girder 8 Cross Section 2 227 D.2.6 POSITION B6 -0.07 -0.06 -0.05 -0.04 -0.03 -0.02 -0.01 0.00 0.01 0.02 0.03 -800 -600 -400 -200 0 200 400 600 800 Deflectometer position relative to the continuity diaphragm (in.) D efl ec tio ns (i n.) G7 G8 Figure D-141: B6 Deflections -15 -10 -5 0 5 10 15 20 25 30 -200 -100 0 100 200 300 400 500 600 700 Strain Gage po sition relative to the continuity diaphragm (in.) St ra in (m illi on ths ) G7 - B6 G8 - B6 Figure D-142: B6 Bottom Fiber Strains 228 Gage C Gage B Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -45 -40 -35 -30 -25 -20 -15 -10 -5 0 5 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-143: B6 Span 10 Girder 7 Cross Section1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -10 -9 -8 -7 -6 -5 -4 -3 -2 -1 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-144: B6 Span 10 Girder 7 Cross Section 2 229 Gage C Gage B Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -14 -12 -10 -8 -6 -4 -2 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-145: B6 Span 10 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -10 -9 -8 -7 -6 -5 -4 -3 -2 -1 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-146: B6 Span 10 Girder 8 Cross Section 2 230 Gage C Gage B Gage F Gage E Gage DGage A 0 10 20 30 40 50 -8 -6 -4 -2 0 2 4 6 8 10 12 14 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-147: B6 Span 11 Girder 7 Cross Section 1 Gage C Gage M Gage F Gage E Gage DGage A 0 10 20 30 40 50 0 2 4 6 8 10 12 14 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-148: B6 Span 11 Girder 7 Cross Section 2 231 Gage CGage B Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -10 -5 0 5 10 15 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-149: B6 Span 11 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage DGage A 0 10 20 30 40 50 -5 0 5 10 15 20 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-150: B6 Span 11 Girder 8 Cross Section 2 232 D.2.7 POSITION B7 -0.12 -0.10 -0.08 -0.06 -0.04 -0.02 0.00 0.02 0.04 -800 -600 -400 -200 0 200 400 600 800 Deflectometer position relative to the continuity diaphragm (in.) D efl ec tio ns (i n.) G7 G8 Figure D-151: B7 Deflections -20 -10 0 10 20 30 40 -200 -100 0 100 200 300 400 500 600 700 Strain Gage po sition relative to the continuity diaphragm (in.) St ra in (m illi on ths ) G7 - B7 G8 - B7 Figure D-152: B7 Bottom Fiber Strains 233 Gage C Gage B Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -70 -60 -50 -40 -30 -20 -10 0 10 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-153: B7 Span 10 Girder 7 Cross Section1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -18 -16 -14 -12 -10 -8 -6 -4 -2 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-154: B7 Span 10 Girder 7 Cross Section 2 234 Gage C Gage B Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -25 -20 -15 -10 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-155: B7 Span 10 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -18 -16 -14 -12 -10 -8 -6 -4 -2 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-156: B7 Span 10 Girder 8 Cross Section 2 235 Gage C Gage B Gage F Gage E Gage DGage A 0 10 20 30 40 50 -15 -10 -5 0 5 10 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-157: B7 Span 11 Girder 7 Cross Section 1 Gage C Gage M Gage F Gage E Gage DGage A 0 10 20 30 40 50 -5 0 5 10 15 20 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-158: B7 Span 11 Girder 7 Cross Section 2 236 Gage CGage B Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -20 -15 -10 -5 0 5 10 15 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-159: B7 Span 11 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage DGage A 0 10 20 30 40 50 -15 -10 -5 0 5 10 15 20 25 30 35 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-160: B7 Span 11 Girder 8 Cross Section 2 237 D.2.8 POSITION B8 -0.25 -0.20 -0.15 -0.10 -0.05 0.00 0.05 0.10 -800 -600 -400 -200 0 200 400 600 800 Deflectometer position relative to the continuity diaphragm (in.) D efl ec tio ns (i n.) G7 G8 Figure D-161: B8 Deflections -40 -20 0 20 40 60 80 100 -200 -100 0 100 200 300 400 500 600 700 Strain Gage po sition relative to the continuity diaphragm (in.) St ra in (m illi on ths ) G7 - B8 B8 - B8 Figure D-162: B8 Bottom Fiber Strains 238 Gage C Gage B Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -100 -90 -80 -70 -60 -50 -40 -30 -20 -10 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-163: B8 Span 10 Girder 7 Cross Section1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -30 -25 -20 -15 -10 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-164: B8 Span 10 Girder 7 Cross Section 2 239 Gage C Gage B Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -35 -30 -25 -20 -15 -10 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-165: B8 Span 10 Girder 8 Cross Section 1 Gage A Gage D Gage E Gage F Gage M Gage C 0 10 20 30 40 50 -30 -25 -20 -15 -10 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-166: B8 Span 10 Girder 8 Cross Section 2 240 Gage C Gage B Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -30 -25 -20 -15 -10 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-167: B8 Span 11 Girder 7 Cross Section 1 Gage C Gage M Gage F Gage E Gage DGage A 0 10 20 30 40 50 -14 -12 -10 -8 -6 -4 -2 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-168: B8 Span 11 Girder 7 Cross Section 2 241 Gage CGage B Gage F Gage E Gage DGage A 0 10 20 30 40 50 -35 -30 -25 -20 -15 -10 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-169: B8 Span 11 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -25 -20 -15 -10 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-170: B8 Span 11 Girder 8 Cross Section 2 242 D.2.9 POSITION B9 -0.35 -0.30 -0.25 -0.20 -0.15 -0.10 -0.05 0.00 0.05 0.10 -800 -600 -400 -200 0 200 400 600 800 Deflectometer position relative to the continuity diaphragm (in.) D efl ec tio ns (i n.) G7 G8 Figure D-171: B9 Deflections -40 -20 0 20 40 60 80 100 120 -200 -100 0 100 200 300 400 500 600 700 Strain Gage po sition relative to the continuity diaphragm (in.) St ra in (m illi on ths ) G7 - B9 G8 - B9 Figure D-172: B9 Bottom Fiber Strains 243 Gage C Gage B Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -100 -90 -80 -70 -60 -50 -40 -30 -20 -10 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-173: B9 Span 10 Girder 7 Cross Section1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -30 -25 -20 -15 -10 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-174: B9 Span 10 Girder 7 Cross Section 2 244 Gage C Gage B Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -30 -25 -20 -15 -10 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-175: B9 Span 10 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -30 -25 -20 -15 -10 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-176: B9 Span 10 Girder 8 Cross Section 2 245 Gage C Gage B Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -30 -25 -20 -15 -10 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-177: B9 Span 11 Girder 7 Cross Section 1 Gage C Gage M Gage F Gage E Gage DGage A 0 10 20 30 40 50 -30 -25 -20 -15 -10 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-178: B9 Span 11 Girder 7 Cross Section 2 246 Gage CGage B Gage F Gage E Gage DGage A 0 10 20 30 40 50 -50 -45 -40 -35 -30 -25 -20 -15 -10 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-179: B9 Span 11 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -45 -40 -35 -30 -25 -20 -15 -10 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-180: B9 Span 11 Girder 8 Cross Section 2 247 D.3 LANE C D.3.1 POSITION C1 -0.35 -0.30 -0.25 -0.20 -0.15 -0.10 -0.05 0.00 0.05 0.10 -800 -600 -400 -200 0 200 400 600 800 Distance from center of continuity diaphragm (in.) De fle cti on s (in .) G7 G8 Figure D-181: C1 Deflections -40 -35 -30 -25 -20 -15 -10 -5 0 -200 -100 0 100 200 300 400 500 600 700 Strain Gage position relative to the continuity diaphragm (in.) St ra in (m illi on th s) G7 - B1 G8 - B1 Figure D-182: C1 Bottom Fiber Strains 248 Gage C Gage B Gage D Gage A Gage E Gage F 0 10 20 30 40 50 -1 40 -12 0 -100 -80 -6 0 -40 -20 0 20 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-183: C1 Span 10 Girder 7 Cross Section1 Gage C Gage M Gage F Gage E Gage D Gage A 0 1 0 2 0 3 0 4 0 5 0 -25 -20 -15 -1 0 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-184: C1 Span 10 Girder 7 Cross Section 2 249 Gage C Gage B Gage D Gage A Gage E Gage F 0 1 0 2 0 3 0 4 0 5 0 -4 5 -40 -3 5 -30 -25 -2 0 -15 -1 0 -5 0 5 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-185: C1 Span 10 Girder 8 Cross Section 1 Gage CGage M Gage F Gage E Gage DGage A 0 1 0 2 0 3 0 4 0 5 0 -30 -2 5 -20 -15 -10 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-186: C1 Span 10 Girder 8 Cross Section 2 250 Gage CGage B Gage D Gage A Gage E Gage F 0 10 20 30 40 50 -2 5 -2 0 -15 -10 -5 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-187: C1 Span 11 Girder 7 Cross Section 1 Gage C Gage M Gage F Gage E Gage D Gage A 0 1 0 2 0 3 0 4 0 5 0 -30 -2 5 -20 -15 -10 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-188: C1 Span 11 Girder 7 Cross Section 2 251 Gage C Gage B Gage DGage A Gage E Gage F 0 10 20 30 40 50 -1 00 -90 -80 -70 -60 -5 0 -4 0 -30 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-189: C1 Span 11 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage D Gage A 0 1 0 2 0 3 0 4 0 5 0 -70 -60 -50 -40 -30 -20 -1 0 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-190: C1 Span 11 Girder 8 Cross Section 2 252 D.3.2 POSITION C2 -0.25 -0.20 -0.15 -0.10 -0.05 0.00 0.05 0.10 -8 00 -600 -400 -2 00 0 2 00 40 0 600 800 Distance from center of continuity diaphragm (in.) De fle cti on s (in .) G7 G8 Figure D-191: C2 Deflections -35 -30 -25 -20 -15 -10 -5 0 -200 -100 0 100 200 300 400 500 600 700 Strain Gage position relative to the continuity diaphragm (in.) St rai n ( mi llio nt hs ) G7 - C2 G8 - C2 Figure D-192: C2 Bottom Fiber Strains 253 Gage C Gage B Gage D Gage A Gage E Gage F 0 10 20 30 40 50 -120 -100 -80 -60 -40 -20 0 20 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-193: C2 Span 10 Girder 7 Cross Section1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -10 -8 -6 -4 -2 0 2 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-194: C2 Span 10 Girder 7 Cross Section 2 254 Gage C Gage B Gage D Gage A Gage E Gage F 0 10 20 30 40 50 -30 -25 -20 -15 -10 -5 0 5 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-195: C2 Span 10 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -9 -8 -7 -6 -5 -4 -3 -2 -1 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-196: C2 Span 10 Girder 8 Cross Section 2 255 Gage CGage B Gage D Gage A Gage E Gage F 0 10 20 30 40 50 -20 -18 -16 -14 -12 -10 -8 -6 -4 -2 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-197: C2 Span 11 Girder 7 Cross Section 1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -25 -20 -15 -10 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-198: C2 Span 11 Girder 7 Cross Section 2 256 Gage C Gage B Gage DGage A Gage E Gage F 0 10 20 30 40 50 -80 -70 -60 -50 -40 -30 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-199: C2 Span 11 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -60 -50 -40 -30 -20 -10 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-200: C2 Span 11 Girder 8 Cross Section 2 257 D.3.3 POSITION C3 -0.12 -0.10 -0.08 -0.06 -0.04 -0.02 0.00 0.02 0.04 -800 -600 -400 -200 0 200 400 600 800 Distance from center of continuity diaphragm (in.) De fle cti on s (in .) G7 G8 Figure D-201: C3 Deflections -15 -10 -5 0 5 10 -200 -100 0 100 200 300 400 500 600 700 Strain Gage position relative to the continuity diaphragm (in.) St rai n ( mi llio nt hs ) G7 - C3 G8 - C3 Figure D-202: C3 Bottom Fiber Strains 258 Gage C Gage B Gage D Gage A Gage E Gage F 0 10 20 30 40 50 -90 -80 -70 -60 -50 -40 -30 -20 -10 0 10 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-203: C3 Span 10 Girder 7 Cross Section1 Gage C Gage M Gage F Gage E Gage DGage A 0 10 20 30 40 50 -15 -10 -5 0 5 10 15 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-204: C3 Span 10 Girder 7 Cross Section 2 259 Gage C Gage B Gage D Gage A Gage E Gage F 0 10 20 30 40 50 -25 -20 -15 -10 -5 0 5 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-205: C3 Span 10 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage DGage A 0 10 20 30 40 50 -15 -10 -5 0 5 10 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-206: C3 Span 10 Girder 8 Cross Section 2 260 Gage C Gage B Gage D Gage A Gage E Gage F 0 10 20 30 40 50 -12 -10 -8 -6 -4 -2 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-207: C3 Span 11 Girder 7 Cross Section 1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -12 -10 -8 -6 -4 -2 0 2 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-208: C3 Span 11 Girder 7 Cross Section 2 261 Gage C Gage B Gage DGage A Gage E Gage F 0 10 20 30 40 50 -45 -40 -35 -30 -25 -20 -15 -10 -5 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-209: C3 Span 11 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -30 -25 -20 -15 -10 -5 0 5 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-210: C3 Span 11 Girder 8 Cross Section 2 262 D.3.4 POSITION C4 -0.06 -0.05 -0.04 -0.03 -0.02 -0.01 0.00 -800 -600 -400 -200 0 200 400 600 800 Distance from center of continuity diaphragm (in.) De fle cti on s (in .) G7 G8 Figure D-211: C4 Deflections -10 -5 0 5 10 15 20 25 -200 -100 0 100 200 300 400 500 600 700 Strain Gage position relative to the continuity diaphragm (in.) St rai n ( mi llio nt hs ) G7 - C4 G8 - C4 Figure D-212: C4 Bottom Fiber Strains 263 Gage C Gage B Gage D Gage A Gage E Gage F 0 10 20 30 40 50 -60 -50 -40 -30 -20 -10 0 10 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-213: C4 Span 10 Girder 7 Cross Section1 Gage C Gage M Gage F Gage E Gage DGage A 0 10 20 30 40 50 -10 -5 0 5 10 15 20 25 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-214: C4 Span 10 Girder 7 Cross Section 2 264 Gage C Gage B Gage D Gage A Gage E Gage F 0 10 20 30 40 50 -14 -12 -10 -8 -6 -4 -2 0 2 4 6 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-215: C4 Span 10 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -10 -5 0 5 10 15 20 25 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-216: C4 Span 10 Girder 8 Cross Section 2 265 Gage C Gage B Gage D Gage A Gage E Gage F 0 10 20 30 40 50 -9 -8 -7 -6 -5 -4 -3 -2 -1 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-217: C4 Span 11 Girder 7 Cross Section 1 Gage C Gage M Gage F Gage E Gage DGage A 0 10 20 30 40 50 -7 -6 -5 -4 -3 -2 -1 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-218: C4 Span 11 Girder 7 Cross Section 2 266 Gage C Gage B Gage DGage A Gage E Gage F 0 10 20 30 40 50 -30 -25 -20 -15 -10 -5 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-219: C4 Span 11 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage DGage A 0 10 20 30 40 50 -20 -18 -16 -14 -12 -10 -8 -6 -4 -2 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-220: C4 Span 11 Girder 8 Cross Section 2 267 D.3.5 POSITION C5 -0.03 -0.03 -0.02 -0.02 -0.01 -0.01 0.00 -800 -600 -400 -200 0 200 400 600 800 Distance from center of continuity diaphragm (in.) De fle cti on s (in .) G7 G8 Figure D-221: C5 Deflections -6 -4 -2 0 2 4 6 8 10 12 14 -200 -100 0 100 200 300 400 500 600 700 Strain Gage position relative to the continuity diaphragm (in.) St rai n ( mi llio nt hs ) G7 - C5 G8 - C5 Figure D-222: C5 Bottom Fiber Strains 268 Gage C Gage B Gage D Gage A Gage E Gage F 0 10 20 30 40 50 -30 -25 -20 -15 -10 -5 0 5 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-223: C5 Span 10 Girder 7 Cross Section1 Gage C Gage M Gage F Gage E Gage DGage A 0 10 20 30 40 50 0 1 2 3 4 5 6 7 8 9 10 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-224: C5 Span 10 Girder 7 Cross Section 2 269 Gage C Gage B Gage D Gage A Gage E Gage F 0 10 20 30 40 50 -8 -6 -4 -2 0 2 4 6 8 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-225: C5 Span 10 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 0 2 4 6 8 10 12 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-226: C5 Span 10 Girder 8 Cross Section 2 270 Gage C Gage B Gage D Gage A Gage E Gage F 0 10 20 30 40 50 -5 -4 -3 -2 -1 0 1 2 3 4 5 6 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-227: C5 Span 11 Girder 7 Cross Section 1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -4 -4 -3 -3 -2 -2 -1 -1 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-228: C5 Span 11 Girder 7 Cross Section 2 271 Gage C Gage B Gage DGage A Gage E Gage F 0 10 20 30 40 50 -12 -10 -8 -6 -4 -2 0 2 4 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-229: C5 Span 11 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -9 -8 -7 -6 -5 -4 -3 -2 -1 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-230: C5 Span 11 Girder 8 Cross Section 2 272 D.3.6 POSITION C6 -0.08 -0.07 -0.06 -0.05 -0.04 -0.03 -0.02 -0.01 0.00 0.01 0.02 -800 -600 -400 -200 0 200 400 600 800 Distance from center of continuity diaphragm (in.) De fle cti on s (in .) G7 G8 Figure D-231: C6 Deflections -15 -10 -5 0 5 10 15 20 25 30 35 -200 -100 0 100 200 300 400 500 600 700 Strain Gage position relative to the continuity diaphragm (in.) St rai n ( mi llio nt hs ) G7 - C6 G8 - C6 Figure D-232: C6 Bottom Fiber Strains 273 Gage C Gage B Gage D Gage A Gage E Gage F 0 10 20 30 40 50 -35 -30 -25 -20 -15 -10 -5 0 5 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-233: C6 Span 10 Girder 7 Cross Section1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -9 -8 -7 -6 -5 -4 -3 -2 -1 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-234: C6 Span 10 Girder 7 Cross Section 2 274 Gage C Gage B Gage D Gage A Gage E Gage F 0 10 20 30 40 50 -14 -12 -10 -8 -6 -4 -2 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-235: C6 Span 10 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -12 -10 -8 -6 -4 -2 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-236: C6 Span 10 Girder 8 Cross Section 2 275 Gage C Gage B Gage D Gage A Gage E Gage F 0 10 20 30 40 50 -6 -4 -2 0 2 4 6 8 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-237: C6 Span 11 Girder 7 Cross Section 1 Gage C Gage M Gage F Gage E Gage DGage A 0 10 20 30 40 50 0 2 4 6 8 10 12 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-238: C6 Span 11 Girder 7 Cross Section 2 276 Gage CGage B Gage D Gage A Gage E Gage F 0 10 20 30 40 50 -10 -5 0 5 10 15 20 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-239: C6 Span 11 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage DGage A 0 10 20 30 40 50 -5 0 5 10 15 20 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-240: C6 Span 11 Girder 8 Cross Section 2 277 D.3.7 POSITION C7 -0.12 -0.10 -0.08 -0.06 -0.04 -0.02 0.00 0.02 0.04 -800 -600 -400 -200 0 200 400 600 800 Distance from center of continuity diaphragm (in.) De fle cti on s (in .) G7 G8 Figure D-241: C7 Deflections -30 -20 -10 0 10 20 30 40 50 -200 -100 0 100 200 300 400 500 600 700 Strain Gage position relative to the continuity diaphragm (in.) St rai n ( mi llio nt hs ) G7 - C7 G8 - C7 Figure D-242: C7 Bottom Fiber Strains 278 Gage C Gage B Gage D Gage A Gage E Gage F 0 10 20 30 40 50 -60 -50 -40 -30 -20 -10 0 10 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-243: C7 Span 10 Girder 7 Cross Section1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -16 -14 -12 -10 -8 -6 -4 -2 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-244: C7 Span 10 Girder 7 Cross Section 2 279 Gage C Gage B Gage D Gage A Gage E Gage F 0 10 20 30 40 50 -20 -18 -16 -14 -12 -10 -8 -6 -4 -2 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-245: C7 Span 10 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage DGage A 0 10 20 30 40 50 -20 -18 -16 -14 -12 -10 -8 -6 -4 -2 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-246: C7 Span 10 Girder 8 Cross Section 2 280 Gage C Gage B Gage DGage A Gage E Gage F 0 10 20 30 40 50 -14 -12 -10 -8 -6 -4 -2 0 2 4 6 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-247: C7 Span 11 Girder 7 Cross Section 1 Gage C Gage M Gage F Gage E Gage DGage A 0 10 20 30 40 50 -5 0 5 10 15 20 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-248: C7 Span 11 Girder 7 Cross Section 2 281 Gage CGage B Gage D Gage A Gage E Gage F 0 10 20 30 40 50 -20 -15 -10 -5 0 5 10 15 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Di st an ce fr om bo tto m of g ird er (in .) Figure D-249: C7 Span 11 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage DGage A 0 10 20 30 40 50 -20 -10 0 10 20 30 40 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-250: C7 Span 11 Girder 8 Cross Section 2 282 D.3.8 POSITION C8 -0.25 -0.20 -0.15 -0.10 -0.05 0.00 0.05 0.10 -800 -600 -400 -200 0 200 400 600 800 Distance from center of continuity diaphragm (in.) De fle cti on s (in .) G7 G8 Figure D-251: C8 Deflections -40 -20 0 20 40 60 80 100 -200 -100 0 100 200 300 400 500 600 700 Strain Gage position relative to the continuity diaphragm (in.) St rai n ( mi llio nt hs ) G7 - C8 G8 - C8 Figure D-252: C8 Bottom Fiber Strains 283 Gage C Gage B Gage D Gage A Gage E Gage F 0 10 20 30 40 50 -80 -70 -60 -50 -40 -30 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-253: C8 Span 10 Girder 7 Cross Section1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -30 -25 -20 -15 -10 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-254: C8 Span 10 Girder 7 Cross Section 2 284 Gage C Gage B Gage D Gage A Gage E Gage F 0 10 20 30 40 50 -35 -30 -25 -20 -15 -10 -5 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-255: C8 Span 10 Girder 8 Cross Section 1 Gage A Gage D Gage E Gage F Gage M Gage C 0 10 20 30 40 50 -35 -30 -25 -20 -15 -10 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-256: C8 Span 10 Girder 8 Cross Section 2 285 Gage C Gage B Gage D Gage A Gage E Gage F 0 10 20 30 40 50 -35 -30 -25 -20 -15 -10 -5 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-257: C8 Span 11 Girder 7 Cross Section 1 Gage C Gage M Gage F Gage E Gage DGage A 0 10 20 30 40 50 -12 -10 -8 -6 -4 -2 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-258: C8 Span 11 Girder 7 Cross Section 2 286 Gage CGage B Gage DGage A Gage E Gage F 0 10 20 30 40 50 -35 -30 -25 -20 -15 -10 -5 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Di st an ce fr om bo tto m of g ird er (in .) Figure D-259: C8 Span 11 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage DGage A 0 10 20 30 40 50 -25 -20 -15 -10 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-260: C8 Span 11 Girder 8 Cross Section 2 287 D.3.9 POSITION C9 -0.35 -0.30 -0.25 -0.20 -0.15 -0.10 -0.05 0.00 0.05 0.10 -800 -600 -400 -200 0 200 400 600 800 Distance from center of continuity diaphragm (in.) De fle cti on s (in .) G7 G8 Figure D-261: C9 Deflections -40 -20 0 20 40 60 80 100 120 -200 -100 0 100 200 300 400 500 600 700 Strain Gage position relative to the continuity diaphragm (in.) St rai n ( mi llio nt hs ) G7 - C9 G8 - C9 Figure D-262: C9 Bottom Fiber Strains 288 Gage C Gage B Gage D Gage A Gage E Gage F 0 10 20 30 40 50 -90 -80 -70 -60 -50 -40 -30 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-263: C9 Span 10 Girder 7 Cross Section1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -30 -25 -20 -15 -10 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-264: C9 Span 10 Girder 7 Cross Section 2 289 Gage CGage B Gage D Gage A Gage E Gage F 0 10 20 30 40 50 -35 -30 -25 -20 -15 -10 -5 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-265: C9 Span 10 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage DGage A 0 10 20 30 40 50 -35 -30 -25 -20 -15 -10 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-266: C9 Span 10 Girder 8 Cross Section 2 290 Gage C Gage B Gage D Gage A Gage E Gage F 0 10 20 30 40 50 -35 -30 -25 -20 -15 -10 -5 0 5 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-267: C9 Span 11 Girder 7 Cross Section 1 Gage C Gage M Gage F Gage E Gage DGage A 0 10 20 30 40 50 -30 -25 -20 -15 -10 -5 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-268: C9 Span 11 Girder 7 Cross Section 2 291 Gage C Gage B Gage DGage A Gage E Gage F 0 10 20 30 40 50 -60 -50 -40 -30 -20 -10 0 Strain (millionths) Di sta nc e f ro m bo tto m of gir de r ( in. ) Figure D-269: C9 Span 11 Girder 8 Cross Section 1 Gage C Gage M Gage F Gage E Gage D Gage A 0 10 20 30 40 50 -60 -50 -40 -30 -20 -10 0 Strain (millionths) Di st an ce fr om b ot to m o f g ird er (i n. ) Figure D-270: C9 Span 11 Girder 8 Cross Section 2