Behavior of a Damaged Prestressed Concrete Bridge Repaired with Fiber-Reinforced Polymer Reinforcement by Wesley Oliver Bullock 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 December 12, 2011 Keywords: fiber-reinforced polymer, FRP, effective debonding strain, cracking, crack-opening displacement, repair Copyright 2011 by Wesley Oliver Bullock Approved by Robert W. Barnes, Chair, James J. Mallett Associate Professor of Civil Engineering Anton K. Schindler, Associate Professor of Civil Engineering Justin D. Marshall, Assistant Professor of Civil Engineering ii 0BAbstract After the construction of elevated portions of I-565 in Huntsville, Alabama, cracks were discovered in numerous prestressed concrete bulb-tee bridge girders that were constructed to exhibit continuous behavior in response to post-construction loads. Previous investigations conducted by Alabama Department of Transportation (ALDOT) and Auburn University Highway Research Center (AUHRC) personnel resulted in determinations that the cracking was a result of restrained thermal deformations and inadequate reinforcement details, and that the cracking compromised the strength of the girder end regions. A wet lay-up fiber-reinforced polymer (FRP) repair scheme was proposed to address the deficiency. To assess the efficacy of the FRP repair solution, load testing and finite element model (FEM) analyses were conducted for pre- and post- repair conditions of Northbound Spans 10 and 11. Pre-repair testing was conducted on June 1 and 2, 2005. The FRP reinforcement system was installed in December 2007. Post-repair testing was conducted on May 25 and 26, 2010. Post-repair testing included controlled truck loading as well as the monitoring of structural response to diurnal thermal conditions. Analysis of pre- and post-repair results indicated that the efficacy of the repair solution could not be assessed with direct comparisons between pre- and post-repair measurements due to unforeseen unintentional support conditions that were in effect during the pre-repair testing. Direct analysis of post-repair behavior indicated that the structure exhibits continuity degradation in iii response to heavy truck loads and should be considered simply supported for conservative strength-limit-state design. Analysis of responses to thermal conditions indicated the FRP reinforcement exhibits behavior that can be accurately estimated with simplified analysis of linear temperature gradient effects on restrained girders. Based on conditions observed after more than 2 years in service, the installed FRP reinforcement system was determined to be performing appropriately. Based on the experimental observations, a design procedure was developed for FRP repair of similar structures with damaged regions near continuous ends of prestressed concrete bridge girders in accordance with AASHTO LRFD Bridge Design Specifications and the recommendations of ACI 440.2R-08. The design procedure was formulated to provide the girder end regions with adequate strength-limit-state resistance for the combined effects of shear and flexure, as well as to provide adequate performance under service loads?including the effects of daily temperature variations. A design example is presented. iv 1BAcknowledgments Wesley Oliver Bullock, son of Edwin H. and Lynne D. Bullock, was born in Birmingham, Alabama on March 22, 1985. In May of 2008, he received a Bachelor of Science in Civil Engineering from Auburn University in Auburn, Alabama. He entered the Graduate School at Auburn University in August of 2008 in pursuit of his Master of Science in Civil Engineering. Edwin and Lynne Bullock cannot be thanked enough for all of their mental, physical, financial, and emotional support throughout the entirety of this education. The author would like to thank the numerous people that have had an influence on the completion of this research. He would especially like to thank his graduate advisor and committee chair, Dr. Robert Barnes, for years of guidance and instruction, which included countless hours devoted to this project. The author would also like to thank his committee members, Dr. Anton Schindler and Dr. Justin Marshall, for their review of this work and their constructive comments. There were also many other people who specifically contributed to the success of the bridge testing process. These contributors include Will Minton, Sam Keske, Tom Hadzor, Mr. Billy Wilson, Dr. Paul Ziehl, and assisting ALDOT personnel. Everyone?s contributions are greatly appreciated. The author would also like to thank all family and friends who have provided encouragement over the years. Special thanks are due to Mom, Dad, and Blair, whose unwavering patience and love have been truly inspirational. v 2BTable of Contents 0HAbstract ............................................................................................................................... 946Hii 1HAcknowledgments.............................................................................................................. 947Hiv 2HList of Tables .................................................................................................................... 948Hxv 3HList of Figures ................................................................................................................. 949Hxxii 4HChapter 1: Introduction ...................................................................................................... 950H1 5H1.1 Project Overview .................................................................................................. 951H1 6H1.2 Need for Research ................................................................................................ 952H3 7H1.3 Objective and Scope ............................................................................................. 953H6 8H1.4 Thesis Organization .............................................................................................. 954H6 9HChapter 2: History of the Bridge Structure and Associated Research ............................... 955H8 10H2.1 Introduction .......................................................................................................... 956H8 11H2.2 Bridge Construction .............................................................................................. 957H8 12H2.3 Structural Geometry and Material Properties ....................................................... 958H9 13H2.3.1 Spans Investigated .......................................................................................... 959H9 14H2.3.2 Girder Types ................................................................................................. 960H12 15H2.3.3 Prestressing Strands ...................................................................................... 961H14 16H2.3.4 Shear Reinforcement .................................................................................... 962H18 17H2.3.5 Continuity Reinforcement ............................................................................ 963H23 18H2.3.6 Bridge Deck .................................................................................................. 964H26 vi 19H2.4 Unexpected Cracking ......................................................................................... 965H29 20H2.4.1 Crack Locations ............................................................................................ 966H29 21H2.4.2 Previous Repairs and Safety Measures ......................................................... 967H33 22H2.4.3 Causes for Cracking ..................................................................................... 968H37 23H2.4.4 Ramifications of Cracking ............................................................................ 969H41 24H2.5 Bridge Behavior Analysis ................................................................................... 970H42 25H2.5.1 Behavior Types Considered ......................................................................... 971H43 26H2.5.2 Analysis Methods ......................................................................................... 972H43 27H2.6 Design of External Fiber-Reinforced Polymer Strengthening System ......................................................................................... 973H50 28H2.7 Load Tests Prior to FRP Reinforcement Installation ......................................... 974H54 29H2.7.1 Instrumentation for Pre-Repair Load Testing ............................................... 975H55 30H2.7.2 Procedures for Pre-Repair Load Testing ...................................................... 976H55 31H2.7.3 Results of Pre-Repair Load Testing ............................................................. 977H56 32H2.8 Finite-Element Analysis of Bridge Behavior ..................................................... 978H57 33H2.8.1 Uncracked Model ......................................................................................... 979H58 34H2.8.2 Cracked Model ............................................................................................. 980H58 35H2.8.3 Cracked-with-Reinforcement Model ............................................................ 981H59 36H2.8.4 Pre-Repair Model ......................................................................................... 982H59 37H2.8.5 Post-Repair Model ........................................................................................ 983H60 38H2.9 Installation of External FRP Reinforcement ...................................................... 984H60 39H2.9.1 Surface Preparation ...................................................................................... 985H61 40H2.9.2 Adhesion Testing .......................................................................................... 986H64 vii 41H2.9.3 Tensile Testing ............................................................................................. 987H66 42H2.9.4 FRP Fabric Installation Procedures .............................................................. 988H67 43H2.9.5 Painting of Installed FRP Reinforcement ..................................................... 989H72 44H2.9.6 FRP Reinforcement Installation Timeline .................................................... 990H74 45H2.10 Current Research ................................................................................................ 991H77 46HChapter 3: Bridge Instrumentation................................................................................... 992H78 47H3.1 Introduction ........................................................................................................ 993H78 48H3.2 Instrumentation Overview .................................................................................. 994H78 49H3.3 Crack-Opening Displacement Gages ................................................................. 995H81 50H3.3.1 COD Gage Locations ................................................................................... 996H83 51H3.3.2 COD Gage Installation ................................................................................. 997H83 52H3.4 Deflectometers .................................................................................................... 998H86 53H3.4.1 Deflectometer Locations .............................................................................. 999H87 54H3.4.2 Deflectometer Installation ............................................................................ 1000H89 55H3.5 Strain Gages ........................................................................................................ 1001H92 56H3.5.1 Strain Gage Locations .................................................................................. 1002H93 57H3.5.2 Concrete Strain Gages ................................................................................ 1003H106 58H3.5.3 FRP Strain Gages ....................................................................................... 1004H107 59H3.5.4 Strain Gage Installation .............................................................................. 1005H108 60H3.6 Data Acquisition System .................................................................................. 1006H116 61H3.7 Sensor Notation ................................................................................................ 1007H117 62HChapter 4: Bridge Testing Procedures ........................................................................... 1008H119 63H4.1 Introduction ...................................................................................................... 1009H119 viii 64H4.2 Traffic Control .................................................................................................. 1010H119 65H4.3 Load Testing Trucks ......................................................................................... 1011H120 66H4.3.1 Load Truck Block Configurations .............................................................. 1012H125 67H4.3.2 Resultant Force Comparisons?Pre- and Post-Repair ............................... 1013H130 68H4.3.3 Night 1?AE Preloading?LC-6.5 ............................................................. 1014H132 69H4.3.4 Night 2?AE Loading and Multiposition Load Test?LC-6 ..................... 1015H132 70H4.3.5 Truck Weight Limits .................................................................................. 1016H133 71H4.4 Load Testing Traverse Lanes and Stop Positions ............................................. 1017H133 72H4.4.1 Traverse Lanes ............................................................................................ 1018H134 73H4.4.2 Stop Positions ............................................................................................. 1019H136 74H4.5 Acoustic Emissions Load Testing .................................................................... 1020H139 75H4.6 Bridge Monitoring ............................................................................................ 1021H142 76H4.6.1 Weather Conditions during Pre-Repair Testing ......................................... 1022H142 77H4.6.2 Weather Conditions during Post-Repair Testing ........................................ 1023H143 78H4.7 Multiposition Load Testing .............................................................................. 1024H145 79H4.8 Superposition Testing ....................................................................................... 1025H146 80H4.9 Data Reduction and Analysis ........................................................................... 1026H149 81HChapter 5: Results and Discussion ................................................................................. 1027H151 82H5.1 Introduction ...................................................................................................... 1028H151 83H5.2 Bearing Pad Effects .......................................................................................... 1029H152 84H5.3 Bridge Response to Truck Loads?Post-Repair ............................................... 1030H158 85H5.3.1 Response to Different Horizontal Truck Alignments ................................. 1031H158 86H5.3.2 Indications of Damage to Instrumented Girders ........................................ 1032H163 ix 87H5.3.3 Post-Repair Continuity Behavior Assessment ............................................ 1033H181 88H5.3.4 Linear-Elastic Behavior .............................................................................. 1034H209 89H5.3.5 Relationship between Truck Position and FRP Tensile Demand ............... 1035H220 90H5.4 Bridge Response to Ambient Thermal Conditions ........................................... 1036H229 91H5.4.1 Theoretical Response to Ambient Thermal Conditions ............................. 1037H230 92H5.4.2 Measured Responses to Ambient Thermal Conditions .............................. 1038H247 93H5.5 Performance of FRP Reinforcement ................................................................ 1039H287 94H5.6 Conclusions ...................................................................................................... 1040H287 95HChapter 6: FRP Reinforcement Design.......................................................................... 1041H291 96H6.1 Introduction ...................................................................................................... 1042H291 97H6.2 Necessity of FRP Reinforcement ..................................................................... 1043H292 98H6.3 FRP Reinforcement Product Selection ............................................................. 1044H292 99H6.4 Strength-Limit-State Design ............................................................................. 1045H295 100H6.4.1 Critical Cross-Section Locations ................................................................ 1046H296 101H6.4.2 Critical Load Conditions ............................................................................ 1047H296 102H6.4.3 Strength-Limit-State Temperature Demands ............................................. 1048H298 103H6.4.4 Material Properties ..................................................................................... 1049H298 104H6.4.5 Dimensional Properties .............................................................................. 1050H302 105H6.4.6 Initial Estimate of Required FRP Layers .................................................... 1051H305 106H6.4.7 Vertical Shear Strength Resistance ............................................................ 1052H307 107H6.4.8 Tensile Strength .......................................................................................... 1053H314 108H6.4.9 Check Strengths of Each Location with Equal Layers of FRP .................. 1054H316 109H6.5 Length of FRP Reinforcement Installation ....................................................... 1055H317 x 110H6.6 Anchorage ......................................................................................................... 1056H318 111H6.7 Service Limit State ........................................................................................... 1057H320 112H6.8 Design Summary .............................................................................................. 1058H322 113H6.9 Installation Recommendations ......................................................................... 1059H322 114H6.9.1 Preparing for Installation ............................................................................ 1060H323 115H6.9.2 FRP Reinforcement Installation ................................................................. 1061H326 116HChapter 7: Summary and Conclusions ........................................................................... 1062H330 117H7.1 Project Summary .............................................................................................. 1063H330 118H7.2 Conclusions ...................................................................................................... 1064H333 119H7.2.1 FRP Reinforcement Installation ................................................................. 1065H333 120H7.2.2 Observed Responses to Truck Loads ......................................................... 1066H333 121H7.2.3 Theoretical Responses to Ambient Thermal Conditions ............................ 1067H335 122H7.2.4 Observed Responses to Ambient Thermal Conditions ............................... 1068H335 123H7.2.5 Performance of FRP Reinforcement .......................................................... 1069H337 124H7.2.6 FRP Design Recommendations .................................................................. 1070H337 125H7.2.7 FRP Reinforcement Installation Recommendations .................................. 1071H338 126HChapter 8: Recommendations ........................................................................................ 1072H340 127H8.1 Design of FRP Reinforcement Repair Solutions .............................................. 1073H340 128H8.2 Installation of FRP Reinforcement Systems ..................................................... 1074H341 129H8.3 Northbound Spans 10 and 11 of I-565 ............................................................. 1075H341 130H8.4 Recommendations for Further Research .......................................................... 1076H343 131H8.4.1 In-Service Load Testing ............................................................................. 1077H343 132H8.4.2 In-Service Bridge Monitoring .................................................................... 1078H344 xi 133H8.4.3 Laboratory Testing ..................................................................................... 1079H344 134HReferences ....................................................................................................................... 1080H347 135HAppendix A: Abbreviations and Notation ..................................................................... 1081H352 136HAppendix B: Multiposition Load Test?Graphical Results ........................................... 1082H356 137HB.1 Lane A .............................................................................................................. 1083H357 138HB.1.1 Crack-Opening Displacements ................................................................... 1084H357 139HB.1.2 Deflections .................................................................................................. 1085H362 140HB.1.3 Cross-Section Strains .................................................................................. 1086H367 141HB.1.4 Bottom-Fiber Strains?Both Girders ......................................................... 1087H407 142HB.2 Lane C .............................................................................................................. 1088H422 143HB.2.1 Crack-Opening Displacements ................................................................... 1089H422 144HB.2.2 Deflections .................................................................................................. 1090H427 145HB.2.3 Cross-Section Strains .................................................................................. 1091H432 146HB.2.4 Bottom-Fiber Strains?Both Girders ......................................................... 1092H472 147HAppendix C: Multiposition Load Test?Measurements ................................................ 1093H487 148HC.1 Lane A .............................................................................................................. 1094H488 149HC.2 Lane C .............................................................................................................. 1095H498 150HAppendix D: Bridge Monitoring?Graphical Results ................................................... 1096H508 151HD.1 Crack-Opening Displacements ......................................................................... 1097H509 152HD.2 Deflections ........................................................................................................ 1098H510 153HD.3 Bottom-Fiber Strains ........................................................................................ 1099H511 154HD.4 Bottom-Fiber Strains and Crack-Opening Displacements ............................... 1100H514 155HAppendix E: Bridge Monitoring Measurements ............................................................ 1101H516 xii 156HE.1 Crack-Opening Displacements ......................................................................... 1102H517 157HE.2 Deflections ........................................................................................................ 1103H518 158HE.3 Cross-Section Strains ........................................................................................ 1104H520 159HE.4 Bottom-Fiber Strains ........................................................................................ 1105H528 160HE.5 FRP Strains ....................................................................................................... 1106H532 161HAppendix F: Bridge Monitoring?Measurement Adjustments ..................................... 1107H535 162HF.1 Inconsistent Measurements .............................................................................. 1108H535 163HF.2 Deflectometer Behavior .................................................................................... 1109H535 164HF.3 Deflection Adjustments .................................................................................... 1110H536 165HF.4 Graphical Presentations of Deflection Adjustments ......................................... 1111H537 166HF.4.1 Original Deflections?Girders 7 and 8 ....................................................... 1112H537 167HF.4.2 Adjusted Deflections of Girder 7 in Span 10 ............................................. 1113H538 168HF.4.3 Adjusted Deflections of Girder 7 in Span 11 ............................................. 1114H541 169HF.4.4 Adjusted Deflections of Girder 8 in Span 10 ............................................. 1115H544 170HF.4.5 Adjusted Deflections of Girder 8 in Span 11 ............................................. 1116H547 171HF.4.6 Final Adjusted Deflections?Girders 7 and 8 ............................................ 1117H550 172HF.5 Strain Measurement Adjustments ..................................................................... 1118H551 173HAppendix G: Superposition?Graphical Results ........................................................... 1119H553 174HG.1 Crack-Opening Displacements ......................................................................... 1120H554 175HG.2 Deflections ........................................................................................................ 1121H558 176HG.3 Bottom-Fiber Strains ........................................................................................ 1122H562 177HAppendix H: Superposition?Measurements ................................................................ 1123H566 178HAppendix I: AE Static Positions?Graphical Results .................................................... 1124H571 xiii 179HI.1 Crack-Opening Displacements ......................................................................... 1125H572 180HI.2 Deflections ........................................................................................................ 1126H577 181HI.3 Bottom-Fiber Strains ........................................................................................ 1127H582 182HI.3.1 Bottom-Fiber Strains?Girder 7 ................................................................. 1128H587 183HI.3.2 Bottom-Fiber Strains?Girder 8 ................................................................. 1129H592 184HAppendix J: AE Static Positions?Measurements ......................................................... 1130H597 185HAppendix K: False Support Bearing Pad Effects During Load Testing ........................ 1131H610 186HK.1 Installation of False Supports with Bearing Pads ............................................. 1132H610 187HK.2 Pre-Repair Bearing Pad Conditions .................................................................. 1133H613 188HK.3 Bearing Pad Removal during FRP Installation ................................................ 1134H614 189HK.4 Post-Repair Bearing Pad Conditions ................................................................ 1135H618 190HK.5 Analysis of Numerical Results ......................................................................... 1136H618 191HK.5.1 Deflections?Multiposition Load Testing .................................................. 1137H618 192HK.5.2 Crack-Opening Displacements?Multiposition Load Testing ................... 1138H623 193HK.5.3 Surface Strains ............................................................................................ 1139H628 194HK.5.4 Superposition Deflections .......................................................................... 1140H636 195HK.6 Bearing Pad Effects .......................................................................................... 1141H639 196HAppendix L: Data Acquisition Channel Layout ............................................................ 1142H640 197HAppendix M: Strain Gage Installation Procedure?FRP Reinforcement ...................... 1143H644 198HAppendix N: FRP Reinforcement Design Example ...................................................... 1144H652 199HN.1 Introduction ...................................................................................................... 1145H652 200HN.2 Product Selection .............................................................................................. 1146H652 201HN.3 Strength-Limit-State Design ............................................................................. 1147H652 xiv 202HN.3.1 Critical Cross-Section Locations ................................................................ 1148H653 203HN.3.2 Critical Load Conditions ............................................................................ 1149H658 204HN.3.3 Material Properties ..................................................................................... 1150H662 205HN.3.4 Dimensional Properties .............................................................................. 1151H664 206HN.3.5 Initial Estimate of Required FRP Layers .................................................... 1152H671 207HN.3.6 Shear Strength Check?Three Layers ........................................................ 1153H674 208HN.3.7 Shear Strength?Five Layers ..................................................................... 1154H682 209HN.4 Extent of FRP Installation ................................................................................ 1155H695 210HN.5 Anchorage ......................................................................................................... 1156H698 211HN.6 Service-Limit-State Verification ...................................................................... 1157H698 212HN.7 Design Summary .............................................................................................. 1158H699 213HN.8 Installation Recommendations ......................................................................... 1159H700 214HN.9 Comparison of Design Recommendation and Previously Installed FRP ......... 1160H700 215HN.10 Varying Modulus of Elasticity for FRP Reinforcement ................................... 1161H703 xv 3BList of Tables 216HTable 2.1: Stirrup mild steel bar details (ALDOT 1988; Swenson 2003) ................ 1162H21 217HTable 2.2: Summary of cracking in prestressed concrete girders made continuous for live loads (ALDOT 1994) ............................................... 1163H33 218HTable 2.3: Weather during FRP reinforcement installation (NOAA 2008) ............. 1164H74 219HTable 3.1: COD gage locations ................................................................................. 1165H83 220HTable 3.2: Deflectometer locations ........................................................................... 1166H89 221HTable 3.3: Strain-gaged cross sections ..................................................................... 1167H95 222HTable 3.4: Strain gage locations within cross section ............................................. 1168H101 223HTable 4.1: Load truck weight distributions?pre-repair ......................................... 1169H126 224HTable 4.2: Load truck weight distributions?post-repair ....................................... 1170H127 225HTable 4.3: Comparison of unconventional load truck weight distributions ........... 1171H127 226HTable 4.4: Resultant force comparisons?ST-6400?LC-6 ................................... 1172H130 227HTable 4.5: Resultant force comparisons?ST-6400?LC-6.5 ................................ 1173H130 228HTable 4.6: Resultant force comparisons?ST-6902 and ST-6538?LC-6 ............. 1174H131 229HTable 4.7: Resultant force comparisons?ST-6902 and ST-6538?LC-6.5 .......... 1175H131 230HTable 4.8: Stop position locations .......................................................................... 1176H137 231HTable 4.9: Weather during pre-repair bridge testing (NOAA 2005) ...................... 1177H143 xvi 232HTable 4.10: Weather during post-repair bridge testing (NOAA 2010) ..................... 1178H144 233HTable 4.11: Temperatures measured during bridge monitoring (NOAA 2010) ....... 1179H144 234HTable 5.1: Bearing pad effects?crack-opening displacements ............................. 1180H157 235HTable 5.2: Midspan truck positions?deflections ................................................... 1181H162 236HTable 5.3: AE truck positions?crack-opening displacements .............................. 1182H167 237HTable 5.4: AE truck positions?bottom-fiber strains?Girder 7 ............................ 1183H173 238HTable 5.5: AE truck positions?bottom-fiber strains?Girder 8 ............................ 1184H174 239HTable 5.6: Midspan truck positions?deflections ................................................... 1185H185 240HTable 5.7: Midspan truck positions?bottom-fiber strains?Girder 7 ................... 1186H191 241HTable 5.8: Midspan truck positions?bottom-fiber strains?Girder 8 ................... 1187H192 242HTable 5.9: Damaged region truck positions?bottom-fiber strains?Girder 7 ....... 1188H196 243HTable 5.10: Damaged region truck positions?bottom-fiber strains?Girder 8 ....... 1189H197 244HTable 5.13: Midspan truck positions?maximum crack closures ............................ 1190H203 245HTable 5.14: Damaged region truck positions?maximum crack openings .............. 1191H207 246HTable 5.15: Superposition?deflections ................................................................... 1192H211 247HTable 5.16: Superposition?maximum crack closures ............................................. 1193H213 248HTable 5.17: Superposition?bottom-fiber strains?Girder 7 .................................... 1194H217 249HTable 5.18: Superposition?bottom-fiber strains?Girder 8 .................................... 1195H218 250HTable 5.19: FRP tensile demand?bottom-fiber strains?Span 11 truck positions . 1196H228 251HTable 5.20: Crack openings?Span 11 truck positions ............................................ 1197H228 252HTable 5.21: Temperatures measured during bridge monitoring (NOAA 2010) ....... 1198H248 xvii 253HTable 5.22: Maximum upward deflections?thermal conditions ............................. 1199H251 254HTable 5.23: Maximum upward deflections?post-repair ......................................... 1200H252 255HTable 5.24: Deflections?ambient thermal conditions ............................................. 1201H256 256HTable 5.25: Maximum bottom-fiber tensile strains?Girder 7? thermal conditions ................................................................................. 1202H260 257HTable 5.26: Maximum bottom-fiber tensile strains?Girder 8? thermal conditions ................................................................................. 1203H261 258HTable 5.27: Maximum bottom-fiber tensile strains?Girder 7 ................................. 1204H262 259HTable 5.28: Maximum bottom-fiber tensile strains?Girder 8 ................................. 1205H263 260HTable 5.29: Bottom-fiber strains?Girder 7?ambient thermal conditions ............. 1206H267 261HTable 5.30: Bottom-fiber strains?Girder 8?ambient thermal conditions ............. 1207H268 262HTable 5.31: Maximum crack openings?thermal conditions ................................... 1208H281 263HTable 5.32: Maximum crack openings?thermal and load truck conditions ........... 1209H281 264HTable 5.33: Crack-opening displacements?ambient thermal conditions ................ 1210H282 265HTable 5.34: Crack openings and bottom-fiber strains?thermal conditions ............. 1211H285 266HTable C.1: Lane A?crack-opening displacements ................................................. 1212H488 267HTable C.2: Lane A?deflections .............................................................................. 1213H489 268HTable C.3: Lane A?cross-section strains?Girder 7?Span 10 ............................ 1214H490 269HTable C.4: Lane A?cross-section strains?Girder 7?Span 11 ............................ 1215H491 270HTable C.5: Lane A?cross-section strains?Girder 8?Span 10 ............................ 1216H492 271HTable C.6: Lane A?cross-section strains?Girder 8?Span 11 ............................ 1217H493 272HTable C.7: Lane A?bottom-fiber strains?Girder 7 .............................................. 1218H494 xviii 273HTable C.8: Lane A?bottom-fiber strains?Girder 8 .............................................. 1219H495 274HTable C.9: Lane A?FRP strains?Girder 7 ........................................................... 1220H496 275HTable C.10: Lane A?FRP strains?Girder 8 ........................................................... 1221H497 276HTable C.11: Lane C?crack-opening displacements ................................................. 1222H498 277HTable C.12: Lane C?deflections .............................................................................. 1223H499 278HTable C.13: Lane C?cross-section strains?Girder 7?Span 10 ............................. 1224H500 279HTable C.14: Lane C?cross-section strains?Girder 7?Span 11 ............................. 1225H501 280HTable C.15: Lane C?cross-section strains?Girder 8?Span 10 ............................. 1226H502 281HTable C.16: Lane C?cross-section strains?Girder 8?Span 11 ............................. 1227H503 282HTable C.17: Lane C?bottom-fiber strains?Girder 7 .............................................. 1228H504 283HTable C.18: Lane C?bottom-fiber strains?Girder 8 .............................................. 1229H505 284HTable C.19: Lane C?FRP strains?Girder 7 ........................................................... 1230H506 285HTable C.20: Lane C?FRP strains?Girder 8 ........................................................... 1231H507 286HTable E.1: Bridge monitoring?crack-opening displacements ............................... 1232H517 287HTable E.2: Bridge monitoring?deflections?Girder 7 .......................................... 1233H518 288HTable E.3: Bridge monitoring?deflections?Girder 8 .......................................... 1234H519 289HTable E.4: Bridge monitoring?strains?Girder 7?Section 1 .............................. 1235H520 290HTable E.5: Bridge monitoring?strains?Girder 7?Section 2 .............................. 1236H521 291HTable E.6: Bridge monitoring?strains?Girder 7?Section 3 .............................. 1237H522 292HTable E.7: Bridge monitoring?strains?Girder 7?Section 4 .............................. 1238H523 293HTable E.8: Bridge monitoring?strains?Girder 8?Section 1 .............................. 1239H524 xix 294HTable E.9: Bridge monitoring?strains?Girder 8?Section 2 .............................. 1240H525 295HTable E.10: Bridge monitoring?strains?Girder 8?Section 3 .............................. 1241H526 296HTable E.11: Bridge monitoring?strains?Girder 8?Section 4 .............................. 1242H527 297HTable E.12: Bridge monitoring?bottom-fiber strains?Girder 7 ............................ 1243H528 298HTable E.13: Bridge monitoring?bottom-fiber strains?Girder 8 ............................ 1244H530 299HTable E.14: Bridge monitoring?FRP strains?Girder 7 ......................................... 1245H532 300HTable E.15: Bridge monitoring?FRP strains?Girder 8 ......................................... 1246H533 301HTable H.1: Superposition?crack-opening displacements ...................................... 1247H567 302HTable H.2: Superposition?deflections ................................................................... 1248H568 303HTable H.3: Superposition?bottom-fiber strains?Girder 7 .................................... 1249H569 304HTable H.4: Superposition?bottom-fiber strains?Girder 8 .................................... 1250H570 305HTable J.1: AE static positions?crack-opening displacements .............................. 1251H600 306HTable J.2: AE static positions?deflections ........................................................... 1252H601 307HTable J.3: AE static positions?cross-section strains?Girder 7?Span 10 .......... 1253H602 308HTable J.4: AE static positions?cross-section strains?Girder 7?Span 11 .......... 1254H603 309HTable J.5: AE static positions?cross-section strains?Girder 8?Span 10 .......... 1255H604 310HTable J.6: AE static positions?cross-section strains?Girder 8?Span 11 .......... 1256H605 311HTable J.7: AE static positions?bottom-fiber strains?Girder 7 ............................ 1257H606 312HTable J.8: AE static positions?bottom-fiber strains?Girder 8 ............................ 1258H607 313HTable J.9: AE static positions?FRP strains?Girder 7 ......................................... 1259H608 314HTable J.10: AE static positions?FRP strains?Girder 8 ......................................... 1260H609 xx 315HTable K.1: Deflections?A1 .................................................................................... 1261H619 316HTable K.2: Deflections?A9 .................................................................................... 1262H620 317HTable K.3: Deflections?C1 .................................................................................... 1263H621 318HTable K.4: Deflections?C9 .................................................................................... 1264H622 319HTable K.5: Bearing pad effects?crack-opening displacements ............................. 1265H627 320HTable K.6: Deflections?superposition?A1 and A9 ............................................. 1266H637 321HTable K.7: Deflections?superposition?A1 + A9 ................................................. 1267H638 322HTable L.1: Data acquisition channels?crack-opening displacement gages ........... 1268H641 323HTable L.2: Data acquisition channels?deflectometers .......................................... 1269H641 324HTable L.3: Data acquisition channels?strain gages?Span 10 .............................. 1270H642 325HTable L.4: Data acquisition channels?strain gages?Span 11 .............................. 1271H643 326HTable N.1: Critical cross-section locations .............................................................. 1272H653 327HTable N.2: Critical load conditions ......................................................................... 1273H659 328HTable N.3: Material properties ................................................................................ 1274H663 329HTable N.4: Cross-section dimensional properties .................................................... 1275H664 330HTable N.5: Reinforcement dimensional properties .................................................. 1276H666 331HTable N.6: Initial estimate for minimum area of FRP required .............................. 1277H672 332HTable N.7: Initial estimate for minimum layers of FRP required ............................ 1278H673 333HTable N.8: Effective FRP debonding strain?three layers ...................................... 1279H675 334HTable N.9: Effective shear depth?three layers ...................................................... 1280H677 335HTable N.10: Net longitudinal tensile strain?three layers ....................................... 1281H679 xxi 336HTable N.11: Layers required satisfying net longitudinal tensile strain ...................... 1282H681 337HTable N.12: Effective FRP debonding strain?five layers ........................................ 1283H683 338HTable N.13: Effective shear depth?five layers ........................................................ 1284H684 339HTable N.14: Net longitudinal tensile strain?five layers ........................................... 1285H685 340HTable N.15: Vertical shear strength?concrete?five layers .................................... 1286H687 341HTable N.16: Vertical shear strength?vertical reinforcement?five layers ............... 1287H688 342HTable N.17: Nominal shear strength?five layers ..................................................... 1288H689 343HTable N.18: Vertical shear strength verification?five layers ................................... 1289H690 344HTable N.19: Longitudinal tension strength?five layers ........................................... 1290H691 345HTable N.20: Longitudinal tension demand?five layers ........................................... 1291H692 346HTable N.21: Longitudinal tension strength verification?five layers ........................ 1292H693 347HTable N.22: Comparisons of strength and demand?five layers .............................. 1293H694 xxii 4BList of Figures 348HFigure 1.1: Elevated spans of I-565 in Huntsville, Alabama ....................................... 1294H1 349HFigure 1.2: Northbound Bent 11 of I-565 in Huntsville, Alabama .............................. 1295H2 350HFigure 1.3: Cracked pre-tensioned bulb-tee girders of I-565 (Barnes et al. 2006) ...... 1296H2 351HFigure 1.4: Girder 9 of Northbound Spans 10 and 11?repaired ................................ 1297H5 352HFigure 1.5: Girders 7, 8, and 9 of Northbound Span 10?repaired ............................. 1298H5 353HFigure 2.1: Plan view of the two-span continuous unit (ALDOT 1988) ................... 1299H10 354HFigure 2.2: Elevation view of the two-span continuous unit (ALDOT 1988) ........... 1300H10 355HFigure 2.3: Detailed plan view of the two-span continuous unit (ALDOT 1988) ..... 1301H11 356HFigure 2.4: Cross section of a typical BT-54 girder (ALDOT 1988; Swenson 2003) 1302H13 357HFigure 2.5: Prestressed strand pattern near girder end (ALDOT 1988; Swenson 2003) .............................................................. 1303H14 358HFigure 2.6: Prestressed strand pattern near girder midpoint (ALDOT 1988; Swenson 2003) .............................................................. 1304H15 359HFigure 2.7: Prestressed strand profile (Swenson 2003) ............................................. 1305H17 360HFigure 2.8: Vertical shear reinforcement near girder end (ALDOT 1988; Swenson 2003) .............................................................. 1306H19 361HFigure 2.9: Vertical shear reinforcement near girder midpoint (ALDOT 1988; Swenson 2003) .............................................................. 1307H20 xxiii 362HFigure 2.10: Location and spacing of vertical shear reinforcement (ALDOT 1988; Swenson 2003) .............................................................. 1308H22 363HFigure 2.11: Continuity reinforcement?continuity diaphragm detail (ALDOT 1988; Swenson 2003) .............................................................. 1309H24 364HFigure 2.12: Continuity reinforcement of a typical BT-54 cross section (ALDOT 1988; Swenson 2003) .............................................................. 1310H25 365HFigure 2.13: Cross section view of deck slab reinforcement over an exterior girder (ALDOT 1988; Swenson 2003) .............................................................. 1311H27 366HFigure 2.14: Cross section view of deck slab reinforcement over an interior girder (ALDOT 1988; Swenson 2003) .............................................................. 1312H28 367HFigure 2.15: Portion of I-565 containing cracked bridge girders (Swenson 2003) ..... 1313H30 368HFigure 2.16: Cracking pattern in end region of precast girder (Barnes et al. 2006) .... 1314H31 369HFigure 2.17: Cracked pre-tensioned bulb-tee girders (Barnes et al. 2006) .................. 1315H31 370HFigure 2.18: Typical diaphragm face crack (Swenson 2003) ...................................... 1316H32 371HFigure 2.19: Typical diaphragm end crack (Swenson 2003) ....................................... 1317H32 372HFigure 2.20: Cracks injected with epoxy (Fason 2009) ............................................... 1318H35 373HFigure 2.21: Steel frame false supports (Fason 2009) ................................................. 1319H35 374HFigure 2.22: False support bearing pad with gap between pad and girder (Fason 2009) ............................................................................................ 1320H36 375HFigure 2.23: False support bearing pad in contact with girder (Fason 2009) .............. 1321H36 376HFigure 2.24: Cracked girder with continuity reinforcement details (Barnes et al. 2006) ................................................................................. 1322H40 377HFigure 2.25: Typical strut-and-tie model (Swenson 2003) .......................................... 1323H47 xxiv 378HFigure 2.25: Longitudinal configuration profile for FRP (Barnes et al. 2006) ............ 1324H52 379HFigure 2.26: Cross-sectional configuration of FRP near diaphragm (Swenson 2003) ....................................................................................... 1325H53 380HFigure 2.27: Cross-sectional configuration of FRP beyond bearing pad (Swenson 2003) ....................................................................................... 1326H53 381HFigure 2.28: Surface cleaning?final removal of dust and debris ............................... 1327H61 382HFigure 2.29: Use of saw for bearing pad removal ........................................................ 1328H62 383HFigure 2.30: Use of torch for bearing pad removal ...................................................... 1329H63 384HFigure 2.31: Successful removal of bearing pad .......................................................... 1330H63 385HFigure 2.32: Bearing pad after forceful removal ......................................................... 1331H64 386HFigure 2.33: Adhesion test equipment (Swenson 2007) .............................................. 1332H65 387HFigure 2.34: Performance of on-site adhesion test ....................................................... 1333H65 388HFigure 2.35: Preparation of sample for tension testing ................................................ 1334H66 389HFigure 2.36: Representative sample for tension testing ............................................... 1335H67 390HFigure 2.37: Cutting strips of FRP fabric ..................................................................... 1336H68 391HFigure 2.38: Epoxy saturation of FRP fabric ............................................................... 1337H68 392HFigure 2.39: Applying epoxy to girder surface before FRP fabric installation ........... 1338H69 393HFigure 2.40: Installation of first layer of FRP fabric ................................................... 1339H69 394HFigure 2.41: Four layers of installed FRP fabric .......................................................... 1340H70 395HFigure 2.42: FRP installation sequence?first layer ...................................................... 1341H70 396HFigure 2.43: FRP installation sequence?second layer ............................................... 1342H71 397HFigure 2.44: FRP installation sequence?third layer ................................................... 1343H72 xxv 398HFigure 2.45: FRP installation sequence?fourth layer ................................................. 1344H72 399HFigure 2.46: Painting of FRP reinforcement ................................................................ 1345H73 400HFigure 2.47: Painted FRP reinforcement of Span 10 ................................................... 1346H73 401HFigure 3.1: Instrumentation overview ........................................................................ 1347H80 402HFigure 3.2: Crack-opening displacement gage (TML 2011) ..................................... 1348H82 403HFigure 3.3: Anchor blocks for COD gage installation (Fason 2009) ......................... 1349H84 404HFigure 3.4: COD gage attached to anchor blocks ...................................................... 1350H85 405HFigure 3.5: Typical deflectometer .............................................................................. 1351H86 406HFigure 3.6: Deflectometer locations?Girder Line 7 ................................................. 1352H88 407HFigure 3.7: Deflectometer locations?Girder Line 8 ................................................. 1353H88 408HFigure 3.8: Girder attachment point for deflectometer wire ...................................... 1354H90 409HFigure 3.9: Deflectometer aluminum bar?pre-bent with adjusted turnbuckle ......... 1355H91 410HFigure 3.10: Deflectometer area?Span 11 ................................................................. 1356H92 411HFigure 3.11: Strain gage cross section locations .......................................................... 1357H94 412HFigure 3.12: Strain gage locations?Girder 7?Section 1 ........................................... 1358H96 413HFigure 3.13: Strain gage locations?Girder 7?Section 2 ........................................... 1359H96 414HFigure 3.14: Strain gage locations?Girder 7?Section 3 ........................................... 1360H97 415HFigure 3.15: Strain gage locations?Girder 7?Section 4 ........................................... 1361H97 416HFigure 3.16: Strain gage locations?Girder 8?Section 1 ........................................... 1362H98 417HFigure 3.17: Strain gage locations?Girder 8?Section 2 ........................................... 1363H98 418HFigure 3.18: Strain gage locations?Girder 8?Section 3 ........................................... 1364H99 xxvi 419HFigure 3.19: Strain gage locations?Girder 8?Section 4 ........................................... 1365H99 420HFigure 3.20: Strain gage locations?Girders 7 and 8?Section 5 .............................. 1366H100 421HFigure 3.21: Strain gage locations?Girders 7 and 8?Sections 6, 7, and 8 ............. 1367H100 422HFigure 3.22: Strain gage locations?CRACK ............................................................ 1368H101 423HFigure 3.23: Surface-mounted strain gage?concrete (Fason 2009) ......................... 1369H107 424HFigure 3.25: Strain gage installation?applying degreaser to gage location ............. 1370H109 425HFigure 3.26: Strain gage installation?removal of surface irregularities ................... 1371H110 426HFigure 3.27: Strain gage installation?initial surface cleaning .................................. 1372H110 427HFigure 3.28: Strain gage installation?clean surface prepared for solid epoxy ......... 1373H111 428HFigure 3.29: Strain gage installation?application of solid epoxy ............................ 1374H112 429HFigure 3.30: Strain gage installation?epoxy surface ................................................ 1375H112 430HFigure 3.31: Strain gage installation?gage application with thin epoxy .................. 1376H114 431HFigure 3.32: Strain gage installation?gage applied to FRP reinforcement .............. 1377H114 432HFigure 3.33: Strain gage installation?rubber coating for moisture protection ......... 1378H115 433HFigure 3.34: Strain gage installation?mastic tape for mechanical protection .......... 1379H116 434HFigure 3.35: Data acquisition hardware ..................................................................... 1380H117 435HFigure 4.1: ST-6400 (standard load truck) ............................................................... 1381H121 436HFigure 4.2: ST-6902 (pre-repair unconventional truck) ........................................... 1382H122 437HFigure 4.3: ST-6538 (post-repair replacement for pre-repair unconventional truck) ........................................................... 1383H122 438HFigure 4.4: Footprint of ALDOT load testing trucks (ST-6400 and ST-6538) ....... 1384H123 xxvii 439HFigure 4.5: Footprint of ALDOT tool trailer truck (ST-6902) ................................. 1385H124 440HFigure 4.6: LC-6.5 block configuration?post-repair ST-6400 ............................... 1386H128 441HFigure 4.7: LC-6 block configuration?post-repair ST-6400 .................................. 1387H128 442HFigure 4.8: LC-6.5 block configuration?post-repair ST-6538 ............................... 1388H129 443HFigure 4.9: LC-6 block configuration?post-repair ST-6538 .................................. 1389H129 444HFigure 4.10: Traverse lanes and stop positions?overhead photo ............................. 1390H134 445HFigure 4.11: Lane A?Horizontal truck positioning (multiposition test) .................. 1391H135 446HFigure 4.12: Lane C?Horizontal truck positioning (multiposition and AE tests) .... 1392H135 447HFigure 4.13: Stop position locations .......................................................................... 1393H138 448HFigure 4.14: Acoustic emissions test?stop position locations ................................. 1394H140 449HFigure 4.15: Superposition test?horizontal lane positioning ................................... 1395H147 450HFigure 4.16: Superposition test?stop position locations .......................................... 1396H148 451HFigure 5.1: Crack-opening displacements?pre- and post-repair?A4 ................... 1397H154 452HFigure 5.2: Crack-opening displacements?pre- and post-repair?A7 ................... 1398H155 453HFigure 5.3: Crack-opening displacements?pre- and post-repair?C4 ................... 1399H155 454HFigure 5.4: Crack-opening displacements?pre- and post-repair?C7 ................... 1400H156 455HFigure 5.5: Lane A?horizontal truck positioning ................................................... 1401H159 456HFigure 5.6: Lane C?horizontal truck positioning ................................................... 1402H159 457HFigure 5.7: Deflections?A1 .................................................................................... 1403H160 458HFigure 5.8: Deflections?A9 .................................................................................... 1404H160 459HFigure 5.9: Deflections?C1 .................................................................................... 1405H161 xxviii 460HFigure 5.10: Deflections?C9 .................................................................................... 1406H161 461HFigure 5.11: AE Span 10 truck position?crack-opening displacements?LC-6.5 ... 1407H164 462HFigure 5.12: AE Span 11 truck position?crack-opening displacements?LC-6.5 ... 1408H165 463HFigure 5.13: AE Span 10 truck position?crack-opening displacements?LC-6 ...... 1409H165 464HFigure 5.14: AE Span 11 truck position?crack-opening displacements?LC-6 ...... 1410H166 465HFigure 5.15: AE Span 10 truck position?bottom-fiber strains?LC-6.5 ................. 1411H170 466HFigure 5.16: AE Span 11 truck position?bottom-fiber strains?LC-6.5 ................. 1412H171 467HFigure 5.17: AE Span 10 truck position?bottom-fiber strains?LC-6 .................... 1413H171 468HFigure 5.18: AE Span 11 truck position?bottom-fiber strains?LC-6 .................... 1414H172 469HFigure 5.19: COD and bottom-fiber strain comparisons?LC-6.5?AE Span 10 ..... 1415H177 470HFigure 5.20: COD and bottom-fiber strain comparisons?LC-6.5?AE Span 11 ..... 1416H177 471HFigure 5.21: COD and bottom-fiber strain comparisons?LC-6?AE Span 10 ........ 1417H178 472HFigure 5.22: COD and bottom-fiber strain comparisons?LC-6?AE Span 11 ........ 1418H178 473HFigure 5.23: Deflections?A1 .................................................................................... 1419H182 474HFigure 5.24: Deflections?A9 .................................................................................... 1420H183 475HFigure 5.25: Deflections?C1 .................................................................................... 1421H183 476HFigure 5.26: Deflections?C9 .................................................................................... 1422H184 477HFigure 5.27: Deflections?post-repair?measurements and predictions?A9 .......... 1423H186 478HFigure 5.28: Deflections?post-repair?measurements and predictions?C9 .......... 1424H187 479HFigure 5.29: Bottom-fiber strain?A1 ....................................................................... 1425H188 480HFigure 5.30: Bottom-fiber strain?A9 ....................................................................... 1426H189 xxix 481HFigure 5.31: Bottom-fiber strain?C1 ........................................................................ 1427H189 482HFigure 5.32: Bottom-fiber strain?C9 ........................................................................ 1428H190 483HFigure 5.33: Bottom-fiber strain?A4 ....................................................................... 1429H194 484HFigure 5.34: Bottom-fiber strain?A7 ....................................................................... 1430H194 485HFigure 5.35: Bottom-fiber strain?C4 ........................................................................ 1431H195 486HFigure 5.36: Bottom-fiber strain?C7 ........................................................................ 1432H195 487HFigure 5.37: Bottom-fiber strain?post-repair?measurements and predictions? A7 .......................................................................................................... 1433H198 488HFigure 5.38: Bottom-fiber strain?post-repair?measurements and predictions? A9 .......................................................................................................... 1434H199 489HFigure 5.39: Bottom-fiber strain?post-repair?measurements and predictions? C7 .......................................................................................................... 1435H199 490HFigure 5.40: Bottom-fiber strain?post-repair?measurements and predictions? C9 .......................................................................................................... 1436H200 491HFigure 5.41: Midspan truck positions?crack-opening displacements?A1 ............. 1437H201 492HFigure 5.42: Midspan truck positions?crack-opening displacements?A9 ............. 1438H202 493HFigure 5.43: Midspan truck positions?crack-opening displacements?C1 ............. 1439H202 494HFigure 5.44: Midspan truck positions?crack-opening displacements?C9 ............. 1440H203 495HFigure 5.45: Damaged region truck positions?crack-opening displacements?A4 1441H205 496HFigure 5.46: Damaged region truck positions?crack-opening displacements?A7 1442H205 497HFigure 5.47: Damaged section truck positions?crack-opening displacements?C4 1443H206 498HFigure 5.48: Damaged region truck positions?crack-opening displacements?C7 . 1444H206 xxx 499HFigure 5.49: Superposition?deflections?predicted and measured ......................... 1445H210 500HFigure 5.50: Superposition?crack-opening displacements? predicted and measured ......................................................................... 1446H213 501HFigure 5.51: Superposition?bottom-fiber strains?predicted and measured ........... 1447H216 502HFigure 5.52: Longitudinal truck positions?C6 ......................................................... 1448H221 503HFigure 5.53: Longitudinal truck positions?AE LC-6 Span 11 and C7 .................... 1449H222 504HFigure 5.54: Longitudinal truck positions?C8 ......................................................... 1450H223 505HFigure 5.55: Bottom-fiber strains?C6 ...................................................................... 1451H225 506HFigure 5.56: Bottom-fiber strains?AE LC-6 Span 11 .............................................. 1452H226 507HFigure 5.57: Bottom-fiber strains?C7 ...................................................................... 1453H226 508HFigure 5.58: Bottom-fiber strains?C8 ...................................................................... 1454H227 509HFigure 5.59: Linear temperature gradient .................................................................. 1455H230 510HFigure 5.60: Two-span continuous structure subjected to linear thermal gradient .... 1456H231 511HFigure 5.61: Expected deformations?two theoretical load conditions ..................... 1457H232 512HFigure 5.62: Moment diagrams?two theoretical load conditions ............................ 1458H234 513HFigure 5.63: Curvature diagrams?two theoretical load conditions .......................... 1459H235 514HFigure 5.64: Curvature due to temperature gradient with restraint ............................ 1460H239 515HFigure 5.65: Moment due to temperature gradient with restraint .............................. 1461H240 516HFigure 5.66: Shear due to temperature gradient with restraint ................................... 1462H242 517HFigure 5.67: Bottom-fiber strain due to temperature gradient with restraint ............. 1463H243 518HFigure 5.68: Bottom-fiber stress due to temperature gradient with restraint ............. 1464H244 xxxi 519HFigure 5.69: Deflections due to temperature gradient with restraint ......................... 1465H246 520HFigure 5.70: Deflections?normal traffic?twenty-four hours?Girder 7 ................ 1466H249 521HFigure 5.71: Deflections?normal traffic?twenty-four hours?Girder 8 ................ 1467H250 522HFigure 5.72: Deflections?8:30 a.m. .......................................................................... 1468H254 523HFigure 5.73: Deflections?4:30 p.m. ......................................................................... 1469H254 524HFigure 5.74: Deflections?8:30 p.m. ......................................................................... 1470H255 525HFigure 5.75: Deflections?2:30 a.m. .......................................................................... 1471H255 526HFigure 5.76: Bottom-fiber strains?Girder 7?within 80 in. from diaphragm .......... 1472H257 527HFigure 5.77: Bottom-fiber strains?Girder 7?beyond 80 in. from diaphragm ........ 1473H258 528HFigure 5.78: Bottom-fiber strains?Girder 8?within 80 in. from diaphragm .......... 1474H258 529HFigure 5.79: Bottom-fiber strains?Girder 8?beyond 80 in. from diaphragm ........ 1475H259 530HFigure 5.80: Bottom-fiber strains?8:30 a.m. ............................................................ 1476H265 531HFigure 5.81: Bottom-fiber strains?4:30 p.m. ........................................................... 1477H265 532HFigure 5.82: Bottom-fiber strains?8:30 p.m. ........................................................... 1478H266 533HFigure 5.83: Bottom-fiber strains?2:30 a.m. ............................................................ 1479H266 534HFigure 5.84: Bottom-fiber strains?concrete?Girder 7?6:30 a.m. ......................... 1480H269 535HFigure 5.85: Bottom-fiber strains?concrete?Girder 7?4:30 p.m. ........................ 1481H270 536HFigure 5.86: Bottom-fiber strains?concrete?Girder 7?8:30 p.m. ........................ 1482H270 537HFigure 5.87: Bottom-fiber strains?concrete?Girder 7?2:30 a.m. ......................... 1483H271 538HFigure 5.88: Bottom-fiber strains?concrete?Girder 8?6:30 a.m. ......................... 1484H271 539HFigure 5.89: Bottom-fiber strains?concrete?Girder 8?4:30 p.m. ........................ 1485H272 xxxii 540HFigure 5.90: Bottom-fiber strains?concrete?Girder 8?8:30 p.m. ........................ 1486H272 541HFigure 5.91: Bottom-fiber strains?concrete?Girder 8?2:30 a.m. ......................... 1487H273 542HFigure 5.92: Bottom-fiber strains?damaged region?8:30 a.m. .............................. 1488H275 543HFigure 5.93: Bottom-fiber strains?damaged region?4:30 p.m. .............................. 1489H276 544HFigure 5.94: Bottom-fiber strains?damaged region?8:30 p.m. .............................. 1490H276 545HFigure 5.95: Bottom-fiber strains?damaged region?2:30 a.m. .............................. 1491H277 546HFigure 5.96: Crack-opening displacements?normal traffic?twenty-four hours ..... 1492H280 547HFigure 5.97: Bottom-fiber strain and COD?thermal conditions?Girder 7? Span 10 .................................................................................................. 1493H283 548HFigure 5.98: Bottom-fiber strain and COD?thermal conditions?Girder 7? Span 11 .................................................................................................. 1494H284 549HFigure 5.99: Bottom-fiber strain and COD?thermal conditions?Girder 8? Span 10 .................................................................................................. 1495H284 550HFigure 5.100: Bottom-fiber strain and COD?thermal conditions?Girder 8? Span 11 .................................................................................................. 1496H285 551HFigure 6.1: Cross-sectional configuration of FRP?near diaphragm (Swenson 2003) ..................................................................................... 1497H304 552HFigure 6.2: Cross-sectional configuration of FRP?typical (Swenson 2003) ......... 1498H304 553HFigure 6.3: Simplified model for initial estimate of FRP requirement .................... 1499H305 554HFigure 6.4: FRP fan anchorage system (Niemitz et al. 2010) .................................. 1500H319 555HFigure B.1: Crack-opening displacements?A1 ....................................................... 1501H357 556HFigure B.2: Crack-opening displacements?A2 ....................................................... 1502H358 557HFigure B.3: Crack-opening displacements?A3 ....................................................... 1503H358 xxxiii 558HFigure B.4: Crack-opening displacements?A4 ....................................................... 1504H359 559HFigure B.5: Crack-opening displacements?A5 ....................................................... 1505H359 560HFigure B.6: Crack-opening displacements?A6 ....................................................... 1506H360 561HFigure B.7: Crack-opening displacements?A7 ....................................................... 1507H360 562HFigure B.8: Crack-opening displacements?A8 ....................................................... 1508H361 563HFigure B.9: Crack-opening displacements?A9 ....................................................... 1509H361 564HFigure B.10: Deflections?A1 .................................................................................... 1510H362 565HFigure B.11: Deflections?A2 .................................................................................... 1511H363 566HFigure B.12: Deflections?A3 .................................................................................... 1512H363 567HFigure B.13: Deflections?A4 .................................................................................... 1513H364 568HFigure B.14: Deflections?A5 .................................................................................... 1514H364 569HFigure B.15: Deflections?A6 .................................................................................... 1515H365 570HFigure B.16: Deflections?A7 .................................................................................... 1516H365 571HFigure B.17: Deflections?A8 .................................................................................... 1517H366 572HFigure B.18: Deflections?A9 .................................................................................... 1518H366 573HFigure B.19: Strains?Girder 7?Section 1?A1 ....................................................... 1519H367 574HFigure B.20: Strains?Girder 7?Section 1?A2 ....................................................... 1520H368 575HFigure B.21: Strains?Girder 7?Section 1?A3 ....................................................... 1521H368 576HFigure B.22: Strains?Girder 7?Section 1?A4 ....................................................... 1522H369 577HFigure B.23: Strains?Girder 7?Section 1?A5 ....................................................... 1523H369 578HFigure B.24: Strains?Girder 7?Section 1?A6 ....................................................... 1524H370 xxxiv 579HFigure B.25: Strains?Girder 7?Section 1?A7 ....................................................... 1525H370 580HFigure B.26: Strains?Girder 7?Section 1?A8 ....................................................... 1526H371 581HFigure B.27: Strains?Girder 7?Section 1?A9 ....................................................... 1527H371 582HFigure B.28: Strains?Girder 7?Section 2?A1 ....................................................... 1528H372 583HFigure B.29: Strains?Girder 7?Section 2?A2 ....................................................... 1529H373 584HFigure B.30: Strains?Girder 7?Section 2?A3 ....................................................... 1530H373 585HFigure B.31: Strains?Girder 7?Section 2?A4 ....................................................... 1531H374 586HFigure B.32: Strains?Girder 7?Section 2?A5 ....................................................... 1532H374 587HFigure B.33: Strains?Girder 7?Section 2?A6 ....................................................... 1533H375 588HFigure B.34: Strains?Girder 7?Section 2?A7 ....................................................... 1534H375 589HFigure B.35: Strains?Girder 7?Section 2?A8 ....................................................... 1535H376 590HFigure B.36: Strains?Girder 7?Section 2?A9 ....................................................... 1536H376 591HFigure B.37: Strains?Girder 7?Section 3?A1 ....................................................... 1537H377 592HFigure B.38: Strains?Girder 7?Section 3?A2 ....................................................... 1538H378 593HFigure B.39: Strains?Girder 7?Section 3?A3 ....................................................... 1539H378 594HFigure B.40: Strains?Girder 7?Section 3?A4 ....................................................... 1540H379 595HFigure B.41: Strains?Girder 7?Section 3?A5 ....................................................... 1541H379 596HFigure B.42: Strains?Girder 7?Section 3?A6 ....................................................... 1542H380 597HFigure B.43: Strains?Girder 7?Section 3?A7 ....................................................... 1543H380 598HFigure B.44: Strains?Girder 7?Section 3?A8 ....................................................... 1544H381 599HFigure B.45: Strains?Girder 7?Section 3?A9 ....................................................... 1545H381 xxxv 600HFigure B.46: Strains?Girder 7?Section 4?A1 ....................................................... 1546H382 601HFigure B.47: Strains?Girder 7?Section 4?A2 ....................................................... 1547H383 602HFigure B.48: Strains?Girder 7?Section 4?A3 ....................................................... 1548H383 603HFigure B.49: Strains?Girder 7?Section 4?A4 ....................................................... 1549H384 604HFigure B.50: Strains?Girder 7?Section 4?A5 ....................................................... 1550H384 605HFigure B.51: Strains?Girder 7?Section 4?A6 ....................................................... 1551H385 606HFigure B.52: Strains?Girder 7?Section 4?A7 ....................................................... 1552H385 607HFigure B.53: Strains?Girder 7?Section 4?A8 ....................................................... 1553H386 608HFigure B.54: Strains?Girder 7?Section 4?A9 ....................................................... 1554H386 609HFigure B.55: Strains?Girder 8?Section 1?A1 ....................................................... 1555H387 610HFigure B.56: Strains?Girder 8?Section 1?A2 ....................................................... 1556H388 611HFigure B.57: Strains?Girder 8?Section 1?A3 ....................................................... 1557H388 612HFigure B.58: Strains?Girder 8?Section 1?A4 ....................................................... 1558H389 613HFigure B.59: Strains?Girder 8?Section 1?A5 ....................................................... 1559H389 614HFigure B.60: Strains?Girder 8?Section 1?A6 ....................................................... 1560H390 615HFigure B.61: Strains?Girder 8?Section 1?A7 ....................................................... 1561H390 616HFigure B.62: Strains?Girder 8?Section 1?A8 ....................................................... 1562H391 617HFigure B.63: Strains?Girder 8?Section 1?A9 ....................................................... 1563H391 618HFigure B.64: Strains?Girder 8?Section 2?A1 ....................................................... 1564H392 619HFigure B.65: Strains?Girder 8?Section 2?A2 ....................................................... 1565H393 620HFigure B.66: Strains?Girder 8?Section 2?A3 ....................................................... 1566H393 xxxvi 621HFigure B.67: Strains?Girder 8?Section 2?A4 ....................................................... 1567H394 622HFigure B.68: Strains?Girder 8?Section 2?A5 ....................................................... 1568H394 623HFigure B.69: Strains?Girder 8?Section 2?A6 ....................................................... 1569H395 624HFigure B.70: Strains?Girder 8?Section 2?A7 ....................................................... 1570H395 625HFigure B.71: Strains?Girder 8?Section 2?A8 ....................................................... 1571H396 626HFigure B.72: Strains?Girder 8?Section 2?A9 ....................................................... 1572H396 627HFigure B.73: Strains?Girder 8?Section 3?A1 ....................................................... 1573H397 628HFigure B.74: Strains?Girder 8?Section 3?A2 ....................................................... 1574H398 629HFigure B.75: Strains?Girder 8?Section 3?A3 ....................................................... 1575H398 630HFigure B.76: Strains?Girder 8?Section 3?A4 ....................................................... 1576H399 631HFigure B.77: Strains?Girder 8?Section 3?A5 ....................................................... 1577H399 632HFigure B.78: Strains?Girder 8?Section 3?A6 ....................................................... 1578H400 633HFigure B.79: Strains?Girder 8?Section 3?A7 ....................................................... 1579H400 634HFigure B.80: Strains?Girder 8?Section 3?A8 ....................................................... 1580H401 635HFigure B.81: Strains?Girder 8?Section 3?A9 ....................................................... 1581H401 636HFigure B.82: Strains?Girder 8?Section 4?A1 ....................................................... 1582H402 637HFigure B.83: Strains?Girder 8?Section 4?A2 ....................................................... 1583H403 638HFigure B.84: Strains?Girder 8?Section 4?A3 ....................................................... 1584H403 639HFigure B.85: Strains?Girder 8?Section 4?A4 ....................................................... 1585H404 640HFigure B.86: Strains?Girder 8?Section 4?A5 ....................................................... 1586H404 641HFigure B.87: Strains?Girder 8?Section 4?A6 ....................................................... 1587H405 xxxvii 642HFigure B.88: Strains?Girder 8?Section 4?A7 ....................................................... 1588H405 643HFigure B.89: Strains?Girder 8?Section 4?A8 ....................................................... 1589H406 644HFigure B.90: Strains?Girder 8?Section 4?A9 ....................................................... 1590H406 645HFigure B.91: Bottom-fiber strains?A1 ...................................................................... 1591H407 646HFigure B.92: Bottom-fiber strains?A2 ...................................................................... 1592H408 647HFigure B.93: Bottom-fiber strains?A3 ...................................................................... 1593H408 648HFigure B.94: Bottom-fiber strains?A4 ...................................................................... 1594H409 649HFigure B.95: Bottom-fiber strains?A5 ...................................................................... 1595H409 650HFigure B.96: Bottom-fiber strains?A6 ...................................................................... 1596H410 651HFigure B.97: Bottom-fiber strains?A7 ...................................................................... 1597H410 652HFigure B.98: Bottom-fiber strains?A8 ...................................................................... 1598H411 653HFigure B.99: Bottom-fiber strains?A9 ...................................................................... 1599H411 654HFigure B.100: Bottom-fiber strains?Girder 7?A1 .................................................... 1600H412 655HFigure B.101: Bottom-fiber strains?Girder 7?A2 .................................................... 1601H413 656HFigure B.102: Bottom-fiber strains?Girder 7?A3 .................................................... 1602H413 657HFigure B.103: Bottom-fiber strains?Girder 7?A4 .................................................... 1603H414 658HFigure B.104: Bottom-fiber strains?Girder 7?A5 .................................................... 1604H414 659HFigure B.105: Bottom-fiber strains?Girder 7?A6 .................................................... 1605H415 660HFigure B.106: Bottom-fiber strains?Girder 7?A7 .................................................... 1606H415 661HFigure B.107: Bottom-fiber strains?Girder 7?A8 .................................................... 1607H416 662HFigure B.108: Bottom-fiber strains?Girder 7?A9 .................................................... 1608H416 xxxviii 663HFigure B.109: Bottom-fiber strains?Girder 8?A1 .................................................... 1609H417 664HFigure B.110: Bottom-fiber strains?Girder 8?A2 .................................................... 1610H418 665HFigure B.111: Bottom-fiber strains?Girder 8?A3 .................................................... 1611H418 666HFigure B.112: Bottom-fiber strains?Girder 8?A4 .................................................... 1612H419 667HFigure B.113: Bottom-fiber strains?Girder 8?A5 .................................................... 1613H419 668HFigure B.114: Bottom-fiber strains?Girder 8?A6 .................................................... 1614H420 669HFigure B.115: Bottom-fiber strains?Girder 8?A7 .................................................... 1615H420 670HFigure B.116: Bottom-fiber strains?Girder 8?A8 .................................................... 1616H421 671HFigure B.117: Bottom-fiber strains?Girder 8?A9 .................................................... 1617H421 672HFigure B.118: Crack-opening displacements?C1 ....................................................... 1618H422 673HFigure B.119: Crack-opening displacements?C2 ....................................................... 1619H423 674HFigure B.120: Crack-opening displacements?C3 ....................................................... 1620H423 675HFigure B.121: Crack-opening displacements?C4 ....................................................... 1621H424 676HFigure B.122: Crack-opening displacements?C5 ....................................................... 1622H424 677HFigure B.123: Crack-opening displacements?C6 ....................................................... 1623H425 678HFigure B.124: Crack-opening displacements?C7 ....................................................... 1624H425 679HFigure B.125: Crack-opening displacements?C8 ....................................................... 1625H426 680HFigure B.126: Crack-opening displacements?C9 ....................................................... 1626H426 681HFigure B.127: Deflections?C1 .................................................................................... 1627H427 682HFigure B.128: Deflections?C2 .................................................................................... 1628H428 683HFigure B.129: Deflections?C3 .................................................................................... 1629H428 xxxix 684HFigure B.130: Deflections?C4 .................................................................................... 1630H429 685HFigure B.131: Deflections?C5 .................................................................................... 1631H429 686HFigure B.132: Deflections?C6 .................................................................................... 1632H430 687HFigure B.133: Deflections?C7 .................................................................................... 1633H430 688HFigure B.134: Deflections?C8 .................................................................................... 1634H431 689HFigure B.135: Deflections?C9 .................................................................................... 1635H431 690HFigure B.136: Strains?Girder 7?Section 1?C1 ....................................................... 1636H432 691HFigure B.137: Strains?Girder 7?Section 1?C2 ....................................................... 1637H433 692HFigure B.138: Strains?Girder 7?Section 1?C3 ....................................................... 1638H433 693HFigure B.139: Strains?Girder 7?Section 1?C4 ....................................................... 1639H434 694HFigure B.140: Strains?Girder 7?Section 1?C5 ....................................................... 1640H434 695HFigure B.141: Strains?Girder 7?Section 1?C6 ....................................................... 1641H435 696HFigure B.142: Strains?Girder 7?Section 1?C7 ....................................................... 1642H435 697HFigure B.143: Strains?Girder 7?Section 1?C8 ....................................................... 1643H436 698HFigure B.144: Strains?Girder 7?Section 1?C9 ....................................................... 1644H436 699HFigure B.145: Strains?Girder 7?Section 2?C1 ....................................................... 1645H437 700HFigure B.146: Strains?Girder 7?Section 2?C2 ....................................................... 1646H438 701HFigure B.147: Strains?Girder 7?Section 2?C3 ....................................................... 1647H438 702HFigure B.148: Strains?Girder 7?Section 2?C4 ....................................................... 1648H439 703HFigure B.149: Strains?Girder 7?Section 2?C5 ....................................................... 1649H439 704HFigure B.150: Strains?Girder 7?Section 2?C6 ....................................................... 1650H440 xl 705HFigure B.151: Strains?Girder 7?Section 2?C7 ....................................................... 1651H440 706HFigure B.152: Strains?Girder 7?Section 2?C8 ....................................................... 1652H441 707HFigure B.153: Strains?Girder 7?Section 2?C9 ....................................................... 1653H441 708HFigure B.154: Strains?Girder 7?Section 3?C1 ....................................................... 1654H442 709HFigure B.155: Strains?Girder 7?Section 3?C2 ....................................................... 1655H443 710HFigure B.156: Strains?Girder 7?Section 3?C3 ....................................................... 1656H443 711HFigure B.157: Strains?Girder 7?Section 3?C4 ....................................................... 1657H444 712HFigure B.158: Strains?Girder 7?Section 3?C5 ....................................................... 1658H444 713HFigure B.159: Strains?Girder 7?Section 3?C6 ....................................................... 1659H445 714HFigure B.160: Strains?Girder 7?Section 3?C7 ....................................................... 1660H445 715HFigure B.161: Strains?Girder 7?Section 3?C8 ....................................................... 1661H446 716HFigure B.162: Strains?Girder 7?Section 3?C9 ....................................................... 1662H446 717HFigure B.163: Strains?Girder 7?Section 4?C1 ....................................................... 1663H447 718HFigure B.164: Strains?Girder 7?Section 4?C2 ....................................................... 1664H448 719HFigure B.165: Strains?Girder 7?Section 4?C3 ....................................................... 1665H448 720HFigure B.166: Strains?Girder 7?Section 4?C4 ....................................................... 1666H449 721HFigure B.167: Strains?Girder 7?Section 4?C5 ....................................................... 1667H449 722HFigure B.168: Strains?Girder 7?Section 4?C6 ....................................................... 1668H450 723HFigure B.169: Strains?Girder 7?Section 4?C7 ....................................................... 1669H450 724HFigure B.170: Strains?Girder 7?Section 4?C8 ....................................................... 1670H451 725HFigure B.171: Strains?Girder 7?Section 4?C9 ....................................................... 1671H451 xli 726HFigure B.172: Strains?Girder 8?Section 1?C1 ....................................................... 1672H452 727HFigure B.173: Strains?Girder 8?Section 1?C2 ....................................................... 1673H453 728HFigure B.174: Strains?Girder 8?Section 1?C3 ....................................................... 1674H453 729HFigure B.175: Strains?Girder 8?Section 1?C4 ....................................................... 1675H454 730HFigure B.176: Strains?Girder8?Section 1?C5 ........................................................ 1676H454 731HFigure B.177: Strains?Girder 8?Section 1?C6 ....................................................... 1677H455 732HFigure B.178: Strains?Girder 8?Section 1?C7 ....................................................... 1678H455 733HFigure B.179: Strains?Girder 8?Section 1?C8 ....................................................... 1679H456 734HFigure B.180: Strains?Girder 8?Section 1?C9 ....................................................... 1680H456 735HFigure B.181: Strains?Girder 8?Section 2?C1 ....................................................... 1681H457 736HFigure B.182: Strains?Girder 8?Section 2?C2 ....................................................... 1682H458 737HFigure B.183: Strains?Girder 8?Section 2?C3 ....................................................... 1683H458 738HFigure B.184: Strains?Girder 8?Section 2?C4 ....................................................... 1684H459 739HFigure B.185: Strains?Girder 8?Section 2?C5 ....................................................... 1685H459 740HFigure B.186: Strains?Girder 8?Section 2?C6 ....................................................... 1686H460 741HFigure B.187: Strains?Girder 8?Section 2?C7 ....................................................... 1687H460 742HFigure B.188: Strains?Girder 8?Section 2?C8 ....................................................... 1688H461 743HFigure B.189: Strains?Girder 8?Section 2?C9 ....................................................... 1689H461 744HFigure B.190: Strains?Girder 8?Section 3?C1 ....................................................... 1690H462 745HFigure B.191: Strains?Girder 8?Section 3?C2 ....................................................... 1691H463 746HFigure B.192: Strains?Girder 8?Section 3?C3 ....................................................... 1692H463 xlii 747HFigure B.193: Strains?Girder 8?Section 3?C4 ....................................................... 1693H464 748HFigure B.194: Strains?Girder 8?Section 3?C5 ....................................................... 1694H464 749HFigure B.195: Strains?Girder 8?Section 3?C6 ....................................................... 1695H465 750HFigure B.196: Strains?Girder 8?Section 3?C7 ....................................................... 1696H465 751HFigure B.197: Strains?Girder 8?Section 3?C8 ....................................................... 1697H466 752HFigure B.198: Strains?Girder 8?Section 3?C9 ....................................................... 1698H466 753HFigure B.199: Strains?Girder 8?Section 4?C1 ....................................................... 1699H467 754HFigure B.200: Strains?Girder 8?Section 4?C2 ....................................................... 1700H468 755HFigure B.201: Strains?Girder 8?Section 4?C3 ....................................................... 1701H468 756HFigure B.202: Strains?Girder 8?Section 4?C4 ....................................................... 1702H469 757HFigure B.203: Strains?Girder 8?Section 4?C5 ....................................................... 1703H469 758HFigure B.204: Strains?Girder 8?Section 4?C6 ....................................................... 1704H470 759HFigure B.205: Strains?Girder 8?Section 4?C7 ....................................................... 1705H470 760HFigure B.206: Strains?Girder 8?Section 4?C8 ....................................................... 1706H471 761HFigure B.207: Strains?Girder 8?Section 4?C9 ....................................................... 1707H471 762HFigure B.208: Bottom-fiber strains?C1 ...................................................................... 1708H472 763HFigure B.209: Bottom-fiber strains?C2 ...................................................................... 1709H473 764HFigure B.210: Bottom-fiber strains?C3 ...................................................................... 1710H473 765HFigure B.211: Bottom-fiber strains?C4 ...................................................................... 1711H474 766HFigure B.212: Bottom-fiber strains?C5 ...................................................................... 1712H474 767HFigure B.213: Bottom-fiber strains?C6 ...................................................................... 1713H475 xliii 768HFigure B.214: Bottom-fiber strains?C7 ...................................................................... 1714H475 769HFigure B.215: Bottom-fiber strains?C8 ...................................................................... 1715H476 770HFigure B.216: Bottom-fiber strains?C9 ...................................................................... 1716H476 771HFigure B.217: Bottom-fiber strains?Girder 7?C1 ..................................................... 1717H477 772HFigure B.218: Bottom-fiber strains?Girder 7?C2 ..................................................... 1718H478 773HFigure B.219: Bottom-fiber strains?Girder 7?C3 ..................................................... 1719H478 774HFigure B.220: Bottom-fiber strains?Girder 7?C4 ..................................................... 1720H479 775HFigure B.221: Bottom-fiber strains?Girder 7?C5 ..................................................... 1721H479 776HFigure B.222: Bottom-fiber strains?Girder 7?C6 ..................................................... 1722H480 777HFigure B.223: Bottom-fiber strains?Girder 7?C7 ..................................................... 1723H480 778HFigure B.224: Bottom-fiber strains?Girder 7?C8 ..................................................... 1724H481 779HFigure B.225: Bottom-fiber strains?Girder 7?C9 ..................................................... 1725H481 780HFigure B.226: Bottom-fiber strains?Girder 8?C1 ..................................................... 1726H482 781HFigure B.227: Bottom-fiber strains?Girder 8?C2 ..................................................... 1727H483 782HFigure B.228: Bottom-fiber strains?Girder 8?C3 ..................................................... 1728H483 783HFigure B.229: Bottom-fiber strains?Girder 8?C4 ..................................................... 1729H484 784HFigure B.230: Bottom-fiber strains?Girder 8?C5 ..................................................... 1730H484 785HFigure B.231: Bottom-fiber strains?Girder 8?C6 ..................................................... 1731H485 786HFigure B.232: Bottom-fiber strains?Girder 8?C7 ..................................................... 1732H485 787HFigure B.233: Bottom-fiber strains?Girder 8?C8 ..................................................... 1733H486 788HFigure B.234: Bottom-fiber strains?Girder 8?C9 ..................................................... 1734H486 xliv 789HFigure D.1: Crack-opening displacements?24 hrs .................................................. 1735H509 790HFigure D.2: Deflections?24 hrs?Girder 7 ............................................................. 1736H510 791HFigure D.3: Deflections?24 hrs?Girder 8 ............................................................. 1737H510 792HFigure D.4: Bottom-fiber strains?24 hrs?Girder 7? within 80 in. from diaphragm ................................................................ 1738H511 793HFigure D.5: Bottom-fiber strains?24 hrs?Girder 7? beyond 80 in. from diaphragm .............................................................. 1739H511 794HFigure D.6: Bottom-fiber strains?24 hrs?Girder 8? within 80 in. from diaphragm ................................................................ 1740H512 795HFigure D.7: Bottom-fiber strains?24 hrs?Girder 8? beyond 80 in. from diaphragm .............................................................. 1741H512 796HFigure D.8: Bottom-fiber strains?24 hrs?FRP near crack locations ..................... 1742H513 797HFigure D.9: Bottom-fiber strain and COD?24 hrs?Girder 7?Span 10 ................ 1743H514 798HFigure D.10: Bottom-fiber strain and COD?24 hrs?Girder 7?Span 11 ................ 1744H514 799HFigure D.11: Bottom-fiber strain and COD?24 hrs?Girder 8?Span 10 ................ 1745H515 800HFigure D.12: Bottom-fiber strain and COD?24 hrs?Girder 8?Span 11 ................ 1746H515 801HFigure F.1: Original deflection results?Girder 7 .................................................... 1747H537 802HFigure F.2: Original deflection results?Girder 8 .................................................... 1748H538 803HFigure F.3: Original deflection results?Girder 7?Span 10 ................................... 1749H538 804HFigure F.4: Adjusted deflection results?D7_10_A ................................................ 1750H539 805HFigure F.5: Adjusted deflection results?D7_10_B ................................................. 1751H539 806HFigure F.6: Adjusted deflection results?Girder 7?Span 10 .................................. 1752H540 xlv 807HFigure F.7: Final deflection results?Girder 7?Span 10 ........................................ 1753H540 808HFigure F.8: Original deflection results?Girder 7?Span 11 ................................... 1754H541 809HFigure F.9: Adjusted deflection results?D7_11_C ................................................. 1755H541 810HFigure F.10: Adjusted deflection results?D7_11_D ................................................ 1756H542 811HFigure F.11: Adjusted deflection results?D7_11_E ................................................. 1757H542 812HFigure F.12: Adjusted deflection results?D7_11_F ................................................. 1758H543 813HFigure F.13: Adjusted deflection results?Girder 7?Span 11 .................................. 1759H543 814HFigure F.14: Final deflection results?Girder 7?Span 11 ........................................ 1760H544 815HFigure F.15: Original deflection results?Girder 8?Span 10 ................................... 1761H544 816HFigure F.16: Adjusted deflection results?D8_10_A ................................................ 1762H545 817HFigure F.17: Adjusted deflection results?D8_10_B ................................................. 1763H545 818HFigure F.18: Adjusted deflection results?Girder 8?Span 10 .................................. 1764H546 819HFigure F.19: Final deflection results?Girder 8?Span 10 ........................................ 1765H546 820HFigure F.20: Original deflection results?Girder 8?Span 11 ................................... 1766H547 821HFigure F.21: Adjusted deflection results?D8_11_C ................................................. 1767H547 822HFigure F.22: Adjusted deflection results?D8_11_D ................................................ 1768H548 823HFigure F.23: Adjusted deflection results?D8_11_E ................................................. 1769H548 824HFigure F.24: Adjusted deflection results?D8_11_F ................................................. 1770H549 825HFigure F.25: Adjusted deflection results?Girder 8?Span 11 .................................. 1771H549 826HFigure F.26: Final deflection results?Girder 8?Span 11 ........................................ 1772H550 827HFigure F.27: Final deflection results?Girder 7 ......................................................... 1773H550 xlvi 828HFigure F.28: Final deflection results?Girder 8 ......................................................... 1774H551 829HFigure F.29: Crack location FRP strain measurements?original F8_10_CK .......... 1775H552 830HFigure F.30: Crack location FRP strain measurements?adjusted F8_10_CK .......... 1776H552 831HFigure G.1: Crack-opening displacements?A1 (east) ............................................. 1777H554 832HFigure G.2: Crack-opening displacements?A9 (east) ............................................. 1778H555 833HFigure G.3: Crack-opening displacements?A1 (east) + A9 (east) .......................... 1779H555 834HFigure G.4: Crack-opening displacements?superposition?actual and predicted .. 1780H556 835HFigure G.5: COD?superposition?actual and predicted?Girder 7 ....................... 1781H556 836HFigure G.6: COD?superposition?actual and predicted?Girder 8 ....................... 1782H557 837HFigure G.7: Deflections?A1 (east) .......................................................................... 1783H558 838HFigure G.8: Deflections?A9 (east) .......................................................................... 1784H559 839HFigure G.9: Deflections?A1 (east) + A9 (east) ....................................................... 1785H559 840HFigure G.10: Deflections?superposition?actual and predicted ............................... 1786H560 841HFigure G.11: Deflections?superposition?actual and predicted?Girder 7 ............. 1787H560 842HFigure G.12: Deflections?superposition?actual and predicted?Girder 8 ............. 1788H561 843HFigure G.13: Bottom-fiber strains?A1 (east) ............................................................ 1789H562 844HFigure G.14: Bottom-fiber strains?A9 (east) ............................................................ 1790H563 845HFigure G.15: Bottom-fiber strains?A1 (east) + A9 (east) ......................................... 1791H563 846HFigure G.16: Bottom-fiber strains?superposition?actual and predicted ................. 1792H564 847HFigure G.17: Bottom-fiber strains?superposition?actual and predicted?Girder 7 1793H564 848HFigure G.18: Bottom-fiber strains?superposition?actual and predicted?Girder 8 1794H565 xlvii 849HFigure I.1: Crack-opening displacements?LC 6.5?AE Span 10 (east) ............... 1795H572 850HFigure I.2: Crack-opening displacements?LC 6.5?AE Span 10 (both) .............. 1796H573 851HFigure I.3: Crack-opening displacements?LC 6.5?AE Span 11 (east) ............... 1797H573 852HFigure I.4: Crack-opening displacements?LC 6.5?AE Span 11 (both) .............. 1798H574 853HFigure I.5: Crack-opening displacements?LC 6?AE Span 10 (east) .................. 1799H574 854HFigure I.6: Crack-opening displacements?LC 6?AE Span 10 (both) ................. 1800H575 855HFigure I.7: Crack-opening displacements?LC 6?AE Span 11 (east) .................. 1801H575 856HFigure I.8: Crack-opening displacements?LC 6?AE Span 11 (both) ................. 1802H576 857HFigure I.9: Deflections?LC 6.5?AE Span 10 (east) ............................................ 1803H577 858HFigure I.10: Deflections?LC 6.5?AE Span 10 (both) ........................................... 1804H578 859HFigure I.11: Deflections?LC 6.5?AE Span 11 (east) ............................................ 1805H578 860HFigure I.12: Deflections?LC 6.5?AE Span 11 (both) ........................................... 1806H579 861HFigure I.13: Deflections?LC 6?AE Span 10 (east) ............................................... 1807H579 862HFigure I.14: Deflections?LC 6?AE Span 10 (both) .............................................. 1808H580 863HFigure I.15: Deflections?LC 6?AE Span 11 (east) ............................................... 1809H580 864HFigure I.16: Deflections?LC 6?AE Span 11 (both) .............................................. 1810H581 865HFigure I.17: Bottom-fiber strains?LC 6.5?AE Span 10 (east) .............................. 1811H582 866HFigure I.18: Bottom-fiber strains?LC 6.5?AE Span 10 (both) ............................. 1812H583 867HFigure I.19: Bottom-fiber strains?LC 6.5?AE Span 11 (east) .............................. 1813H583 868HFigure I.20: Bottom-fiber strains?LC 6.5?AE Span 11 (both) ............................. 1814H584 869HFigure I.21: Bottom-fiber strains?LC 6?AE Span 10 (east) ................................. 1815H584 xlviii 870HFigure I.22: Bottom-fiber strains?LC 6?AE Span 10 (both) ................................ 1816H585 871HFigure I.23: Bottom-fiber strains?LC 6?AE Span 11 (east) ................................. 1817H585 872HFigure I.24: Bottom-fiber strains?LC 6?AE Span 11 (both) ................................ 1818H586 873HFigure I.25: Bottom-fiber strains?Girder 7?LC 6.5?AE Span 10 (east) ............. 1819H587 874HFigure I.26: Bottom-fiber strains?Girder 7?LC 6.5?AE Span 10 (both) ............ 1820H588 875HFigure I.27: Bottom-fiber strains?Girder 7?LC 6.5?AE Span 11 (east) ............. 1821H588 876HFigure I.28: Bottom-fiber strains?Girder 7?LC 6.5?AE Span 11 (both) ............ 1822H589 877HFigure I.29: Bottom-fiber strains?Girder 7?LC 6?AE Span 10 (east) ................ 1823H589 878HFigure I.30: Bottom-fiber strains?Girder 7?LC 6?AE Span 10 (both) ............... 1824H590 879HFigure I.31: Bottom-fiber strains?Girder 7?LC 6?AE Span 11 (east) ................ 1825H590 880HFigure I.32: Bottom-fiber strains?Girder 7?LC 6?AE Span 11 (both) ............... 1826H591 881HFigure I.33: Bottom-fiber strains?Girder 8?LC 6.5?AE Span 10 (east) ............. 1827H592 882HFigure I.34: Bottom-fiber strains?Girder 8?LC 6.5?AE Span 10 (both) ............ 1828H593 883HFigure I.35: Bottom-fiber strains?Girder 8?LC 6.5?AE Span 11 (east) ............. 1829H593 884HFigure I.36: Bottom-fiber strains?Girder 8?LC 6.5?AE Span 11 (both) ............ 1830H594 885HFigure I.37: Bottom-fiber strains?Girder 8?LC 6?AE Span 10 (east) ................ 1831H594 886HFigure I.38: Bottom-fiber strains?Girder 8?LC 6?AE Span 10 (both) ............... 1832H595 887HFigure I.39: Bottom-fiber strains?Girder 8?LC 6?AE Span 11 (east) ................ 1833H595 888HFigure I.40: Bottom-fiber strains?Girder 8?LC 6?AE Span 11 (both) ............... 1834H596 889HFigure J.1: Transverse load position?AE testing?Lane C?east truck ................ 1835H598 890HFigure J.2: Transverse load position?AE testing?Lane C?both trucks ............. 1836H598 xlix 891HFigure K.1: Steel frame false supports ...................................................................... 1837H610 892HFigure K.2: Bearing pad between false support and exterior girder ......................... 1838H611 893HFigure K.3: Bearing pad location with space between the bearing pad and girder ........................................................................... 1839H612 894HFigure K.4: Bearing pad location without space between the bearing pad and girder ........................................................................... 1840H612 895HFigure K.5: Bearing pad in contact with girder during pre-repair testing ................ 1841H613 896HFigure K.6: Use of reciprocating saw during bearing pad removal .......................... 1842H615 897HFigure K.7: Use of propane torch during bearing pad removal ................................ 1843H616 898HFigure K.8: Successful removal of bearing pad ........................................................ 1844H617 899HFigure K.9: Bearing pad after forceful removal ....................................................... 1845H617 900HFigure K.10: Deflections?A1 .................................................................................... 1846H619 901HFigure K.11: Deflections?A9 .................................................................................... 1847H620 902HFigure K.12: Deflections?C1 .................................................................................... 1848H621 903HFigure K.13: Deflections?C9 .................................................................................... 1849H622 904HFigure K.14: Crack-opening displacements?pre- and post-repair?A4 ................... 1850H624 905HFigure K.15: Crack-opening displacements?pre- and post-repair?A7 ................... 1851H625 906HFigure K.16: Crack-opening displacements?pre- and post-repair?C4 ................... 1852H625 907HFigure K.17: Crack-opening displacements?pre- and post-repair?C7 ................... 1853H626 908HFigure K.18: Bottom-fiber strain?A4 ....................................................................... 1854H629 909HFigure K.19: Strain profile?Girder 7?Section 1?A4 ............................................ 1855H629 910HFigure K.20: Strain profile?Girder 8?Section 1?A4 ............................................ 1856H630 l 911HFigure K.21: Bottom-fiber strain?C4 ........................................................................ 1857H631 912HFigure K.22: Strain profile?Girder 7?Section 1?C4 ............................................. 1858H631 913HFigure K.23: Strain profile?Girder 8?Section 1?C4 ............................................. 1859H632 914HFigure K.24: Bottom-fiber strain?A7 ....................................................................... 1860H633 915HFigure K.25: Strain profile?Girder 7?Section 4?A7 ............................................ 1861H633 916HFigure K.26: Strain profile?Girder 8?Section 4?A7 ............................................ 1862H634 917HFigure K.27: Bottom-fiber strain?C7 ........................................................................ 1863H635 918HFigure K.28: Strain profile?Girder 7?Section 4?C7 ............................................. 1864H635 919HFigure K.29: Strain profile?Girder 8?Section 4?C7 ............................................. 1865H636 920HFigure K.30: Deflections?superposition?A1 and A9 ............................................. 1866H637 921HFigure K.31: Deflections?superposition?A1 + A9 ................................................. 1867H638 922HFigure M.1: Strain gage installation?applying degreaser to gage location ............. 1868H646 923HFigure M.2: Strain gage installation?removal of surface irregularities ................... 1869H646 924HFigure M.3: Strain gage installation?initial surface cleaning .................................. 1870H647 925HFigure M.4: Strain gage installation?clean surface prepared for solid epoxy ......... 1871H647 926HFigure M.5: Strain gage installation?application of solid epoxy ............................ 1872H648 927HFigure M.6: Strain gage installation?epoxy surface ................................................ 1873H648 928HFigure M.7: Strain gage installation?rubber coating for moisture protection ......... 1874H649 929HFigure M.8: Strain gage installation?mastic tape for mechanical protection .......... 1875H649 930HFigure M.9: Strain gage installation?gage application with thin epoxy .................. 1876H650 931HFigure M.10: Strain gage installation?gage applied to FRP reinforcement .............. 1877H650 li 932HFigure M.11: Strain gage installation?rubber coating for moisture protection ......... 1878H651 933HFigure M.12: Strain gage installation?mastic tape for mechanical protection .......... 1879H651 934HFigure N.1: Cracked girder with continuity reinforcement details (Barnes et al. 2006) ............................................................................... 1880H654 935HFigure N.2: Longitudinal configuration profile for FRP (adapted from Barnes et al. 2006) ......................................................... 1881H655 936HFigure N.3: Cross-sectional configuration of FRP?near diaphragm (Swenson 2003) ..................................................................................... 1882H656 937HFigure N.4: Cross-sectional configuration of FRP?typical (Swenson 2003) ......... 1883H657 938HFigure N.5: Factored shear demand?simply supported (Swenson 2003) ............... 1884H660 939HFigure N.6: Factored moment demand?simply supported (Swenson 2003) .......... 1885H661 940HFigure N.7: Typical girder-deck composite cross section ........................................ 1886H665 941HFigure N.8: Continuity reinforcement?typical BT-54 cross section (ALDOT 1988; Swenson 2003) ............................................................ 1887H667 942HFigure N.9: Cross-sectional configuration of FRP?near diaphragm (Swenson 2003) ..................................................................................... 1888H668 943HFigure N.10: Cross-sectional configuration of FRP?typical (Swenson 2003) ......... 1889H669 944HFigure N.11: Vertical shear reinforcement?location and spacing (ALDOT 1988; Swenson 2003) ............................................................ 1890H670 945HFigure N.12: Longitudinal configuration profile for five-layer FRP reinforcement system .................................................... 1891H697 1 Chapter 1 5BINTRODUCTION 1.1 28BPROJECT OVERVIEW Spans of the elevated portion of interstate highway I-565 in Huntsville, Alabama were constructed to be multi-span continuous structures for post-construction loads. Elevated portions of the interstate are shown in Figures 1892H1.1 and 1893H1.2. In 1992, shortly after construction was completed, large and unexpected cracks were discovered at the continuous end of many prestressed concrete bulb-tee girders within these spans. Cracking of two adjacent prestressed concrete girders of I-565 is shown in Figure 1894H1.3. Figure 1.1: Elevated spans of I-565 in Huntsville, Alabama 2 Figure 1.2: Northbound Bent 11 of I-565 in Huntsville, Alabama Figure 1.3: Cracked pre-tensioned bulb-tee girders of I-565 (Barnes et al. 2006) B o tto m F l a n ge C r a c k i n g 3 The Alabama Department of Transportation (ALDOT) installed false supports under damaged girders to safely allow for the investigation of the cause of damage and to determine potential repair solutions, while preventing catastrophic collapse in case of further deterioration of bridge girders. Previous investigations conducted by Alabama Department of Transportation (ALDOT) and Auburn University Highway Research Center (AUHRC) personnel resulted in determinations that the cracking was a result of restrained thermal deformations and inadequate reinforcement details, and that the cracking compromised the strength of the girder end regions (ALDOT 1994; Gao 2003; Swenson 2003). An externally bonded wet lay-up fiber-reinforced polymer (FRP) repair scheme was proposed to repair damaged regions and address the perceived strength deficiency (Swenson 2003). Analysis of pre- and post-repair structural responses to service-level truck loads was recommended to assess the efficacy of this repair system. Post-repair bridge testing and resulting conclusions are documented in this thesis. Conclusions supported by post-repair bridge testing have been used to evaluate in-service performance of the FRP reinforcement system and to propose design recommendations for repair of conditions similar to those of the damaged spans of I-565 using FRP. 1.2 29BNEED FOR RESEARCH Many states have bridge structures that contain spans that were constructed to be multi- span continuous structures for post-construction loads. The National Cooperative Highway Research Program (NCHRP) published a report titled Connection of Simple- Span Precast Concrete Girders for Continuity (NCHRP Report 519) that investigated some of the different continuous-for-live-load connections used in various states 4 (Miller et al. 2004). The damaged girders of I-565 in Huntsville, Alabama are reviewed within NCHRP Report 519, which states that very few multi-span continuous bridge structures exhibit significant cracking similar to what was observed on the Alabama bridge structures. However, NCHRP Report 519 does state that various respondents to their survey indicated difficulties associated with the positive bending moment continuity reinforcement during girder fabrication and bridge construction. Although NCHRP Report 519 suggests that the damage observed in the Alabama bridge girders is unique, Auburn University researchers have had several conversations with transportation officials and consulting engineers from around the United States that indicate otherwise. NCHRP Report 519 also stated that Alabama bridge structures continued to perform as designed (Miller et al. 2004). However, this continued performance is with respect to service conditions and not with respect to the strength- limit-state. Bridge structures exhibiting damage conditions similar to those observed in the damaged spans of I-565 in Huntsville may adequately resist service loads, but repairs may be necessary to ensure safety for a design overload event, without requiring complete reconstruction. It is desirable to develop a repair solution for these conditions that would require minimal traffic disruption and delay during repair. The proposed FRP reinforcement system, which was installed on Northbound Spans 10 and 11 of I-565 in Huntsville in December of 2007, provides an unobtrusive repair solution, but this solution required verification through testing before further implementation could confidently be recommended. Girders repaired with FRP reinforcement are shown in Figures 1895H1.4 and 1896H1.5. 5 Figure 1.4: Girder 9 of Northbound Spans 10 and 11?repaired Figure 1.5: Girders 7, 8, and 9 of Northbound Span 10?repaired 6 1.3 30BOBJECTIVE AND SCOPE The main objective of the research presented in this thesis is to verify that an FRP reinforcement system is a viable solution for the repair of multi-span continuous structures that exhibit damage at the continuous end of girders. The specific objectives of this research include 1. Performing post-repair load tests and comparing measured post-repair bridge behavior to the bridge behavior observed during pre-repair load tests, 2. Monitoring bridge behavior during a twenty-four hour time period to observe bridge behavior in response to a change in ambient thermal conditions, 3. Verifying the effectiveness of the FRP reinforcement system in response to truck loads and ambient thermal conditions, and 4. Developing a design procedure for utilizing FRP reinforcement to repair bridge structures prone to conditions similar to those observed in the investigated spans of I-565. Post-repair bridge testing was conducted in late spring of 2010, and was followed by an analysis of the observed sensor measurements to satisfy these objectives. 1.4 31BTHESIS ORGANIZATION A summary of the project background and previous research is presented in Chapter 2 of this thesis. The project background includes construction details and the cause and location of damage that was observed soon after the completion of construction. Previous research includes analyses that assisted with the design of an FRP reinforcement system, analysis of load testing measurements before the installation of the repair system, and the development of a finite-element model that was used to analyze modeled bridge 7 behavior before and after the installation of FRP reinforcement. The chapter concludes with a summary of the FRP reinforcement installation process. Chapter 3 contains a discussion of the bridge instrumentation details. This discussion includes the locations and installation procedures for bridge testing sensors. The sensors installed include deflectometers, crack-opening displacement gages, and surface-mounted strain gages. Chapter 4 contains a detailed explanation of bridge testing procedures. The load testing procedures include truck weights and stop positions. The procedures for monitoring bridge behavior for a twenty-four hour period are also discussed. Chapter 5 contains a presentation of the results of analysis following the post-repair bridge testing. This analysis includes comparisons of pre- and post-repair support conditions and post-repair behavior. Theoretical analysis of the behavior of a two-span continuous bridge structure in response to ambient thermal conditions is presented. The measured behavior in response to thermal conditions observed during bridge monitoring is also presented. Chapter 6 includes a recommended design procedure for implementation of this repair solution on similar bridge structures that exhibit similar damage. An example of the design procedure is presented in Appendix N. The example is a redesign of an FRP reinforcement system for the investigated bridge structure using the same FRP material that has already been installed. Chapter 7 includes a summary of conclusions supported by the thesis research, and Chapter 8 is a discussion of recommendations for further research and the installation of similar repair systems for similar conditions. 8 Chapter 2 6BHISTORY OF THE BRIDGE STRUCTURE AND ASSOCIATED RESEARCH 2.1 32BINTRODUCTION An elevated portion of Interstate Highway 565 in Huntsville, Alabama, consists of bridge structures with spans that were constructed to be continuous for live loads. Shortly after construction, inspectors discovered unexpected cracks in concrete girders near the interior supports of several continuous spans. These cracks have been further investigated, and varying repair techniques have been proposed and implemented. This chapter summarizes the history of the bridge structure, previous mitigation techniques and bridge-response analysis methods, and the currently implemented fiber-reinforced polymer strengthening system. 2.2 33BBRIDGE CONSTRUCTION The elevated I-565 bridge structures were erected during a five-part construction project. Construction of the bridge structures began in January of 1988 and was completed in March of 1991 (ALDOT 1994). The elevated spans consist of either steel or prestressed concrete bulb-tee girders supporting a cast-in-place composite reinforced concrete (RC) deck. The deck and cast-in-place continuity diaphragms result in simply supported precast girders acting as two-, three-, or four-span units made continuous for live load to preclude durability problems associated with open joints (Swenson 2003). 9 2.3 34BSTRUCTURAL GEOMETRY AND MATERIAL PROPERTIES Specific bridge structures of I-565 in Huntsville were selected to be the main focus of research efforts. The selected structures are two-span structures that were constructed to be fully continuous for live loads. These spans consist of similar girder types, reinforcement details, and continuous bridge decks. Structural geometry and material property details discussed in this section are presented by ALDOT (1988). 2.3.1 119BSPANS INVESTIGATED Northbound Spans 4 and 5 were the focus of research efforts that have been reported by Swenson (2003) and Gao (2003) of the Auburn University Highway Research Center (AUHRC). These spans each contain nine prestressed concrete bulb-tee girders, and form a two-span continuous structure with span lengths of 98.29 ft and a radius of horizontal curvature of about 1950 ft. The length of each span is measured along the curved centerline of the bridge deck from the centerline of the interior bent to the joint at the simply supported end of the span. Northbound Spans 10 and 11 were selected for further research. These spans are more ideal than Spans 4 and 5 for testing bridge response to service-level truck loads and thermal conditions because they have zero horizontal curvature. Spans 10 and 11 have span lengths of 100 ft. Plan and elevation views of Northbound Spans 10 and 11 are shown in Figures 1897H2.1?1898H2.3. 10 Figure 2.1: Plan view of the two-span continuous unit (ALDOT 1988) Figure 2.2: Elevation view of the two-span continuous unit (ALDOT 1988) Span 10 Span 11 Span 10 Span 11 11 Figure 2.3: Detailed plan view of the two-span continuous unit (ALDOT 1988) Span 10 Span 11 12 2.3.2 120BGIRDER TYPES Over the length of the elevated portion of I-565, different prestressed concrete girder types were used within different spans. These girder types include AASHTO girders (Types I, III, and IV) and bulb-tee girders (BT-54 and BT-63). The AASHTO girders were prevalent in the original design, but bulb-tee girders were suggested for a majority of spans during a value engineering redesign of the bridge structures. The final design consisted of 246 AASHTO girders, 796 BT-63 girders, and 1292 BT-54 girders (ALDOT 1994). The two-span continuous structure selected for bridge response testing (Spans 10 and 11) was constructed with BT-54 girders that, over time, exhibited cracking near their continuous ends. The dimensions of a typical BT-54 girder are shown in 1899HFigure 2.4. 13 Figure 2.4: Cross section of a typical BT-54 girder (ALDOT 1988; Swenson 2003) Cross-Section Properties A = 659 in.2 I = 268080 in.4 h = 54 in. yt = 26.37 in. 3.5? 2? 2? 36? 4.5? 6? 26? 42? 18? 10? 2? ?? chamfer 54? 6? 14 2.3.3 121BPRESTRESSING STRANDS Each BT-54 girder in the studied spans was reinforced with a total of thirty-eight prestressing strands during girder fabrication. The strand pattern at each girder end and midpoint can be seen in Figures 1900H2.5 and 1901H2.6 respectively. Figure 2.5: Prestressed strand pattern near girder end (ALDOT 1988; Swenson 2003) 3 @ 2? 2.5? 5 @ 2? 5 @ 2? 5 @ 2? 2 @ 1.125? 8? 8? 2? 5? 3? Fully bonded strand (0.5? Special) Debonded strand (48? debond length, 0.5? Special) Debonded strand (168? debond length, 0.5? Special) Fully bonded strand (7/16?) 15 Figure 2.6: Prestressed strand pattern near girder midpoint (ALDOT 1988; Swenson 2003) Thirty-four of the thirty-eight strands are 0.5 in. special, low-relaxation, prestressing strands that were jacked to a stress of 202.5 ksi during girder fabrication. The remaining four strands are 7/16 in. diameter, low-relaxation, prestressing strands that were jacked to a stress of 69.6 ksi during girder fabrication. Due to the low prestressing force, the 7/16 in. strands are assumed to not contribute to the shear or flexural capacity of the structure (Swenson 2003). Fully bonded strand (0.5? Special) 2 @ 1.125? 6 @ 2? 5 @ 2? 5 @ 2? 2 @ 3? 8? 8? 2? 5? Fully bonded strand (7/16?) 2.5? 16 Six of the thirty-four 0.5 in. special strands were harped during girder fabrication. The hold-down points for harped strands are 120 in. from the girder midpoint. The harped strands have a constant eccentricity between hold-down points. The strand profile typical of the investigated BT-54 girders can be seen in 1902HFigure 2.7. The other twenty-eight 0.5 in. special strands have a constant eccentricity along the entire length of each girder. Twelve of the strands with constant eccentricity are partially debonded. Ten of these strands are partially debonded for a length of 48 in. from the girder end, and the remaining two strands are partially debonded for a length of 168 in. from the girder end (ALDOT 1988). 17 Figure 2.7: Prestressed strand profile (Swenson 2003) 120? Girder Midpoint 18 2.3.4 122BSHEAR REINFORCEMENT The vertical shear reinforcement for each girder consists of stirrups cast into each girder during fabrication. These stirrups are composed of multiple pieces of mild steel reinforcement. The stirrups near the girder ends have a different steel bar arrangement compared to the stirrups near midspan as shown in Figures 1903H2.8 and 1904H2.9 respectively. The details of the different mild steel bars used to make the stirrups can be seen in 1905HTable 2.1. The spacing of vertical shear reinforcement varies from 3.5 in. near the girder ends to 12 in. near the girder midpoint. The size of stirrup bars also varies. Vertical legs of stirrups within 24 ft of the girder midpoint are size #4 rebar. The remaining stirrups outside of this middle region have vertical legs that are size #5 rebar. The location and spacing of the vertical shear reinforcement along a typical BT-54 girder can be seen in 1906HFigure 2.10 (ALDOT 1988). 19 Figure 2.8: Vertical shear reinforcement near girder end (ALDOT 1988; Swenson 2003) Fully bonded strand (0.5? Special) Debonded strand (48? debond length, 0.5? Special) Debonded strand (168? debond length, 0.5? Special) Fully bonded strand (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 20 Figure 2.9: Vertical shear reinforcement near girder midpoint (ALDOT 1988; Swenson 2003) Fully bonded strand (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 Fully bonded strand (0.5? Special) 21 Table 2.1: Stirrup mild steel bar details (ALDOT 1988; Swenson 2003) Designation Bar Size Location Shape MK-351 #3 Lower Flange MK-352 #3 Upper Flange/ Web MK-451 #4 Upper Flange MK-452 #4 Web MK-553 #5 Web 1 in. = 25.4 mm 23.25? 11? 11? 39.5? 12? 58.38? 6? 5.75? 14? 24.2? 57.13? 6? 12? 22 Figure 2.10: Location and spacing of vertical shear reinforcement (ALDOT 1988; Swenson 2003) 4 spaces @ 3.5 in. 7 spaces @ 6 in. Spaces to midspan @ 12 in. -- All stirrups within 24 ft of midspan are #4 bars (MK-452) @ 12 in. spacing. All other stirrups are #5 bars (MK-553), spaced as shown above. 1.5 in. clear spacing at girder end 23 2.3.5 123BCONTINUITY REINFORCEMENT During girder fabrication, eight mild steel bent bars were cast into each girder end that would be made continuous for live loads. These mild steel bars act as positive bending moment reinforcement. The bent bars are size #6 rebar with dimensions as shown in 1907HFigure 2.11. The locations of the bars within a typical BT-54 cross section are shown in 1908HFigure 2.12. Each steel bar has a total length of 61 in. Each bar is bent to form a 90-degree hook with leg lengths of 12 in. and 49 in. During girder fabrication, the longer leg of each bar was embedded 41 in. within the girder end. During bridge construction, the remaining 20 in. of each bar were cast into the cast-in-place continuity diaphragm. Each bar extended 8 in. into the continuity diaphragm, and then extended 12 in. vertically within the continuity diaphragm. 24 Figure 2.11: Continuity reinforcement?continuity diaphragm detail (ALDOT 1988; Swenson 2003) 8? MK-651 bent bar detail 49? 12? 3? C L 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) 25 Figure 2.12: Continuity reinforcement of a typical BT-54 cross section (ALDOT 1988; Swenson 2003) 2? 3.5? 5? 1.75? 3? 6? 6? 4? 7? 4? 19.5? 14? 1.75? Mild Steel Bent Bar (3/4? diameter) 26 2.3.6 124B RIDGE DECK The bridge deck for Spans 10 and 11 was constructed to be one continuous slab of cast- in-place reinforced concrete. The bridge deck has a consistent thickness of 6.5 in. and an additional ?build up depth? over each girder that varies from 3 in. near the support to 1 in. near midspan. Mild steel reinforcing bars were cast into the slab during construction to provide reinforcement in the longitudinal and transverse directions. The longitudinal reinforcement resists tension forces in the deck slab induced by shear and acts as negative bending moment reinforcement for the bridge structure. The transverse deck reinforcement does not contribute to the calculated shear or flexural capacity of the structure (Swenson 2003). The longitudinal reinforcement within a typical deck slab cross section over an exterior girder can be seen in 1909HFigure 2.13, and the reinforcement within a deck slab cross section over an interior girder is shown in 1910HFigure 2.14. The size #7 bars are only continuous over the interior support, and not continuous throughout the entire two-span structure. The size #7 bars extend a minimum of 15 ft from the centerline of the continuity diaphragm, and some of the size #7 bars extend an additional 10 ft. All other longitudinal reinforcement is continuous throughout both spans. The slab was also designed to act compositely with the prestressed bridge girders. During girder fabrication, the stirrups that were cast into each girder were long enough to protrude from the top surface of the girder. The top surface of each girder was also roughened during girder fabrication. During construction, the protruding stirrups were cast into the cast-in-place deck slab. The stirrups and roughened girder surfaces promote composite behavior between the deck slab and bridge girders. 27 Figure 2.13: Cross section view of deck slab reinforcement over an exterior girder (ALDOT 1988; Swenson 2003) Transverse deck reinforcement #5 bars both top and bottom 1? clear cover on bottom of composite slab (typical) #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) 2? clear cover on top of composite slab (typical) 28 Figure 2.14: Cross section view of deck slab reinforcement over an interior girder (ALDOT 1988; Swenson 2003) Transverse deck reinforcement #5 bars both top and bottom 1? clear cover on bottom of composite slab (typical) #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) 2? clear cover on top of composite slab (typical) 29 2.4 35BUNEXPECTED CRACKING Hairline cracks in many of the prestressed bulb-tee girder ends made continuous for live loads were discovered during a routine inspection in 1992. The occurrence of hairline cracks is not uncommon in prestressed concrete girders at an early age, and is not necessarily a cause for serious concern, but the presence of early-age cracking did justify further evaluation. In 1994, a second inspection revealed that many of the hairline cracks had propagated and widened (ALDOT 1994). Some cracks had extended through the bottom flange, into the web, and as far as the intersection of the web and upper flange. Typical crack widths ranged from 0.002 in. (0.05mm) to 0.25 in. (6 mm) (Swenson 2003). 2.4.1 125BCRACK LOCATIONS Cracked girders were found at ten different sites between Eighth Street and Oakwood Avenue (ALDOT 1994). The portion of I-565 containing cracked bridge girders is illustrated in 1911HFigure 2.15. The pattern of cracking found in one BT-54 girder of Span 5 is illustrated in 1912HFigure 2.16. The inclined web cracks were limited to approximately 0.06 in. (1.5 mm) due to the transverse reinforcement that the cracks intersected. The vertical bottom-flange cracks only crossed the longitudinal prestressed strands and crack widths were not controlled by transverse reinforcement. Some of the larger bottom-flange cracks with widths up to 0.25 in. (6 mm) were visible from the ground in 1994, as shown in 1913HFigure 1.3. The 1994 investigation also resulted in the discovery of continuity diaphragm cracking. The two types of cracks present in some of the continuity diaphragms were face cracks and end cracks. An example of a typical continuity diaphragm face crack can 30 be seen in 1914HFigure 2.18, and an example of a typical diaphragm end crack can be seen in 1915HFigure 2.19. Approximately 57 percent of bents supporting bulb-tee girders contain diaphragm face cracks, and roughly 85 percent of bent contain diaphragm end cracks. All interior bents in two-span continuous structures constructed with BT-54 girders exhibit diaphragm end cracks (ALDOT 1994). Figure 2.15: Portion of I-565 containing cracked bridge girders (Swenson 2003) Pratt Ave. Oakwood Ave. Holmes Ave. 8th Street Portion of I-565 containing bridges with cracked girders N Clinton Ave. I-565 231/431 31 Figure 2.16: Cracking pattern in end region of precast girder (Barnes et al. 2006) Figure 2.17: Cracked pre-tensioned bulb-tee girders (Barnes et al. 2006) Crack Pattern Girder 5?Span 5?West Face Precast BT-54 girder Cast-in-place deck Cast-in-place continuity diaphragm 1 ft 2 ft 3 ft 4 ft 5 ft 6 ft 7 ft 8 ft 32 Figure 2.18: Typical diaphragm face crack (Swenson 2003) Figure 2.19: Typical diaphragm end crack (Swenson 2003) 33 Due to the 1994 discovery that cracks were widening over time, a survey encompassing all of the Huntsville I-565 prestressed concrete bridge girders was conducted to locate cracks and document their size. For each girder type, the total number of girders was recorded as well as the number of girders associated with girder or diaphragm cracking. It was determined that typical AASHTO I-shaped girders exhibited no cracking, and that damaged regions were only found where bulb-tee girders were made continuous for live loads. It was also concluded that eighty-five percent of the bents supporting continuous ends of bulb-tee girders exhibited continuity-diaphragm end cracks (ALDOT 1994). The results of the girder survey performed by ALDOT personnel are shown in 1916HTable 2.2. Table 2.2: Summary of cracking in prestressed concrete girders made continuous for live loads (ALDOT 1994) 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 2.4.2 126BPREVIOUS REPAIRS AND SAFETY MEASURES The severity of the cracks required immediate attention, and ALDOT personnel responded to the situation accordingly. The initial repair technique involved injecting the cracks with a structural epoxy, as shown in 1917HFigure 2.20, in an attempt to seal existing cracks and prevent future crack growth. However, new cracks often formed near the 34 epoxy-injected cracks, and many epoxy-injected cracks reopened, indicating that this repair technique was ineffective. Other safety measures had to be implemented before a more effective repair method could be determined. Steel frame false supports, as shown in 1918HFigure 2.21, were installed near all bents that were associated with girders containing cracked end regions. The false supports were positioned slightly beyond the cracked regions. The false supports were also installed with clearance of roughly 1 in. between the top of the false support and the bottom of the girder. Elastomeric bearing pads were installed between the false supports and each girder bottom to allow the false supports to carry loads, if necessary, while limiting impact forces that could result in damage to the girders or false supports. Although the bearing pads were installed to limit impact-related damage, it was undesirable for bearing pads to remain in contact with bridge girders. An installed bearing pad with proper space between the pad and girder is shown in 1919HFigure 2.22. A bearing pad that is in contact with a girder and transferring loads through the false support is shown in 1920HFigure 2.23. 35 Figure 2.20: Cracks injected with epoxy (Fason 2009) Figure 2.21: Steel frame false supports (Fason 2009) 36 Figure 2.22: False support bearing pad with gap between pad and girder (Fason 2009) Figure 2.23: False support bearing pad in contact with girder (Fason 2009) 37 2.4.3 127BCAUSES FOR CRACKING After conducting initial repairs and safety measures, the affected bridges were monitored to determine what caused the severe cracking. Ningyu Gao (2003) of Auburn University analyzed an interior BT-54 girder line of a typical two-span continuous portion of the elevated I-565 bridge structure in search of a cause for the extensive cracking. Gao calculated stresses in the girder, deck slab, and continuity diaphragm while considering construction sequence, time-dependent effects, and temperature distribution. The primary focus of the analysis was identifying the cause of positive bending moments near the continuous ends of the girders. 2.4.3.1 4338BCONSTRUCTION SEQUENCE The construction sequence is related to the age of the girder when the deck and the diaphragm are cast. It was concluded with further investigation of the Huntsville I-565 bridge structure that the staged casting of the bridge deck and diaphragms was not performed in the order originally specified in the contract documents (ALDOT 1988). Previous research (Ma et al. 1998) has shown that the amount of time between diaphragm and deck casting can significantly affect the behavior of this type of bridge system. Gao (2003) concluded from a step-by-step analysis that the actual construction sequence did result in slightly smaller bottom-flange compressive stresses near the continuity diaphragm when compared to the stresses expected following the specified construction sequence. However, the difference between the two stresses was not large enough to be a likely cause of the observed tensile cracking. 38 2.4.3.2 4339BTIME-DEPENDENT EFFECTS Time-dependent effects that could potentially cause cracking in the restrained girder ends include creep due to prestress forces and concrete shrinkage. The creep and shrinkage could cause enough of a member length change to induce a positive moment at the restrained girder end. However, Gao (2003) concluded that time-dependent effects are not large enough to be the primary cause of cracking?especially considering the early age at which the cracking occurred. 2.4.3.3 4340BTEMPERATURE EFFECTS Ambient thermal conditions can result in temperature variations between the top of the bridge deck and the bottom of the girders. This temperature distribution can result in an upward deflection known as ?sun cambering? in spans constructed to be continuous for live loads. This upward deflection due to temperature has the potential to induce bottom- flange tensile stresses associated with positive bending moments near the continuity diaphragm. It has been concluded that the relevant design standards used to design the I-565 bridge structures did not supply sufficient information regarding stresses due to temperature gradients (Barnes et al. 2006). ALDOT personnel recorded temperature data at several different times during the investigation. The worst-case temperature gradient recorded occurred at 14:15 CST on May 19, 1994. An ambient temperature of 64.8? F (18.2? C) was reported. The deck surface reportedly had a temperature of 95.7? F (35.4? C), while the temperature at the bottom of a girder was 52.0? F (11.1? C), which resulted in a temperature difference of 43.7? F (24.3? C) (ALDOT 1994). 39 Ambient, deck, and girder temperatures were only monitored for a few days, and it is unlikely that these temperatures represent the worst load scenario related to temperature distributions that the bridge has experienced in its lifetime. The temperature difference of 43.7? F (24.3? C) measured for the bridge structure in Huntsville, Alabama is less than the maximum temperature difference of 48.6? F (27.0? C) calculated by Potgieter and Gamble (1989) for a bridge structure in Nashville, Tennessee (the city nearest to Huntsville, Alabama within the scope of their report). It is feasible for the ambient temperature in Huntsville to exceed 100? F (38? C) during an extreme event on a sunny summer day, which would likely result in a greater temperature difference than the difference that resulted from the ambient temperature of 64.8? F (18.2? C) measured on May 19, 1994. Due to direct sun exposure, an increased ambient temperature will likely have a greater effect on a deck surface than a girder bottom, resulting in an increased temperature difference that induces tensile stresses of greater magnitude near the continuity diaphragm (Gao 2003). 2.4.3.4 4341BINTERNAL REINFORCEMENT DETAILS The bottom-flange flexural cracking near the continuous ends of these girders is reported to be associated with positive bending moments related to restrained forces of thermal load conditions. The maximum positive bending moment due to thermal load conditions would occur at the continuity diaphragm, which explains the diaphragm face and end cracks, but in some cases the cracks do not correspond with the point of maximum moment. Along multiple concrete girders, cracking has been observed to originate at distances from the continuity diaphragm that are similar to other origins of cracking on other girders. The internal reinforcement details for the BT-54 girders of I-565 were 40 investigated to determine if localized stress concentrations could explain the similar crack locations (Barnes et al. 2006). Prestressing strand debonding and continuity reinforcement details discussed in Sections 1921H2.3.3 and 1922H2.3.5 have an effect on the positive bending moment capacity near the continuity diaphragm. The continuity reinforcement length of 41 in. and the debonded length of 48 in. for more than one-third of the strands have been superimposed with the crack pattern observed at Girder 5 of Span 5, as shown in Figure 1923H2.24. Figure 2.24: Cracked girder with continuity reinforcement details (Barnes et al. 2006) 7 in. 41 in. Crack Pattern Girder 5?Span 5?West Face Precast BT-54 girder Cast-in-place deck Cast-in-place continuity diaphragm 1 ft 2 ft 3 ft 4 ft 5 ft 6 ft 7 ft 8 ft Continuity Reinforcement Size #6 Rebar 12 of 28 bottom-flange prestressed strands are debonded at least 48 in. 41 During a critical thermal event, bottom-flange tensile stresses could be induced near the continuity diaphragm along the girder. The debonded strands result in cross sections with a relatively weak positive moment bending capacity compared to the midspan cross sections. Due to relatively weak cross sections for a distance of 48 in. and local stress concentrations that can occur near the continuity reinforcement termination point at 41 in., cross sections near the continuity reinforcement termination location are likely points of origin for flexural cracking in response to positive moment bending. 2.4.4 128BRAMIFICATIONS OF CRACKING Cracking within the anchorage zone of prestressed strands has the potential to reduce the effective prestress force, which consequently reduces the shear and flexural capacities of the girder. Cracks that remain open after the initiating event are an indication of inelastic behavior at the cracked cross section. This inelastic behavior could be caused by strands either yielding or slipping at the crack locations. Yielding of prestressed strands at a crack location is one type of failure that results in a reduction of effective prestress force. Inelastic behavior caused by strand yielding results in permanent elongation of the strand, allowing crack widths to remain open after crack inducing loads are removed. A portion of the strain in the prestressing strand would be lost, which would result in a reduction of the effective prestressing force transferred to the end region of the girder. In order for yielding to occur, yield level stresses must be developed in the prestressed strand at the crack location. This requires that the strands be adequately anchored on both sides of the crack. Swenson (2003) calculated the development length of a 0.5 in. special prestressing strand to be 80 in. in accordance with Article 5.11.4.2 of 42 the AASHTO LRFD Bridge Design Specifications (2002). Swenson also noted that the typical cracking in the I-565 girders occurs within 41 in. of the continuous girder end. Since the strands are only anchored a distance roughly half of the full development length before the crack location, development of yielding stresses in the prestressing strands is not likely. Slipping of prestressed strands at the crack location also results in the reduction of the effective prestress force transferred to the end region of a girder. Adequately developed prestressed strands result in concrete compressive stresses which increase shear capacity. Strand slip due to a lack of effective anchorage reduces pre-compression effects and may also result in girders with insufficient resistance to shear forces in the girder end region. Swenson (2003) determined that the theoretical total slip resulting if all prestressing force was lost corresponded to the range of crack widths present in the I-565 girders. Swenson concluded that the prestressing strands slipped as a result of the cracks and that it is appropriate and conservative to assume that the prestressing force in the strands has been completely lost between each crack location and girder end. Visual inspection of the girders in 2010 indicated that the girder end regions have experienced much less camber curvature over time than the rest of the span. This agrees with Swenson?s contention that much of the effective prestress in the end regions has been lost. 2.5 36BBRIDGE BEHAVIOR ANALYSIS Swenson (2003) used analytical methods to determine if the prestressed bulb-tee girders have strength deficiencies. Different girder behaviors and analysis methods were considered. The results of this analysis were taken into consideration during the design 43 of an externally bonded fiber-reinforced polymer (FRP) reinforcement repair method. Bridge behavior analysis from Swenson (2003) is summarized in this section. 2.5.1 129BBEHAVIOR TYPES CONSIDERED The two-span structures of I-565 were designed to behave as fully continuous structures for live loads. However, three possible girder behavior types were considered during analysis. The two-span structures have been analyzed as behaving as either ? Two simply-supported spans with no continuity at the interior support, ? One fully continuous structure, as originally constructed, or ? A two-span continuous structure with internal hinge behavior at crack locations. 2.5.2 130BANALYSIS METHODS The three possible bridge behaviors were evaluated with three analysis methods. The three analysis methods include ? Elastic structural analysis, ? Sectional model analysis, and ? Strut-and-tie model analysis. Factored ultimate shear and moment envelopes for both interior and exterior girders were determined with elastic structural analysis. Shear and moment capacities of a typical cracked BT-54 girder were determined with sectional model analysis. The calculated capacities were then compared to the factored ultimate shear and moment envelopes to determine the location and magnitude of strength deficiencies. The forces transferred through the prestressed strands and future externally bonded fiber-reinforced polymer 44 (FRP) reinforcement were determined with strut-and-tie model analysis. An adequate FRP reinforcement design was formulated based on the resistance force required of the FRP at the crack location. 2.5.2.1 4342BELASTIC STRUCTURAL ANALYSIS?UNFACTORED DEMANDS Elastic structural analysis of the two-span structure was conducted using structural analysis software. Shear and bending moment reactions in response to unfactored live loads were determined for each of the three behavior type models. Analysis of the simply supported model resulted in ? A maximum positive bending moment of around 26,000 kip-in. at midspan, ? A maximum shear force of roughly 96 kips at the supports, and ? No negative moments. Analysis of the two-span fully continuous model resulted in ? A maximum shear force of roughly 87 kips at the non-continuous support, ? A maximum shear force of roughly 105 kips at the interior support, ? A maximum positive bending moment of roughly 19,200 kip-in. nearly 500 in. from the non-continuous end, and ? A maximum negative moment of roughly 22,000 kip-in. at the interior support. Analysis of the two-span continuous model with an internal hinge resulted in reactions that were bounded in magnitude by the other two models. These reactions include a less severe maximum shear force at the interior support compared to both the simply supported and fully continuous model, less severe maximum positive moment compared 45 to the simply supported model, and a less severe maximum negative moment at the interior support compared to the continuous model. Due to distribution factors calculated for the two-span continuous bridge structure, the live load effects for ultimate shear demand are more severe for interior girders than exterior, and the live load effects for ultimate moment demand are more severe for exterior girders. 2.5.2.2 4343BSECTIONAL MODEL ANALYSIS?STRENGTH CAPACITIES Strength capacities for a typical cracked BT-54 girder were determined with sectional model analysis. The strength capacities were compared to the factored ultimate load demands determined for each type of behavior. The actual behavior may be more similar to the behavior expected of the continuous model with an internal hinge at the crack location, but the factored load demands of both the simply-supported and continuous bridge behavior were satisfied when designing a repair method for the strength deficiencies. Simply supported behavior was determined to control the factored ultimate shear demand, exceeding the shear capacity of a typical cracked BT-54 girder by as much as 49 kips for an interior girder and 4 kips for an exterior girder. Simply supported behavior was determined to control the factored ultimate positive moment demand, exceeding the positive moment capacity of a typical cracked BT-54 girder for cross sections located between the cracked cross section and the interior support. Due to the assumption that the prestressed strands have slipped and the prestress force has been lost, a strength reduction factor of 0.90 for flexure in non-prestressed concrete members was applied in accordance with Article 5.5.4.2.1 of the AASHTO LRFD. 46 Continuous behavior was determined to control the factored ultimate negative moment demand, exceeding the negative moment capacity of a typical cracked BT-54 girder. The negative moment capacity at the continuous end of a typical exterior girder was determined to be deficient for a length of 48 in. from the interior support. Simply supported behavior was determined to control the longitudinal reinforcement capacity calculated in accordance with Article 5.8.3.5 of AASHTO LRFD (2002). The longitudinal reinforcement capacity provided was determined to be unsatisfactory over a length of 14 in. from the exterior support and over a length of 64 in. from the interior support. The longitudinal reinforcement at the cracked end was determined to be insufficient for a length of roughly 20 in. beyond the typical crack location within the two-span bridge structure. 2.5.2.3 4344BSTRUT-AND-TIE ANALYSIS?FLOW OF FORCES Forces within a BT-54 girder with external reinforcement added to the bottom flange were determined with strut-and-tie model analysis. A typical strut-and-tie model is presented in 1924HFigure 2.25. 47 Figure 2.25: Typical strut-and-tie model (Swenson 2003) 48 Three separate models (A, B, and C) were produced to analyze the flow of forces within one girder for each of the three prospective bridge behavior conditions. Specific ties within the strut-and-tie models represent forces required to be carried by the longitudinal reinforcement. During the design of an external reinforcement repair method, the tensile capacity of the longitudinal reinforcement should satisfy the factored ultimate tensile force demand along the entire length of each tie. Model A represents a simply supported girder with FRP reinforcement. Load configurations were examined to produce maximum shear and positive moment effects at the assumed cracked cross section. The maximum factored ultimate tensile force expected in the FRP reinforcement was 255 kips and the tensile force expected in prestressing strands at the same distance from the interior support was 300 kips. As the distance from the interior support increased, the tensile force expected in the FRP reinforcement decreased and the force expected in the prestressing strands increased. The element representing the FRP reinforcement furthest from the interior support expected a factored ultimate tensile force of 62 kips and the element representing the prestressing strands at that same distance from the interior support expected a tensile force of 491 kips. The expected factored ultimate tensile force in the element representing the prestressing strands following the curtailment of the FRP reinforcement was 631 kips. Model B represents a girder that is part of a two-span structure made fully continuous for live loads. Load configurations were examined to produce maximum shear effects at the assumed cracked cross section. The ties representing the longitudinal tensile reinforcement were primarily in compression near the cracked cross section. None of the 49 ties representing the FRP reinforcement were expected to be in tension. The element representing the FRP reinforcement furthest from the interior support expected a factored ultimate compressive force of 9 kips and the element representing the prestressing strands at that same distance from the interior support expected a tensile force of 150 kips. The expected factored ultimate tensile force in the element representing the prestressing strands following the curtailment of the FRP reinforcement was 344 kips. Model C represents a girder that is part of a two-span structure made continuous for live loads, but contains an internal hinge representing a cracked cross section. Load configurations were examined to produce maximum shear effects at the assumed cracked cross section. The flow of forces in Model C were similar to the simply supported model (Model A), but the tensile forces expected in the longitudinal reinforcement decreased in magnitude. The maximum factored ultimate tensile force expected in the FRP reinforcement was 140 kips and the tensile force expected in prestressing strands at the same distance from the interior support was 189 kips. As the distance from the interior support increased, the tensile force expected in the FRP reinforcement decreased and the force expected in the prestressing strands increased. The element representing the FRP reinforcement furthest from the interior support expected a factored ultimate tensile force of 35 kips and the element representing the prestressing strands at that same distance from the interior support expected a tensile force of 294 kips. The expected factored ultimate tensile force in the element representing the prestressing strands following the curtailment of the FRP reinforcement was 552 kips. It was determined that the simply supported model (Model A) should control the required tensile capacity of the longitudinal reinforcement including the prestressing 50 strands and external FRP reinforcement. Although the structure may not be purely simply supported, the girders should be strengthened to dependably resist factored ultimate loads for all three potential behavior types. Longitudinal reinforcement tensile forces must be fully developed at the end of the tie closest to the support. For the tie extending from the nodal zone at the interior support (Member 1), the tensile force must be developed at the point where the centroid of the reinforcement extends beyond the extended nodal zone (ACI Committee 318 2002). During the design of an FRP reinforcement repair method, the FRP reinforcement forces were considered fully developed at the inside face of the bearing pad. 2.6 37BDESIGN OF EXTERNAL FIBER-REINFORCED POLYMER STRENGTHENING SYSTEM Four FRP-reinforcement repair designs were presented by Swenson (2003). The FRP reinforcement systems were designed to either correct strength deficiencies that have resulted from cracking, or prevent strength deficiencies from occurring. Three complementary objectives were considered during the design of potential strengthening systems. Two objectives were to provide adequate positive bending resistance, as well as adequate shear resistance, regardless of continuity conditions. The other objective was to shift future cracking, associated with the restrained deformations of time- and temperature-dependent effects, to a more acceptable location at the face of, or within, the continuity diaphragm. The FRP reinforcement selected for the design of potential repair systems was the Tyfo SCH-41 composite manufactured by Fyfe Co. This product is a wet lay-up system comprised of Tyfo SCH-41 reinforcing fabric and Tyfo S epoxy. Tyfo SCH-41 reinforcing fabric is comprised of unidirectional carbon fibers backed with a glass veil to 51 increase and support fabric stability during installation. Tyfo S epoxy is a two-part adhesive used to both saturate the composite fabric and bond the fabric to the concrete. The repair solution recommended by Swenson (2003) was a 4-ply FRP system applied near the continuity diaphragm along the bottom flange of every girder, even those which are uncracked. The longitudinal and cross sectional configurations of the recommended 4-ply FRP system are shown in Figures 1925H2.26?1926H2.28. 52 Figure 2.26: Longitudinal configuration profile for FRP (Barnes et al. 2006) 6.5 in. 130 in. 3 @ 6 in. Four plies of wet layup, CFRP fabric 53 Figure 2.27: Cross-sectional configuration of FRP near diaphragm (Swenson 2003) Figure 2.28: Cross-sectional configuration of FRP beyond bearing pad (Swenson 2003) 6.5? Inside face of bearing pad Face of continuity diaphragm B B Section B Total effective width of FRP reinforcement bonded to girder = 58 in. 3? 21? 21? 6.5? A A Section A Total effective width of FRP reinforcement bonded to girder = 30 in. Bearing pad 3? Inside face of bearing pad Face of continuity diaphragm 54 The FRP system terminates at a distance of 130 in. from the face of the continuity diaphragm. Only the first installed layer of FRP extends the full 130 in. from the diaphragm. Each subsequently installed layer terminates 6 in. earlier than the previous layer to allow for the gradual transfer of forces into the FRP and to minimize stress concentrations at the termination points. FRP applied to the bottom surface of the flange cannot extend to the continuity diaphragm because of the girder bearing; instead it extends to roughly 10 in. from the face of the diaphragm, and terminates within 1 in. of the bearing pad. 2.7 38BLOAD TESTS PRIOR TO FRP REINFORCEMENT INSTALLATION Load tests scheduled to be performed before and after installation of the FRP system were planned to quantify the effectiveness of the FRP reinforcement. The pre-repair load tests were conducted on the nights of May 31, and June 1, 2005. Specific girders were instrumented to document responses to various load conditions. Two ALDOT load trucks were positioned to apply loads to the bridge structure at designated locations. General behavior of the damaged bridge structure was analyzed with measured responses to the pre-repair load tests. Detailed documentation of the instrumentation, procedures, and results of pre-repair testing has been reported by Fason (2009) and is summarized in this section. The instrumentation and procedure of the pre-repair testing were similar to those of the post-repair testing documented in this thesis. Specific details regarding the setup and execution of post-repair testing can be found in Chapters 3 and 4 of this thesis. 55 2.7.1 131BINSTRUMENTATION FOR PRE-REPAIR LOAD TESTING Prior to pre-repair testing, Girders 7 and 8 of Northbound Spans 10 and 11were instrumented with sensors designated to measure girder responses to varying load conditions. The installed sensors include ? Crack opening displacement (COD) gages, ? Deflectometers, and ? Surface-mounted strain gages. A total of four COD gages, one per instrumented girder, were installed. Each COD gage was installed near the continuity diaphragm to span a single crack that extends into the web on each instrumented girder. A total of twelve deflectometers were positioned underneath the instrumented girders. A total of fifty-six surface-mounted strain gages were installed on the concrete surface of the instrumented girders. Eight cross sections contain gages at varying heights within the cross section, while eight other cross sections have only one concrete gage on the bottom surface of the bottom flange. Sensor installation procedures prior to pre-repair testing have been described by Fason (2009). The majority of these sensors were maintained for post-repair testing, and specific post-repair sensor instrumentation details from can be found in Chapter 3 of this thesis. 2.7.2 132BPROCEDURES FOR PRE-REPAIR LOAD TESTING Three distinct horizontal truck alignments represented load truck traverse lanes. Each traverse lane contained nine stop positions. Load trucks were held at stop positions long enough for sensors to measure girder response. 56 The first night of testing was dedicated to acoustic emissions testing. Analysis of the measurements from the acoustic emissions sensors do not fall within the scope of this thesis, but the sensors installed for static load testing did measure girder responses to the static truck positions of the acoustic emissions test. The second night of testing included a repeat of the acoustic emissions test followed by static load testing at all stop positions. Each stop position was recorded three times to allow for averaging and elimination of outliers. Static load testing concluded with a superposition test. Pre-repair testing procedures have been reported by Fason (2009). The majority of these load tests were repeated during post-repair testing, and specific details of post- repair load testing procedures can be found in Chapter 4 of this thesis. 2.7.3 133BRESULTS OF PRE-REPAIR LOAD TESTING The overall bridge behavior was analyzed following the pre-repair tests. Fason (2009) determined that the girders were not acting as simply supported girders, which was the worst-case behavior selected by Swenson for design of the FRP system. It was also determined that, at the time of the pre-repair load tests, the girders were not behaving as though they were hinged at the crack locations. It was noted by Fason that crack sizes observed during testing were visibly not as large as the crack sizes observed during sensor installation. The superposition test was conducted to assess if the damaged bridge structure exhibited linear elastic behavior. It was determined that the deflections measured during superposition testing indicated that the bridge was exhibiting responses similar to linear- elastic behavior. Although the overall bridge behavior was considered to be linear- 57 elastic, there were some discrepancies with the localized measurements of the crack- opening devices and strain gages. The cracks within the girders were observed to be behaving similar to a nonlinear spring, with the stiffness factor increasing as the deflection increased and crack openings decreased. The influence of the false supports on bridge behavior during the pre-repair tests was also reported. A strain gage installed on one column of the false supports measured a small compressive strain during normal traffic conditions, which indicated that the false supports were providing some actual support during normal traffic conditions. Strains measured near the bent during superposition testing were also reportedly affected by the presence of the false supports. When only one span was loaded, the false supports under that span seemed to carry significant load, reducing the strain measured at the bent. When both spans were loaded simultaneously, the continuity effects that promote an upward deflection of the opposite span allowed for the false supports under each span to carry fewer loads individually. It was concluded by Fason (2009) that direct comparisons between pre- and post- repair measured responses would not be independently indicative of the effectiveness of the FRP repair. This was based on the assumption that the weather conditions during post-repair testing could be more conducive to wider crack openings immediately prior to load testing, and the fact that the false support bearing pads would be removed during the installation of the FRP reinforcement. 2.8 39B FINITE-ELEMENT ANALYSIS OF BRIDGE BEHAVIOR Shapiro (2007) used ABAQUS/CAE to develop a finite element model (FEM) to represent the elevated two-span section of I-565 being investigated. Information 58 regarding FEM development including: element selection, member geometry, material properties, support conditions, member connections, and load application has been detailed by Shapiro (2007). Once the fundamental model was created, the model was refined in three stages. Load test results were used to verify and refine the model as necessary. The final stage of the refinement process became the pre-repair condition model. Once a pre-repair model was established, the FRP reinforcement was then added to provide expected results for the post-repair load tests. The unintended support prvided by the false supports was not considered in the model development. A summary of the finite-element model analysis presented by Shapiro (2007) is discussed in this section. 2.8.1 134BUNCRACKED MODEL The first stage of model refinement assumes an ideal scenario of uncracked girders. When compared to the pre-repair load test results, the Uncracked model results generally exhibit more compression (or less tension) strain on the bottom surface of the bottom flange than observed during testing. This discrepancy was even more evident at the cross sections near the cracked region, especially comparing results associated with midspan loadings. The Uncracked model overestimates the continuity of the cracked girder- system. 2.8.2 135BCRACKED MODEL The second stage of model refinement incorporated ABAQUS seams within the model to represent existing cracks. The resulting Cracked model represents a worst-case scenario of no reinforcement contribution at crack locations. The seams cut through the concrete and steel as if the steel has fractured at the crack locations or the bond between the steel and the concrete has deteriorated to the extent that no stresses can be transferred from the 59 concrete to the steel. As a result, the model suggests that no bending moment is developed near the crack locations. The load test results are more complicated and do not reflect the zero strain behavior suggested by the Cracked model results. 2.8.3 136BCRACKED-WITH-REINFORCEMENT MODEL The Cracked model was refined by accounting for the presence of steel at the cracked cross sections. A Cracked-with-Reinforcement model was developed by adding two groups of reinforcing steel to represent the draped and undraped prestressing strands. Although this reinforcement was added, no attempt was made to apply a prestressing force to the model since it was considered unlikely that the prestress force would be effective at the cracked sections. The Cracked-with-Reinforcement model results fell between those of the Uncracked and Cracked models, better resembling the pre-repair load test results. 2.8.4 137BPRE-REPAIR MODEL Through further analysis it was suggested that the Cracked-with-Reinforcement model could be refined by adding seams in the model to represents cracks at the face of the continuity diaphragm. The addition of seams at the face of the continuity diaphragm yielded results that best resembled the pre-repair load test results. This refined model became the Pre-Repair model to officially compare analytical results to experimental load test results. This model was also refined by modeling the addition of the FRP reinforcement to estimate the post-repair behavior of the bridge structure. 60 2.8.5 138BPOST-REPAIR MODEL The wet lay-up FRP reinforcement was modeled to behave as a laminate, or thin plate. The FRP reinforcement material properties were modeled as both isotropic and laminar. The isotropic material exhibits the same properties in all directions. The laminar material acts as a simplified form of an orthotropic material, which differentiates material properties in principal or perpendicular directions to each other. Shapiro (2007) concluded that the laminar representation of the FRP material more accurately modeled the orthotropic properties of the FRP reinforcement selected to be installed. The laminate FRP reinforcement was added to the Pre-Repair model to create a Post-Repair model for comparison with the results of the post-repair load tests. 2.9 40BINSTALLATION OF EXTERNAL FRP REINFORCEMENT FRP reinforcement installation, which took place during December of 2007, was performed in accordance with the ALDOT Special Provision regarding the use of fiber reinforced polymer for girder repair. The on-site activities taking place from December 11, through December 19, 2007 were documented by Jiangong Xu for the AUHRC. Xu, an Auburn Univeristy research assistant at the time of the installation process, documented activities including ? Surface preparation, ? Adhesion testing of Tyfo S epoxy on concrete surface, ? Preparation of FRP-composite samples for tensile testing ? Procedures of FRP reinforcement installation process, and ? Painting of the FRP reinforcement that concluded installation. 61 2.9.1 139BSURFACE PREPARATION Prior to FRP fabric installation, the contractor was required to prepare the surface to ensure adequate contact between the FRP and concrete. Surface preparation procedures were conducted in accordance with the ALDOT Special Provision regarding the use of fiber-reinforced polymer reinforcement for girder repair. Surface preparation techniques included surface grinding of irregularities such as excess crack-injected epoxy, surface patching of unacceptable voids and depressions, light surface roughening for improved bond quality, and final surface cleaning to remove dust and all other bond-inhibiting material. The use of compressed air for final cleaning is shown in 1927HFigure 2.29. Figure 2.29: Surface cleaning?final removal of dust and debris Girder preparation also involved the removal of the false support bearing pads. These bearing pads inhibited FRP installation to the bottom of the girder at false-support 62 locations. The bearing pads under Span 11 were, in general, more difficult to remove than the bearing pads under Span 10. Initially, the contractor attempted to remove each bearing pad by punching it out of place using a chisel and hammer. When a bearing pad was under enough pressure to prevent removal, the contractor then used a reciprocating saw on the pad to alleviate some of that pressure, as shown in 1928HFigure 2.30. In some cases, saw cutting alone was not effective at alleviating enough pressure for successful bearing pad removal. In these cases, a propane torch was used to soften the rubber and allow for a more effective sawing process, which is shown in 1929HFigure 2.31. After successful pressure alleviation, the bearing pad was removed using the initial chisel-and- hammer removal method, as shown in 1930HFigure 2.32. An example of a bearing pad that required extensive removal efforts is shown in 1931HFigure 2.33. Figure 2.30: Use of saw for bearing pad removal 63 Figure 2.31: Use of torch for bearing pad removal Figure 2.32: Successful removal of bearing pad 64 Figure 2.33: Bearing pad after forceful removal 2.9.2 140BADHESION TESTING Tyfo S saturant epoxy manufactured by Fyfe Co. was used throughout the FRP installation. Adhesion testing of the Tyfo S epoxy on the concrete surface was required to ensure that the bond strength of the epoxy exceeded the tensile strength of the concrete. The adhesion tests were conducted in accordance with the requirements given in ASTM D4541. Detailed description of the ASTM D4541 adhesion testing procedure has been reported by Swenson (2007). A minimum of three tests were required for each day in which FRP reinforcement was installed, and a minimum of one test was required per 500 square feet of installed FRP reinforcement. Adhesion testing equipment is shown in a laboratory setting in Figure 1932H2.34. On-site adhesion testing is shown in Figure 1933H2.35. 65 Figure 2.34: Adhesion test equipment (Swenson 2007) Figure 2.35: Performance of on-site adhesion test 66 2.9.3 141BTENSILE TESTING Tensile testing of FRP reinforcement samples was required to ensure the quality of the FRP reinforcement installed. A minimum of two testing samples were required for each day that FRP reinforcement was installed. A testing sample, prepared as shown in Figures 1934H2.36 and 1935H2.37, was to consist of two 12 in. by 12 in. panels representative of the four-layer FRP and epoxy composite. However, the contractor fabricated each panel with only two plies of fabric, interpreting this as ?representative? of the four-ply system. The samples were sent to a testing laboratory accredited in accordance with ISO/IEC 17025. The required testing procedures are presented in ASTM D3039. The tensile strength, ultimate tensile strain, and tensile modulus of elasticity were tested in a minimum of five sample batches. Figure 2.36: Preparation of sample for tension testing 67 Figure 2.37: Representative sample for tension testing 2.9.4 142BFRP FABRIC INSTALLATION PROCEDURES The FRP reinforcement repair consisted of four layers of FRP fabric. Due to the width of FRP fabric required to wrap around a typical bottom flange, three FRP fabric sheets were necessary per layer of installation. Two of the fabric sheets were of equal width and the third fabric sheet was narrower. Each sheet of FRP fabric was cut to size and then saturated with epoxy. The typical fabric cutting and epoxy saturation procedures are shown in Figures 1936H2.38 and 1937H2.39. Epoxy was also applied to the surface of the girders prior to application of the first layer of FRP fabric, as shown in Figure 1938H2.40. The first layer of FRP fabric was then installed as shown in Figure 1939H2.41. Successive layers of FRP and epoxy were then applied, and an example of a typical four-layer installation is shown in Figure 1940H2.42. 68 Figure 2.38: Cutting strips of FRP fabric Figure 2.39: Epoxy saturation of FRP fabric 69 Figure 2.40: Applying epoxy to girder surface before FRP fabric installation Figure 2.41: Installation of first layer of FRP fabric 70 Figure 2.42: Four layers of installed FRP fabric 2.9.4.1 4345BFRP FABRIC INSTALLATION?FIRST LAYER The installation sequence for the first layer of FRP fabric is illustrated in 1941HFigure 2.43. The two wider strips were installed beginning at the joint of the web and top of bottom flange on their respective faces of the girder and wrapped around to extend partially along the bottom of the bottom flange. The narrower strip was applied along the centerline of the bottom of the bottom flange of the girder to fill the gap between the termination points of the two wider FRP fabric sheets. Figure 2.43: FRP installation sequence?first layer 71 2.9.4.2 4346BFRP FABRIC INSTALLATION?SECOND LAYER The installation sequence for the second layer of FRP fabric is illustrated in 1942HFigure 2.44. The narrow sheet was applied at the joint of the web and top of bottom flange on one face of the girder. One of the wide sheets was applied beginning at the edge of the narrow sheet and overlapped the centerline of the girder on the bottom flange. The remaining wide sheet began at the termination of the first wide sheet and wrapped around the bottom flange to terminate at the joint of the web and top of the bottom flange. Figure 2.44: FRP installation sequence?second layer 2.9.4.3 4347BFRP FABRIC INSTALLATION?THIRD LAYER The third layer was similar to the second layer, but the installation began with the narrow sheet being applied to the face of the girder opposite of the narrow sheet in the second layer. The sheets were arranged in this opposing pattern so that fabric of the third layer overlapped the seams in the second layer. The installation sequence for the third layer of FRP fabric is presented in 1943HFigure 2.45. 72 Figure 2.45: FRP installation sequence?third layer 2.9.4.4 4348BFRP FABRIC INSTALLATION?FOURTH LAYER The fourth layer pattern was identical to the symmetric first layer pattern. The installation sequence for the fourth layer of FRP fabric is presented in 1944HFigure 2.46. Figure 2.46: FRP installation sequence?fourth layer 2.9.5 143BPAINTING OF INSTALLED FRP REINFORCEMENT After the epoxy of the FRP reinforcement sufficiently cured, the FRP surface was painted using Masonry, Stucco, and Brick Paint manufactured by Behr. This white acrylic latex paint was used to further protect the reinforcement from ultraviolet rays and weather- related distress over time. The paint was sprayed onto the FRP surface as shown in Figure 1945H2.47, and the finished girders of Span 10 are shown in Figure 1946H2.48. 73 Figure 2.47: Painting of FRP reinforcement Figure 2.48: Painted FRP reinforcement of Span 10 74 2.9.6 144BFRP REINFORCEMENT INSTALLATION TIMELINE FRP installation activities occurred between Tuesday, December 11, and Wednesday, December 19, 2007. The weather conditions reported at the Huntsville International Airport for these dates are presented in 1947HTable 2.3. A summary of the FRP reinforcement installation activities that were conducted each day is presented in this section based on documentation provided by an Auburn University researcher. Table 2.3: Weather during FRP reinforcement installation (NOAA 2008) Date Minimum Temperature (?F) Maximum Temperature (?F) Mean Temperature (?F) Precipitation (in.) Dec. 11, 2007 56 77 67 0.00 Dec. 12, 2007 56 71 64 0.00 Dec. 13, 2007 47 69 58 0.05 Dec. 14, 2007 39 51 45 0.00 Dec. 15, 2007 40 69 55 0.08 Dec. 16, 2007 28 43 36 T Dec. 17, 2007 23 48 36 0.00 Dec. 18, 2007 27 54 41 T Dec. 19, 2007 44 54 49 T Note: T = Trace precipitation amount (between 0.00 and 0.01 in.) 2.9.6.1 4349BDECEMBER 11, 2007 FRP reinforcement was installed on Girder 9 of Span 10 on Tuesday, December 11, 2007, which was the first day of installation. The first layer of FRP took close to 1 hour to install. Installation of all four FRP layers was completed in roughly 2.5 hours. A tensile testing sample was prepared before beginning the installation process. 75 2.9.6.2 4350BDECEMBER 12, 2007 FRP reinforcement was installed on Girders 8, 7, and 6 of Span 10 on Wednesday, December 12, 2007. FRP installation was completed in roughly 1.5 hours for Girder 8, 1.25 hours for Girder 7, and 2hours for Girder 6. It was also documented that, before beginning installation, an adhesion test was performed and a tensile testing sample was prepared. 2.9.6.3 4351BDECEMBER 13, 2007 The 0.05 in. of precipitation noted for Thursday, December 13, 2007 in 1948HTable 2.3 reportedly accumulated between the hours of 5:00 a.m and 2:00 p.m. CST (NOAA 2008). This weather and resulting moisture conditions were not conducive to proper FRP installation, and the contractor decided to focus efforts on surface preparation. 2.9.6.4 4352BDECEMBER 14, 2007 FRP reinforcement was installed on Girders 5, 4, 3, and 2 of Span 10 on Friday, December 14, 2007. FRP installation was completed in roughly 1 hour for Girder 5, 1 hour for Girder 4, 1.5 hours for Girder 3, and 1 hour for Girder 2. It was again documented that, before beginning installation, an adhesion test was performed and a tensile testing sample was prepared. 2.9.6.5 4353BDECEMBER 15, 2007 The forceful removal of Span 11 bearing pads began on Saturday, December 15, 2007. Complete removal of all Span 11 bearing pads was unsuccessful. 2.9.6.6 4354BDECEMBER 16, 2007 No work was documented by the AUHRC for Sunday, December 16, 2007 76 2.9.6.7 4355BDECEMBER 17, 2007 Span 11 bearing pad removal continued on Monday, December 17, 2007. 2.9.6.8 4356BDECEMBER 18, 2007 FRP reinforcement was installed on Girders 9, 8, 7, 6, and 5 of Span 11 on Tuesday, December 18, 2007. FRP installation was completed in roughly 1 hour for Girder 9, 1 hour for Girder 8, and 2 hours for Girder 7, 1 hour for Girder 6, and 1hour for Girder 5. It was documented that another tensile testing sample was prepared before beginning installation. 2.9.6.9 4357BDECEMBER 19, 2007 The contractor began painting installed FRP fabric on Wednesday, December 19, 2007. Girders 9?2 of Span 10 were painted before beginning other FRP installation. FRP reinforcement was installed on Girder 1 of Span 10 and Girder 1 of Span 11. FRP installation was completed in roughly 2 hours for Girder 1 of Span 10 and 1 hour for Girder 1 of Span 11. These girders were painted immediately following FRP installation. It was also documented that a tensile testing sample was prepared, before beginning installation. 2.9.6.10 4358BAFTER DECEMBER 19, 2007 FRP installation activities performed after Wednesday, December 19, 2007 were not documented by AUHRC personnel. The remaining activities included FRP installation on Girders 4, 3, and 2 of Span 11 and the painting of installed FRP fabric on Girders 9?2 of Span 11. 77 2.10 41BCURRENT RESEARCH Post-repair testing was required to gauge the effectiveness of the FRP reinforcement repair. The FRP material installed on the instrumented girders was inspected for signs of delamination prior to testing, and no significant signs of bond failure were observed for the repair that had been in service for more than 2 years at the time of post-repair testing. Also, additional strain gages were installed to measure the response of the FRP material during testing. The bridge structure was then subjected to load tests similar to those conducted prior to the repair. The instrumentation, procedure, and results of post-repair testing are presented in subsequent chapters of this thesis. 78 Chapter 3 7BBRIDGE INSTRUMENTATION 3.1 42BINTRODUCTION Northbound Spans 10 and 11 were instrumented with sensors to quantify bridge behavior and the response of selected girders during specific loading scenarios. The desired quantifiable responses included the opening or closing of cracks within a girder web, girder deflections, and girder surface strains of concrete and FRP reinforcement. Sensor locations and installation procedures are discussed in this chapter. 3.2 43BINSTRUMENTATION OVERVIEW Girders 7 and 8 in Spans 10 and 11 exhibited significant cracking at their continuous ends and were selected for instrumentation. Two girders per span were heavily instrumented rather than installing fewer sensors per girder for all nine girders per span. Another factor leading to the selection of Girders 7 and 8 was the need to keep one lane open to vehicular traffic during load testing. These girders are the second and third interior girders from the east edge of the bridge, which allowed the west lane to remain open without significant effect on test results. The exterior girder (Girder 9) was not chosen because of anticipated analytical complications related to the proximity of the west barrier rail (Fason 2009). 79 The instruments installed on each girder included crack-opening displacement (COD) gages, deflectometers, and surface-mounted strain gages installed on concrete and FRP reinforcement. A total of seventy-two sensors were installed. Four sensors were COD gages: each straddled one crack per instrumented girder. Twelve sensors were deflectometers placed along the ground directly underneath the instrumented girders to measure deflections at incremental distances from the continuity diaphragm. The remaining fifty-six sensors were surface-mounted strain gages installed along the instrumented girders. Eight cross sections, four on each girder line, were instrumented with surface-mounted strain gages at different girder heights to allow for strain profile analysis. Bottom-fiber strain gages were installed at eight different locations along each girder line. An overview of the instrumentation locations per girder line is illustrated in Figure 1949H3.1. 80 Figure 3.1: Instrumentation overview Legend: Crack-Opening Displacement Gage Deflectometer Cross Section Gaged for Strain Profile Bottom-Fiber Strain Gage False Support False Support Bent 10 Simple Support Span 11 Bent 11 Continuity Diaphragm Span 10 Bent 12 Simple Support 81 A data acquisition system was used to collect sensor measurements during testing. The data acquisition system had seventy-two 350-ohm channels available. The COD gages were full-bridge sensors, and the deflectometers and strain gages were quarter- bridge sensors. Four-wire configurations were used for the full-bridge sensors. Three- wire configurations were used with the quarter-bridge sensors to reduce lead-wire temperature effects (Fason 2009). 3.3 44BCRACK-OPENING DISPLACEMENT GAGES Crack-opening displacement (COD) gages were installed to measure the opening or closing deformations of one crack per instrumented girder. Each COD gage was attached to anchor blocks that were installed on either side of the crack using an epoxy. The type of COD gage selected for testing is capable of measuring crack openings or closures of up to 2 mm (0.08 in.). The COD gages are full-bridge instruments that were calibrated prior to testing. A diagram of the specific model of COD gage used for the pre- and post- repair tests can be seen in 1950HFigure 3.2. 82 Note: dimensions are shown as mm Figure 3.2: Crack-opening displacement gage (TML 2011) 35 30 70 50 (gauge length) 12 4.5 diam. PI-2-50 83 3.3.1 145BCOD GAGE LOCATIONS Four crack-opening displacement gages (A?D) were installed prior to the pre-repair load tests. The specific COD gage locations can be seen in 1951HTable 3.1. Each COD gage was installed to span a significant crack in a girder web near the girder?s continuous end. The anchor blocks for each COD gage location were installed three inches above the joint of the bottom-flange and the web. The COD gage installed on Girder 8 of Span 10 was located on the west face of the girder. The other COD gages were located on the east face of their respective girders. Each COD gage was installed in the same respective location for pre- and post-repair testing. During analysis each gage was referenced according to installed location rather than COD ID. Table 3.1: COD gage locations Span Girder Distance from Continuity Diaphragm Centerline (in.) Girder Face (east/west) COD ID (A?D) 10 7 50 east C 8 40 west A 11 7 48 east D 8 56 east B 3.3.2 146BCOD GAGE INSTALLATION Prior to pre-repair testing, two anchor blocks were attached to the surface of each instrumented girder using a 5-minute epoxy. A photo of installed anchor blocks can be seen in 1952HFigure 3.3. 84 Figure 3.3: Anchor blocks for COD gage installation (Fason 2009) To provide consistent initial distances between anchor blocks, a reference bar was mechanically attached with screws to the anchor blocks prior to installation. The reference bar had a distance of 50.0 mm (1.97 in.) between mechanical attachment points. The anchor blocks were then attached to the concrete girder surface using the 5-minute epoxy. After the epoxy set, the reference bar was removed and a COD gage was mechanically attached to the anchor blocks (Fason 2009). Following the conclusion of pre-repair testing, the COD gages were detached from their respective anchor blocks and safely stored until reinstalled for post-repair testing. The only COD gage installation required prior to the post-repair tests was the mechanical attachment of the COD gages to their respective anchor blocks that remained installed after pre-repair testing. Each COD gage was located in the same respective location and 85 was connected to the data acquisition system using the same respective 4-wire cable from the pre-repair tests. A photo of a COD gage attached to anchor blocks can be seen in 1953HFigure 3.4. Figure 3.4: COD gage attached to anchor blocks 86 3.4 45BDEFLECTOMETERS Deflectometers were used to measure bottom-fiber girder deflections, due to different load conditions, at specific points along each instrumented girder. A picture of a typical deflectometer used during bridge testing can be seen in 1954HFigure 3.5. Figure 3.5: Typical deflectometer Each deflectometer was positioned under the bridge girder at the ground level and connected to the underside of the bridge girder using a wire. The wire length was adjusted to ensure the aluminum bar of the deflectometer remains bent with the bottom of the bar in tension throughout the bridge testing. As the bridge girder deflected downward or upward at the deflectometer location, the flexural tension in the cantilevered aluminum bar was relieved or amplified respectively. A single quarter-bridge surface-mounted strain gage on the underside of the aluminum bar was used to measure the flexural strain. A decrease in tension resulted in a negative strain that represents a downward deflection 87 in the bridge and an increase in tension resulted in a positive strain that represents an upward deflection. As long as the aluminum bar is not bent past its proportional limit, there is a linear relationship between the strain and deflection. The strain-to-deflection conversion factors for all deflectometers were calibrated before and after testing. 3.4.1 147BDEFLECTOMETER LOCATIONS Twelve deflectometers were installed at the same respective locations for pre- and post- repair testing. The deflectometer positions along each girder line are illustrated in Figures 1955H3.6 and 1956H3.7. The specific deflectometer locations for the bridge testing are presented in 1957HTable 3.2. Six deflectometers were assigned to each girder line. Along each girder line, two deflectometers were installed under Span 10, and four deflectometers were installed under Span 11 at the locations shown in Figures 1958H3.6 and 1959H3.7. The individual deflectometers have identification labels A?L. However, the notation used to distinguish between deflectometer locations during analysis and reporting consists of the girder (7 or 8), span (10 or 11), and girder line location (A?F). 88 Figure 3.6: Deflectometer locations?Girder Line 7 Figure 3.7: Deflectometer locations?Girder Line 8 D DEFL: F Midspan Deflectometer Attachment Point 158? Midspan Bent 11 150? 150? 150? 308? 300? A DEFL: L B DEFL: K C DEFL: E E DEFL: G F DEFL: H Span 11 Span 10 Girder Line 8 D DEFL: B Midspan Deflectometer Attachment Point 158? Midspan Bent 11 150? 150? 150? 308? 300? A DEFL: J B DEFL: I C DEFL: A E DEFL: C F DEFL: D Span 11 Span 10 Girder Line 7 89 Table 3.2: Deflectometer locations Span Girder Distance from Continuity Diaphragm Centerline (in.) Girder Line Location (A?F) DEFL ID (A?L) 10 7 608 A J 308 B I 8 608 A L 308 B K 11 7 158 C A 308 D B 458 E C 608 F D 8 158 C E 308 D F 458 E G 608 F H 3.4.2 148BDEFLECTOMETER INSTALLATION Deflectometers were constructed and installed prior to the pre-repair tests in 2005. Information regarding the construction and installation of deflectometers prior to the pre- repair tests has been reported by Fason (2009). Each deflectometer was installed in the same location for both pre- and post-repair testing. Each deflectometer used the same 4-wire cable to connect to the data acquisition system for both pre- and post-repair testing. Prior to the pre-repair tests, deflectometer attachment points were installed to the underside of the bottom-flange at the desired locations along each instrumented girder. A picture of a typical attachment point is shown in 1960HFigure 3.8. 90 Figure 3.8: Girder attachment point for deflectometer wire The attachment points consist of an epoxy-mounted bracket of two metal plates connected with two metal bars. Metal wire was used to connect each attachment point to its respective deflectometer on the ground directly beneath the attachment point. For the pre-repair tests, the metal wires were tied directly to the attachment points. For the post- repair tests, metal S-hooks were used to connect the metal wires to their respective attachment points, allowing for easier wire installation and detachment. A turnbuckle was attached to each wire at the ground level to allow for wire length adjustment while pre-bending each deflectometer aluminum bar. Each turnbuckle was attached to an eye-hook at the end of the corresponding deflectometer aluminum bar. Some of the turnbuckles used during the post-repair tests required an additional s-hook to connect to the of the aluminum bar. Each turnbuckle was adjusted until the vertical distance between the tip of the pre-bent aluminum bar and the base of the deflectometer 91 was roughly 4 inches. A picture of an adjusted turnbuckle and pre-bent aluminum bar can be seen in 1961HFigure 3.9. Figure 3.9: Deflectometer aluminum bar?pre-bent with adjusted turnbuckle Plywood boards were used to level and stabilize each deflectometer as much as possible. Each deflectometer was then connected to the data acquisition system using the same 4-wire cable from the pre-repair tests. Since the deflectometers were at the ground level throughout the testing, it was important to deter accidental human interference. All deflectometer wires were marked with flagging at eye level, and the deflectometer areas under Spans 10 and 11 were marked with a perimeter of flagging. Movement through the deflectometer areas was avoided as much as possible. A photo of the deflectometer area under Span 11 is shown in 1962HFigure 3.10. 92 Figure 3.10: Deflectometer area?Span 11 3.5 46BSTRAIN GAGES Surface-mounted strain gages were installed to monitor material strains in response to different loading conditions. Electrical-resistance strain gages were mounted directly to structural material including concrete and FRP reinforcement at different locations along each instrumented girder. The majority of the strain gages were installed near the 93 continuity diaphragm to allow for better analysis of the bridge behavior near the support. Prior to the pre-repair tests, strain gages were installed on the concrete at specified locations. Prior to the post-repair tests, strain gages were installed on the FRP reinforcement at specified locations. The FRP reinforcement strain gages allowed for analysis of the forces carried by the FRP reinforcement due to specific loading conditions, and the analysis of the transfer of stresses from the concrete to the FRP reinforcement. The gage locations, gage types, and installation procedures for the surface-mounted strain gages are discussed in Sections 3.5.1?3.5.4. 3.5.1 149BSTRAIN GAGE LOCATIONS Fifty-six surface-mounted strain gages were installed for bridge testing. An illustration of the strain gage cross section locations along one girder line can be seen in 1963HFigure 3.11. The specific locations of the strain gage cross sections and the amount of gages in each cross section are provided in 1964HTable 3.3. Illustrations of the post-repair strain gage locations within each cross section can be seen in Figures 1965H3.12?1966H3.22. The potential gage locations within a cross section are detailed in 1967HTable 3.4. 94 Notes: Dimensions shown are from the centerline of the continuity diaphragm. Cracks shown are meant only to illustrate the typical crack zone and do not represent actual crack locations. Figure 3.11: Strain gage cross section locations CRACK CRACK 13 in. 75 in. 75 in. 13 in. Cross Section 1 Cross Section 2 Cross Section 3 Cross Section 4 Span 10 Span 11 Cross Sections 6, 7, and 8 are equally spaced at distances of 273 in., 441 in., and 609 in. respectively from the center of the continuity diaphragm 105 in. Cross Section 5 95 Table 3.3: Strain-gaged cross sections Span Girder Cross Section Distance from Continuity Diaphragm Centerline (in.) No. of Concrete Strain Gages No. of FRP Strain Gages Total Gages 10 7 1 75 4 1 5 CRACK 47 ? 1 1 2 13 4 1 5 8 1 75 4 2 6 CRACK 41 ? 1 1 2 13 3 2 5 11 7 3 13 5 0 5 CRACK 47 ? 1 1 4 75 4 1 5 5 105 1 1 2 6 273 1 ? 1 7 441 1 ? 1 8 609 1 ? 1 8 3 13 3 2 5 CRACK 52 ? 1 1 4 75 4 2 6 5 105 1 1 2 6 273 1 ? 1 7 441 1 ? 1 8 609 1 ? 1 Total Gages 39 17 56 96 Figure 3.12: Strain gage locations?Girder 7?Section 1 Figure 3.13: Strain gage locations?Girder 7?Section 2 4.5? Z V X W Y ? Concrete Strain Gage ? FRP Strain Gage ? Discontinued Gage 36? 6? 26? 42? FRP 54? 3? 3? 3? 18? West East West East 4.5? V X W Y ? Concrete Strain Gage ? FRP Strain Gage ? Discontinued Gage 36? 6? 26? 42? FRP 54? 3? 3? 3? 18? M 97 Figure 3.14: Strain gage locations?Girder 7?Section 3 Figure 3.15: Strain gage locations?Girder 7?Section 4 4.5? V X W Y ? Concrete Strain Gage ? FRP Strain Gage ? Discontinued Gage 36? 6? 26? 42? FRP 54? 3? 3? 3? 18? M West East 4.5? Z V X W Y ? Concrete Strain Gage ? FRP Strain Gage ? Discontinued Gage 36? 6? 26? 42? FRP 54? 3? 3? 3? 18? 36 ? West East 98 Figure 3.16: Strain gage locations?Girder 8?Section 1 Figure 3.17: Strain gage locations?Girder 8?Section 2 4.5? Z V X W Y ? Concrete Strain Gage ? FRP Strain Gage ? Discontinued Gage 36? 6? 26? 42? FRP 54? 3? 3? 3? 18? West East 4.5? V X W Y ? Concrete Strain Gage ? FRP Strain Gage ? Discontinued Gage 36? 6? 26? 42? FRP 54? 3? 3? 3? 18? M West East 99 Figure 3.18: Strain gage locations?Girder 8?Section 3 Figure 3.19: Strain gage locations?Girder 8?Section 4 4.5? V X W Y ? Concrete Strain Gage ? FRP Strain Gage ? Discontinued Gage 36? 6? 26? 42? FRP 54? 3? 3? 3? 18? M 36 ? West East West East 4.5? Z V X W Y ? Concrete Strain Gage ? FRP Strain Gage ? Discontinued Gage 36? 6? 26? 42? FRP 54? 3? 3? 3? 18? 100 Figure 3.20: Strain gage locations?Girders 7 and 8?Section 5 Figure 3.21: Strain gage locations?Girders 7 and 8?Sections 6, 7, and 8 West East 4.5? ? Concrete Strain Gage ? FRP Strain Gage ? Discontinued Gage 36? 6? 26? 42? 54? M 36 ? 4.5? ? Concrete Strain Gage ? FRP Strain Gage ? Discontinued Gage 36? 6? 26? 42? FRP M 36 ? West East 54? 101 Figure 3.22: Strain gage locations?CRACK Table 3.4: Strain gage locations within cross section Location Notation Distance from Bottom of Bottom-Flange (in.) Location Description Girder Face F 43.5 Top of Web West V 28.5 Middle of Web West W 13.5 Bottom of Web West X 13.5 Bottom of Web East Y 3 Side of Bottom Flange West Z 3 Side of Bottom Flange East M 0 Bottom of Bottom Flange Bottom CK 0 Bottom of Bottom Flange Bottom Note: The gage location at the top of the web (Location F) was discontinued for post-repair testing West East 4.5? CK ? Concrete Strain Gage ? FRP Strain Gage ? Discontinued Gage 36? 6? 26? 42? FRP 54? 36 ? 102 Strain gage instrumentation was concentrated in the end regions of Girders 7 and 8 near the continuity diaphragm between Spans 10 and 11. Strain gages were installed at various girder heights at two main cross sections on each instrumented girder. One cross section in each girder is located near the face of the continuity diaphragm, while the other cross section is located just beyond the cracked region. The two girders in Span 11 also contain strain gages along the bottom of the girders at different locations out to midspan. The strain gages at the end region cross sections allow for the analysis of localized behaviors around the cracked regions of each girder. The strain gages along the bottom of each girder allow for analysis of overall girder behavior. 3.5.1.1 4359BCROSS SECTION LOCATIONS There are a total of ten cross sections on each girder line that contain strain gages. Span 10 girders contain three strain-gaged cross sections. Two cross sections in Span 10 are instrumented for strain profile analysis, and one cross section consists of an FRP strain gage on the bottom of the girder at the primary crack location. The two Span 10 cross sections instrumented for strain profile analysis are located at distances of 75 in. (Cross Section 1) and 13 in. (Cross Section 2) from the center of the continuity diaphragm. The gages at these cross sections are installed at different heights on both faces of the girder. The cross section containing an FRP strain gage at the primary crack location is located between Cross Section 1 and Cross Section 2 for both girders. The crack section FRP strain gages are located at distances of 47 in. and 41 in. from the continuity diaphragm on Girders 7 and 8 respectively. The Span 11 girders contain seven strain-gaged cross sections. Two cross sections in Span 11 are instrumented for strain profile analysis, and five cross sections contain strain 103 gages located on the bottom of the girder. One of the cross sections with a bottom-fiber strain gage is located at the primary crack location on each girder. The other four cross sections with bottom-fiber strain gages are equally spaced out to midspan from just beyond the false support. The two Span 11 cross sections instrumented for strain profile analysis are located at distances of 13 in. (Cross Section 3) and 75 in. (Cross Section 4) from the center of the continuity diaphragm. The gages at these cross sections are installed at different heights on both faces of the girder. The cross section containing an FRP strain gage at the primary crack location is located between Cross Section 3 and Cross Section 4 for both girders. The crack section FRP strain gages are located at distances of 47 in. and 52 in. from the continuity diaphragm on Girders 7 and 8 respectively. The first of the four equally spaced bottom-fiber strain gages is located at a distance of 105 in. (Cross Section 5) from the center of the continuity diaphragm. The other three locations are then equally spaced out to midspan at distances of 273 in. (Cross Section 6), 441 in. (Cross Section 7), and 609 in. (Cross Section 7) from the center of the continuity diaphragm. Cross Section 5 contains two strain gages, a concrete strain gage and an FRP strain gage at the same overlaying location. Cross Sections 6, 7, and 8 only contain one concrete strain gage each on the bottom of the girder. There were some inconsistencies concerning the pre-repair strain gage cross section locations that resulted in a slightly different installation location for the post-repair FRP strain gages considered to be a companion with a previously installed concrete strain gage. The concrete strain gages average the surface strain measured over their entire length (2.4 in. [60 mm]), but were installed placing one edge of the gage at the reported cross section location from the face of the continuity diaphragm. The FRP strain gages 104 (1/4 in. [6 mm]) were installed with the center of the gage at the previously reported cross section location. This resulted in the location of the average measured strain for concrete gages to be roughly 1 in. (25 mm) different compared to the location of the average measured strain of FRP strain gages at the same cross section. For the purpose of gage notation, concrete strain gages and FRP strain gages are still considered to be in the same cross sections, but the locations of the average strain for each gage are reported when tabulating and graphically illustrating results. 3.5.1.2 4360BGAGE LOCATIONS WITHIN A TYPICAL CROSS SECTION For each gaged cross section, there are seven different potential gage locations. The gage locations are as follows: top of the web at 3 in. below the joint of the top flange and web on the west face (discontinued for post-repair tests), middle of the web at 18 in. above the joint of the bottom-flange and web on the west face (Location V), bottom of web at 3 in. above the joint of the bottom-flange and web on the west face (W) and east face (X), side of bottom flange at 3 in. below the top edge of the side of the bottom flange on the west face (Y) and east face (Z), and center of the underside of the bottom flange at 13 in. from the side of the bottom flange (M or CK). Concrete surface strain gages were installed at the following locations: V, W, X, Y, Z, and M. After applying the FRP reinforcement, FRP surface strain gages were installed at the following locations: Y, Z, M, and CK. 3.5.1.3 4361BDISCONTINUED, ADDITIONAL, AND REPLACEMENT GAGES Every available channel of the data acquisition system was employed during the pre- repair tests. In order to install and record strain gages at desired locations on the FRP, it was necessary to discontinue some concrete strain gages from the pre-repair tests. For the pre-repair tests, there was a concrete strain gage installed 3 in. below the joint of the 105 web and top flange at Cross Sections 1?4 on both girder lines. After analysis of the pre- repair results, it was recommended to discontinue the eight concrete strain gages located near the top of the web of Cross Sections 1?4 on both girder lines, and to replace them with FRP strain gages at bottom-fiber locations of Cross Sections 4 and 5 on both girder lines and at the main crack location of each instrumented girder (Shapiro 2007). Some of the concrete strain gages from the pre-repair tests that were at desirable girder height locations were unfortunately no longer functioning at the time of the post- repair tests. Concrete strain gages were installed at the same girder height location to replace nonfunctioning concrete strain gages that were accessible, but other nonfunctioning concrete strain gages had been covered by the FRP reinforcement and had to be discontinued for the post-repair tests. Where nonfunctioning concrete strain gages covered by the FRP reinforcement were discontinued, FRP strain gages were installed at the same location for the post-repair tests and assigned the same channel and 3-wire cable assigned to the respective pre-repair concrete strain gage. Two nonfunctioning concrete strain gages were accessible and replaced with another concrete strain gage. Nine nonfunctioning concrete strain gages were inaccessible and replaced with FRP strain gages. 106 3.5.2 150BCONCRETE STRAIN GAGES Prior to pre-repair testing, strain gages were installed on the concrete surface of girders. Prior to post-repair testing, strain gages were only installed on the concrete surface to replace a previously installed strain gage that was no longer functioning properly. Strain gages installed on a concrete surface must have a greater gage length than strain gages on other material surfaces due to the heterogeneous properties of concrete. Longer gage lengths allow for an averaging effect that includes strains in the aggregate and the surrounding mortar. It is suggested that strain gages installed on concrete surfaces should be several times longer than the largest coarse aggregate material used during production of the concrete (Vishay 2010). The strain gages installed on the concrete surfaces prior to the pre-repair tests were 60 mm (2.4 in.) quarter-bridge gages with a resistance of 350 ? (MFLA-60?350-1L). A photo of an installed concrete surface strain gage before the application of weather protection can be seen in 1968HFigure 3.23. 107 Figure 3.23: Surface-mounted strain gage?concrete (Fason 2009) 3.5.3 151BFRP STRAIN GAGES Strain gages were installed on the FRP reinforcement to correspond with previously installed concrete gages or previously noted concrete crack locations. The gages located on the FRP reinforcement did not require as long of a gage length as the concrete surface strain gages, because the FRP strain gages average strains along fibers of similar material composition. The strain gages installed on the FRP reinforcement were 6 mm (1/4 in.) quarter-bridge gages with a resistance of 350 ? (FLA-6-350-11-1LT). A photo of an installed FRP reinforcement strain gage before the application of weather protection can be seen in 1969HFigure 3.24. 108 Figure 3.24: Surface-mounted strain gage?FRP reinforcement 3.5.4 152BSTRAIN GAGE INSTALLATION The concrete strain gages were installed prior to the pre-repair tests using the installation procedure noted by Fason (2009). Any nonfunctioning concrete gages were replaced with new concrete gages prior to the post-repair tests in accordance with the same procedure. FRP reinforcement strain gages were installed using a modified procedure suited for the composite material. The strain gage installation procedure for the FRP reinforcement consisted of five main processes: initial surface preparation, smoothing the gaging surface with solids-epoxy, surface preparation for gage application, gage installation, and gage protection. The main difference between the strain gage installation procedures for concrete and FRP reinforcement is the surface preparation required for each material. Also, due to the fact that an FRP strain gage was one-tenth the length of a concrete strain 109 gage, it was possible to use a quick-setting gaging epoxy. A step-by-step strain gage installation procedure for the FRP composite material is presented in Appendix M. Pictures illustrating portions of the FRP strain gage installation procedure can be seen in Figures 1970H3.25?1971H3.34. Initial surface preparation required the removal of paint, excess epoxy remaining from the FRP installation, and other irregularities on the FRP surface. After initial location of the gaging area, degreaser was applied to the area to initiate the surface preparation. A wire brush, an electric grinder, sand-paper, and compressed air were used to assist with initial surface preparation. Photographs of initial surface preparation procedures are shown in Figures 1972H3.25?1973H3.28. Figure 3.25: Strain gage installation?applying degreaser to gage location 110 Figure 3.26: Strain gage installation?removal of surface irregularities Figure 3.27: Strain gage installation?initial surface cleaning 111 Figure 3.28: Strain gage installation?clean surface prepared for solid epoxy The FRP reinforcement is composed of woven fibers, creating an uneven surface which is not ideal for strain gage application. The exposed FRP fibers were further cleaned using isopropyl alcohol and gauze. After cleaning the FRP surface, a solids- epoxy mixture (PC-7) was applied to level the surface. The epoxy was not meant to completely cover the FRP and was only applied to fill small voids near the final gage location. Photographs of surface leveling are shown in Figures 1974H3.29 and 1975H3.30. 112 Figure 3.29: Strain gage installation?application of solid epoxy Figure 3.30: Strain gage installation?epoxy surface 113 The gage location was cleaned again after the solids-epoxy mixture was allowed to cure. Sand-paper and isopropyl alcohol were used to clean the gage location with added solids-epoxy. Following another surface cleaning, the gage location was treated with a cleaning agent (Vishay M-Prep A?Conditioner) and neutralizer (Vishay M-Prep 5A? Neutralizer). After thoroughly cleaning the surface, a heat gun was used to dry the gage location. Once the surface was clean and dry, it was prepared for gage installation. The gage application procedures are very similar for the FRP and concrete strain gages. Due to their shorter gage length, the FRP strain gages were easier to install than concrete strain gages. A clean acrylic plate was used to apply a strip of tape to the back of each gage. The tape was smoothly applied to the gage without creating any air bubbles. The gage and tape were then carefully removed from the acrylic plate and taped in position at the gage location. Once in position, the gage and tape were carefully peeled back from the gaging surface to reveal the underside of the strain gage. A catalyst (Vishay 200 Catalyst-C) was then applied to the underside of the strain gage in one stroke, and allowed to dry. A small amount of gaging epoxy (Vishay M-Bond 200) was then applied just behind the gage location towards the peeled-back gage and tape. The peeled-back gage and tape were then applied to the gage location. While applying the gage and tape, a thin layer of gaging epoxy was spread under the gage and tape for the entire length of the gage location. Pressure was applied to the gage and tape for at least one minute, allowing the gaging epoxy to set. After removing pressure and waiting a few more minutes, the tape was very carefully removed from the back of the gage. Photographs of an installed FRP strain gage are shown in Figures 1976H3.31 and 1977H3.32. 114 Figure 3.31: Strain gage installation?gage application with thin epoxy Figure 3.32: Strain gage installation?gage applied to FRP reinforcement 115 Following the application of each gage, moisture and mechanical protection was applied in order to increase the durability of the gage. A liquid rubber coating was applied to the gage and surrounding surface to act as moisture protection. After the rubber coating dried, a strip of mastic tape was applied to provide mechanical protection. The mastic tape strip was long enough to provide some support for the pre-attached lead wires extending from the gage to a terminal strip mounted on the girder, adding protection against the wires detaching from the gage due to unexpected tension. Photographs of an FRP strain gage with installed protection are shown in Figures 1978H3.33 and 1979H3.34. Figure 3.33: Strain gage installation?rubber coating for moisture protection 116 Figure 3.34: Strain gage installation?mastic tape for mechanical protection 3.6 47BDATA ACQUISITION SYSTEM A total of seventy-two sensors were attached to a data acquisition system, and each sensor was assigned a specific channel. An Optim Megadac? data acquisition system recorded measurements corresponding with each sensor at a rate of either 60 or 120 scans per second. A picture of the data acquisition system used during bridge testing can be seen in 1980HFigure 3.35. 117 Figure 3.35: Data acquisition hardware 3.7 48BSENSOR NOTATION For data acquisition and analysis purposes, each sensor was assigned unique identification. The notation for sensor identification incorporated the instrument type, girder number, span number, and instrument location. The instrument type was assigned the following notation: CO for crack-opening displacement gage, D for deflectometer, S for concrete surface strain gage, and F for FRP reinforcement surface strain gage. Immediately following the instrument type, a number is used to represent the girder line (7 or 8) for the instrument. Following the girder line notation and an underscore, another number is used to represent the span (10 or 11) containing the instrument. Following the span notation and another underscore, the instrument location notation concludes the sensor identification. 118 The different sensor types require different instrument location notation. The COD gage locations are only indicated by the girder number and span number and do not require additional gage location notation. The twelve deflectometers require six location designations per girder line. The notation selected for these six deflectometer locations range from A through F, with A located at the midspan of Span 10 and F located at the midspan of Span 11. Figures and tables detailing these deflectometer locations can be seen in Section 1981H3.4.1. Strain gage location notation is derived by cross section and then the location on the girder within that specific cross section. The cross section notation is indicated by a number (1?8). The potential concrete surface strain gage locations within a cross section are indicated by letters (V, W, X, Y, Z, and M). Similarly, the potential FRP reinforcement surface strain gage locations within a cross section are indicated by letters (Y, Z, M, and CK). Figures and tables detailing these strain gage locations can be seen in Section 1982H3.5.1. The data acquisition channel layout assigned to the seventy-two sensors can be seen in Appendix L. The following are examples of the data acquisition sensor identification for each instrument type: CO8_10 - Crack Opening Displacement Gage Girder Line 8, Span 10 D8_11_F - Deflectometer Girder Line 8, Span 11, Location F S7_10_1V - Concrete Surface Strain Gage Girder Line 7, Span 10, Cross Section 1, Gage Location V F7_10_1M - FRP Reinforcement Strain Gage Girder Line 7, Span 10, Cross Section 1, Gage Location M 119 Chapter 4 8BBRIDGE TESTING PROCEDURES 4.1 49BINTRODUCTION Bridge testing was conducted to analyze the behavior of the damaged bridge after installed FRP reinforcement had been in service for more than 2 years. This testing took place over two nights. The first night of load testing included the designation of truck traverse lanes and stop positions, and the completion of the first phase of acoustic emissions (AE) testing. Immediately following the first night of load testing, sensor measurements were monitored at fifteen-minute intervals between the two nights of testing to investigate the bridge response to diurnal thermal conditions. The second night of load testing included the second phase of acoustic emissions testing, multiposition load testing, and a superposition load test. Details and procedures of the post-repair bridge testing are discussed within this chapter. Full details of the post-repair acoustic emissions testing have been reported by Hadzor (2011). 4.2 50BTRAFFIC CONTROL The instrumented spans of I-565 in Huntsville support four lanes of northbound traffic. During pre-repair load testing, it was determined that traffic traveling in the far west lane of the northbound bridge had a minimal influence on readings taken from the east side of the bridge (Fason 2009). Girders 7 and 8, the instrumented girders, are located on the 120 east side of the northbound bridge. It was decided that leaving the west lane of traffic open during testing would be acceptable as long as measurements were collected during times of minimal traffic interference. In order to provide a safe working environment during the overnight testing hours, ALDOT officially closed the three east lanes with standard lane closure procedures including placement of safety cones and adequate warning signs. The lanes were closed for a distance long enough to provide the load trucks space with which to maneuver once clear of the spans being tested, Northbound Spans 10 and 11. The effect of traffic control on normal traffic flow demands was also considered. Previously collected traffic volume data was analyzed to determine that the best period for lane closures was between 11 p.m. and 4 a.m. daily. This time frame also coincides with optimal load testing circumstances due to relatively steady-state atmospheric conditions. ALDOT began closing the three east lanes at 11 p.m. and the lanes were re-opened to normal traffic before 4 a.m. each night of load testing. 4.3 51BLOAD TESTING TRUCKS Two trucks were used to load the bridge for testing purposes. For the pre-repair tests, one of the standard load test trucks was out of service and replaced immediately prior to testing with a nonstandard truck. The replacement truck used during pre-repair testing was an ALDOT tool trailer truck (ST-6902). The other truck used during the pre-repair tests was a standard ALDOT load test truck (ST-6400). To maintain consistent test conditions for the post-repair testing, it was suggested that both trucks used during pre-repair testing continue their roles as load test trucks for the post-repair tests. The standard truck (ST-6400) did continue its role as a load test truck, 121 but the replacement truck (ST-6902) was no longer available at the time of post-repair testing. Another standard ALDOT load test truck (ST-6538) was chosen to replace the tool trailer truck (ST-6902) for post-repair testing. The ST-6538 truck has the same footprint as the ST-6400 truck. Photos of the three different ALDOT trucks can be seen in Figures 1983H4.1, 1984H4.2, and 1985H4.3. The footprints of the different ALDOT trucks can be seen in Figures 1986H4.4 and 1987H4.5. Figure 4.1: ST-6400 (standard load truck) 122 Figure 4.2: ST-6902 (pre-repair unconventional truck) Figure 4.3: ST-6538 (post-repair replacement for pre-repair unconventional truck) 123 Figure 4.4: Footprint of ALDOT load testing trucks (ST-6400 and ST-6538) 97.25 in. 96 in. 13.5 in. 75 in. 279 in. 22.25 in. 222 in. 13.5 in. 22.25 in. 124 Figure 4.5: Footprint of ALDOT tool trailer truck (ST-6902) 21.5 in. 21.5 in. 95.5 in. 12.5 in. 73.5 in. 280.5 in. 227 in. 12.5 in. 94 in. 125 4.3.1 153BLOAD TRUCK BLOCK CONFIGURATIONS The first night of testing consisted of a nonstandard ALDOT load test block configuration for the acoustic emissions pre-load tests. This AE pre-load block configuration was titled LC-6.5. The weights of the load trucks were decreased for the second night of testing by loading the trucks with a standard ALDOT load truck block configuration titled LC-6. Load trucks were originally intended to be loaded with identical block configurations during testing, but the bed of the pre-repair replacement truck (ST-6902) extended further beyond the back axle in comparison to the bed of the standard truck (ST-6400), which resulted in slightly different weight distributions. Prior to pre-repair testing, an attempt was made to rearrange the blocks on the replacement truck to compensate for the different truck dimensions. However, the resulting weight distributions were not accurately determined until after the completion of the pre-repair testing, when the truck weights for the pre-repair block configurations were measured at ALDOT headquarters in Montgomery, Alabama. The measured weight distributions of each truck for the LC-6.5 and LC-6 pre-repair load conditions can be seen in 1988HTable 4.1. 126 Table 4.1: Load truck weight distributions?pre-repair Axle Group Tires ST-6400 ST-6902 LC-6.5 (lbs) LC-6 (lbs) LC-6.5 (lbs) LC-6 (lbs) Front Left Single 11500 10750 7575 7850 Right Single 11500 10900 7200 7450 Rear 1 Left Double 19450 18900 20300 19350 Right Double 19150 18350 19500 18750 Rear 2 Left Double 18000 17200 19450 18600 Right Double 17850 17500 20150 19250 Total Weight (lbs) 97450 93600 94175 91250 The load truck block configurations for the post-repair load tests were designed to replicate the measured weight distributions from the pre-repair load tests. The block configurations for the standard load truck (ST-6400) remained the same, but the block configurations for the standard load truck (ST-6538) that replaced the unconventional truck (ST-6902) had to be modified. Blocks were moved appropriately to best match the magnitude and location of the resultant loads measured after the conclusion of pre-repair testing. The weight distributions for the post-repair tests were measured before conducting any post-repair testing. The recorded weight distributions of each truck for the LC-6 and LC-6.5 post-repair load conditions can be seen in Table 1989H4.2. 127 Table 4.2: Load truck weight distributions?post-repair Axle Group Tires ST-6400 ST-6538 LC-6.5 (lbs) LC-6 (lbs) LC-6.5 (lbs) LC-6 (lbs) Front Left Single 10950 10800 8150 7750 Right Single 11600 11000 7950 8100 Rear 1 Left Double 18050 17500 20200 19200 Right Double 19300 18600 19300 18400 Rear 2 Left Double 18000 17250 20450 19850 Right Double 19100 18750 18650 17700 Total Weight (lbs) 97000 93900 94700 91000 A comparison of the weight distributions for the unconventional pre-repair truck (ST-6902) and its post-repair standard load truck replacement (ST-6538) with modified block configurations can be seen in 1990HTable 4.3. The post-repair block configurations are shown in Figures 1991H4.6?1992H4.9. For all block configurations, each axle load is illustrated with a solid line, and the net resultant truck load is illustrated with a dashed line. Table 4.3: Comparison of unconventional load truck weight distributions Axle Group Tires ST-6902 (pre-repair) ST-6538 (post-repair) LC-6.5 (lbs) LC-6 (lbs) LC-6.5 (lbs) LC-6 (lbs) Front Left Single 7575 7850 8150 7750 Right Single 7200 7450 7950 8100 Rear 1 Left Double 20300 19350 20200 19200 Right Double 19500 18750 19300 18400 Rear 2 Left Double 19450 18600 20450 19850 Right Double 20150 19250 18650 17700 Total Weight (lbs) 94175 91250 94700 91000 128 Figure 4.6: LC-6.5 block configuration?post-repair ST-6400 Figure 4.7: LC-6 block configuration?post-repair ST-6400 Side View Top Layer = 12 Blocks 36.0 kips 36.1 kips 21.8 kips 93.9 kips 29.7 in. Bottom Layer = 16 Blocks (Full) Top View Side View Top Layer = 14 Blocks 37.1 kips 37.4 kips 97.0 kips 22.6 kips 29.8 in. Bottom Layer = 16 Blocks (Full) Top View Resultant Force Front Axle Resultant Force 129 Figure 4.8: LC-6.5 block configuration?post-repair ST-6538 Figure 4.9: LC-6 block configuration?post-repair ST-6538 Side View Top Layer = 6 Blocks Top View 37.6 kips 37.6 kips 15.9 kips 91.0 kips 15.1 in. Middle Layer = 9 Blocks Bottom Layer = 12 Blocks Side View Top Layer = 8 Blocks 39.1 kips 39.5 kips 16.1 kips 94.7 kips 14.2 in. Middle Layer = 9 Blocks Bottom Layer = 12 Blocks Top View Front Axle Resultant Force Front Axle Resultant Force 130 4.3.2 154BRESULTANT FORCE COMPARISONS?PRE- AND POST-REPAIR As previously mentioned, the resultant force for each load truck was monitored when modifying the post-repair block configurations. The magnitude and location of the resultant forces varied for the consistent load truck (ST-6400) with consistent block configurations, as shown in Tables 1993H4.4 and 1994H4.5. Table 4.4: Resultant force comparisons?ST-6400?LC-6 Load Configuration LC-6 Total Weight (kips) Resultant Location from middle axle (in.) from rear axle (in.) Pre-Repair (ST-6400) 93.6 30.2 87.2 Post-Repair (ST-6400) 93.9 29.7 86.7 Difference 0.3 -0.5 -0.5 Table 4.5: Resultant force comparisons?ST-6400?LC-6.5 Load Configuration LC-6.5 Total Weight (kips) Resultant Location from middle axle (in.) from rear axle (in.) Pre-Repair (ST-6400) 97.4 31.4 88.4 Post-Repair (ST-6400) 97.0 29.8 86.8 Difference -0.4 -1.6 -1.6 131 The change in the location and magnitude of the resultant force for the two inconsistent load trucks are shown in Tables 1995H4.6 and 1996H4.7. Table 4.6: Resultant force comparisons?ST-6902 and ST-6538?LC-6 Load Configuration LC-6 Total Weight (kips) Resultant Location from middle axle (in.) from rear axle (in.) Pre-Repair (ST-6902) 91.2 15.9 69.4 Post-Repair (ST-6538) 91.0 15.1 72.1 Difference -0.2 -0.8 2.7 Table 4.7: Resultant force comparisons?ST-6902 and ST-6538?LC-6.5 Load Configuration LC-6.5 Total Weight (kips) Resultant Location from middle axle (in.) from rear axle (in.) Pre-Repair (ST-6902) 94.2 13.1 66.6 Post-Repair (ST-6538) 94.7 14.2 71.2 Difference 0.5 1.1 4.6 132 After modifying the block configurations for the replacement truck (ST-6538), the magnitude of the resultant force exhibited similar magnitudes of variation compared to those of the consistent load truck (ST-6400). The location of the resultant force exhibited similar variation when measured from the middle axle, but, due to the change in truck dimensions, the location of the resultant exhibited larger variations when measured from the rear axle. Each truck was positioned based on its middle axle for all tests except the acoustic emissions tests, in which each truck was positioned based on its rear axle. These slight variations of magnitude and location of resultant forces were considered negligible based on the scale of the load testing. 4.3.3 155BNIGHT 1?AE PRELOADING?LC-6.5 The acoustic emissions pre-load test was designed to apply a heavier load than the bridge had ever experienced in service. The load combination LC-6.5 was designed to be slightly heavier than the standard ALDOT load test combination LC-6 and to induce load effects approximately 10?15 percent larger than those corresponding to service limit state design. The purpose of this heavier load scenario was to activate any existing cracks. More information regarding the acoustic emissions test procedure can be found in Section 1997H4.5. The post-repair LC-6.5 block configurations for load test trucks ST-6400 and ST-6538 can be seen in Figures 4.6 and 4.8 respectively. 4.3.4 156BNIGHT 2?AE LOADING AND MULTIPOSITION LOAD TEST?LC-6 The second night of load testing included a repeat of the acoustic emissions tests using the lighter load combination, LC-6. Due to the decreased truck weights relative to the first night, no new crack initiation was expected, but existing cracks were expected to open and close. Following the completion of the acoustic emissions testing, 133 multiposition load tests were conducted with the same LC-6 block configurations. More information regarding the multiposition load test procedure can be found in Section 1998H4.7. The post-repair LC-6 block configurations for load test trucks ST-6400 and ST-6538 can be seen in Figures 4.7 and 4.9 respectively. 4.3.5 157BTRUCK WEIGHT LIMITS The load combinations used during the load tests were heavier than any truck legally allowed on Alabama highways. Fason (2009) stated that the maximum total weight of any legal truck is 84 kips for a six-axle truck (3S3_AL). The maximum total weight of a legal truck with a similar footprint to ALDOT load test trucks is 75 kips for a tri-axle dump truck. The total weight of a single ALDOT load test truck used during post-repair and pre-repair testing ranged from 91to 97 kips. 4.4 52BLOAD TESTING TRAVERSE LANES AND STOP POSITIONS Specific load testing lanes and stop positions were required to consistently provide known truck positions during testing. Information regarding the detailed locations of these lines can be found in Sections 1999H4.4.1 and 2000H4.4.2. The load truck traverse lanes and stop positions were painted on the driving surface of the bridge after traffic control allowed for a safe work environment. An overhead photo of the painted lines representing traverse lanes and stop positions can be seen in 2001HFigure 4.10. 134 Figure 4.10: Traverse lanes and stop positions?overhead photo 4.4.1 158BTRAVERSE LANES During pre-repair testing, three load lane configurations were designed to apply specific load scenarios to each girder of interest. Each load lane required two traverse lines, one for the east truck and one for the west truck. For the pre-repair multiposition load testing, the conventional load test truck (ST-6400) was always the east truck, while the unconventional load test truck (ST-6902) was always the west truck. The three load truck traverse lanes were titled Lanes A, B, and C. Lane A centered the west wheel group of the east truck directly over Girder 7. Lane B centered the east wheel group of the west truck directly over Girder 7. Lane C centered the west wheel group of the east truck directly over Girder 8. After analysis of the pre-repair load test results, it was determined that Lanes A and C yielded the most useful results for determining bridge response (Fason 2009). Thus, only these two lane configurations were utilized during 135 post-repair load testing. The truck wheel positions of Lanes A and C are shown in Figures 2002H4.11 and 2003H4.12 respectively. Figure 4.11: Lane A?Horizontal truck positioning (multiposition test) Figure 4.12: Lane C?Horizontal truck positioning (multiposition and AE tests) 40.5? 96? Cast-in-place concrete barrier 64? - 0? 70? - 9? 6.5? Girder 7 Girder 8 73.5? 75? 49? ST-6538 ST-6400 AASHTO BT-54 Girders 40.5? 96? AASHTO BT-54 Girders Cast-in-place concrete barrier 64? - 0? 70? - 9? 6.5? Girder 7 Girder 8 73.5? 75? 49? ST-6538 ST-6400 136 For the post-repair load testing, Lane C was traversed for the acoustic emissions and multiposition load tests, and Lane A was only traversed during the multiposition load test. ST-6400 retained its role as the east load truck, while ST-6538 replaced ST-6902 as the west load truck during the post-repair static load tests. To better distinguish between the two lanes, different colored paint was used to indicate the north-south traverse lanes. Orange paint indicated Lane A, and yellow paint indicated Lane C. 4.4.2 159BSTOP POSITIONS Prior to pre-repair testing, nine stop positions along each traverse lane were designated to provide consistent stationary truck positions for repeated data collection. The nine stop positions range from the midspan of Span 10 to the midspan of Span 11. These longitudinal stop positions are illustrated in 2004HFigure 4.13. Five stop positions are located on Span 10, while four stop positions are located on Span 11. Descriptions of the nine stop position locations relative to the centerline of the continuity diaphragm can be seen in 2005HTable 4.8. Yellow lines were painted in the east-west direction across all north-south traverse lines to indicate the nine stop positions. For acoustic emissions tests, the load trucks were stopped when their back axle was aligned with the desired east-west stop position line. For the multiposition load tests, the load trucks were stopped when their middle axle was aligned with the desired stop position line. 137 Table 4.8: Stop position locations Stop Position Position Description Distance from Center of Continuity Diaphragm [middle axle] (in.) 1 middle axle?midspan of span 10 -600 2 front axle?cross section 1 -291 3 front axle?cross section 4 -151 4 middle axle?cross section 1 -70 5 rear axle?cross section 1 -12 6 middle axle?cross section 4 70 7 rear axle?cross section 4 128 8 middle axle?quarter-span of span 11 300 9 middle axle?midspan of span 11 600 138 Figure 4.13: Stop position locations Legend: Stop Position Centerline of Continuity Diaphragm 600? 600? 12? Bent 10 Simple Support Span 11 Bent 11 Continuity Diaphragm Span 10 Bent 12 Simple Support 9 8 7 6 5 4 3 2 1 291? 300? 151? 128? 70? 70? False Support False Support 139 4.5 53BACOUSTIC EMISSIONS LOAD TESTING The acoustic emissions testing and analysis do not fall within the scope of this thesis. Hadzor (2011) has reported the details and results of this testing. Although the AE results are not presented in this thesis, data were collected from the static load test instruments to assist with the AE testing analysis. Measurements from all of the static load test sensors (strain gages, deflectometers, and COD gages) were recorded during the AE testing. AE testing took place both nights. The first night of AE testing began later in the night due to the time allotted for painting the lines designating load truck lanes and stop position. With no load trucks and minimal traffic on Spans 10 and 11, all of the static load test instrument channels were balanced (zeroed) before beginning the first night of AE testing. The channels were not rebalanced for the remainder of the post-repair load tests. The acoustic emission test procedures were consistent for the pre- and post-repair tests. The AE testing began when baseline data were collected to represent the zero-load condition. Both load trucks then backed down traverse Lane C until their back axles reached the desired stop positions. The two AE stop positions are illustrated in Figure 2006H4.14. The back axles aligned with Stop Position C4 for Span 10 testing, and aligned with Stop Position C6 for Span 11 testing. 140 Figure 4.14: Acoustic emissions test?stop position locations 70? 70? Bent 10 Simple Support Span 11 Bent 11 Continuity Diaphragm Span 10 Bent 12 Simple Support 6 4 ST-6400 (east) ST-6538 (west) ST-6400 (east) ST-6538 (west) Legend: Stop Position Centerline of Continuity Diaphragm False Support False Support 141 Span 10 was the first span tested during both nights of AE testing. Span 10 AE testing began once both trucks were aligned with their respective Lane C traverse lines on Span 9. The east truck (ST-6400) was slowly driven backward along Lane C in Span 10 until the back axle reached Stop Position C4. Once the east truck was in position, it was held in position for six minutes. While the truck was held in position, a short time interval of measurements from the static load test sensors was recorded. The west truck (ST-6538) was then slowly backed along Span 10 until its back axle also reached Stop Position C4. Both trucks were then held in position for another six minutes, and static load test measurements were recorded. The trucks were then simultaneously driven forward off of Span 10 and onto Span 9. The west lane that was open to normal traffic was used to transport the trucks from Span 9 to Span 12 for the second round of AE testing. Span 11 AE testing began once both trucks were in position on Span 12, and another baseline reading was recorded to represent the current zero-load condition. The east truck (ST-6400) was backed onto Span 11 until its back axle reach Stop Position C6, and held in position for six minutes. Static load test measurements were recorded while ST-6400 was held in position. The west truck (ST-6538) was then backed into position, and both trucks were held in position for six minutes. Static load test measurements were recorded with both trucks held in position. Both trucks then simultaneously drove forward off of Span 11 and onto Span 12 to conclude the AE testing. The acoustic emissions test procedure was completed twice during both the pre- and post-repair tests. The first night of acoustic emissions testing was conducted with the 142 heavier LC-6.5 block configurations, and the second night of testing was conducted with the LC-6 block configurations. 4.6 54BBRIDGE MONITORING The instrumented girders were monitored over the course of one twenty-four hour time period to allow for analysis of bridge behavior due to temperature change during a typical late-spring day/night cycle. After the completion of the first night of acoustic emissions testing, sensor measurements were recorded every fifteen minutes. Due to increased traffic volume and no lane closures during the day, at least ten seconds of measurements were recorded at a rate of sixty scans per second to provide more data for analysis at each fifteen-minute interval. The raw data was then reduced by selecting the most time-frames that yielded the most consistent measurements with minimal electrical noise and as close to a zero traffic loading condition as possible. These fifteen-minute recording intervals were continued until the beginning of the second night of load testing. The baseline set of measurements for the first night of AE testing is considered to exhibit the baseline conditions for all of the bridge monitoring measurements. 4.6.1 160BWEATHER CONDITIONS DURING PRE-REPAIR TESTING Bridge monitoring was not conducted during the pre-repair load tests of 2005, but it is still pertinent to compare the weather conditions during both the pre- and post-repair load tests. Fason (2009) stated that the weather conditions during the pre-repair tests included significant cloud cover and rain. These pre-repair conditions were not conducive to temperature variations throughout the day. It was noted that cracks in the girders were visibly smaller on the days surrounding the pre-repair tests than on earlier days when sensors were installed (Fason 2009). 143 Weather data collected at the Huntsville International Airport for the days encompassing pre-repair testing is presented in 2007HTable 4.9. Table 4.9: Weather during pre-repair bridge testing (NOAA 2005) Date Minimum Temperature (?F) Maximum Temperature (?F) Mean Temperature (?F) Precipitation (in.) May 31, 2005 61 77 69 0.02 June 1, 2005 63 70 67 0.93 June 2, 2005 63 81 72 0.04 4.6.2 161BWEATHER CONDITIONS DURING POST-REPAIR TESTING The weather conditions for the days surrounding the post-repair load tests in 2010 were conducive to temperature variations throughout the day. On these days, there was little to no cloud cover and no rain, which resulted in significantly higher maximum temperatures for the days surrounding the post-repair tests when compared to the maximum temperatures for the days surrounding the pre-repair tests. Even though the maximum post-repair temperatures were greater than the maximum pre-repair temperatures, the minimum post-repair temperatures at night, which is when load testing was conducted, were similar to the minimum pre-repair temperatures. Weather data collected at the Huntsville International Airport for the days encompassing post-repair testing are presented in 2008HTable 4.10. 144 Table 4.10: Weather during post-repair bridge testing (NOAA 2010) Date Minimum Temperature (?F) Maximum Temperature (?F) Mean Temperature (?F) Precipitation (in.) May 24, 2010 67 94 81 0.00 May 25, 2010 68 85 77 0.00 May 26, 2010 66 90 78 0.26 Note: Precipitation on May 26 accumulated after the conclusion of post-repair testing The post-repair weather conditions were favorable for the desired analysis of structural behavior in response to large temperature variations experienced during a daily cycle. Temperatures measured at the Huntsville International Airport every three hours during post-repair bridge monitoring are presented in 2009HTable 4.11. Sunrise reportedly occurred at 4:38 a.m., and sunset reportedly occurred at 6:50 p.m. on May 25, 2010. (NOAA 2010) Table 4.11: Temperatures measured during bridge monitoring (NOAA 2010) Date Time (CST) Temperature (?F) May 25, 2010 12:00 a.m. 72 3:00 a.m. 71 6:00 a.m. 71 9:00 a.m. 78 12:00 p.m. 80 3:00 p.m. 84 6:00 p.m. 82 9:00 p.m. 75 May 26, 2010 12:00 a.m. 70 3:00 a.m. 66 145 4.7 55BMULTIPOSITION LOAD TESTING Multiposition load tests were conducted for the pre-repair condition on June 2, 2005, and were repeated for the post-repair condition on May 25, 2010. Lanes A, B, and C were sequentially traversed during the pre-repair tests, but only Lanes A and C were traversed during the post-repair tests. Load trucks simultaneously traversed northbound, keeping the driver-side tires aligned with their respective lane line, and stopped at designated stop positions for a time interval long enough for steady measurements to be recorded. A baseline representing the zero-load condition was established by collecting measurements while no trucks were on the instrumented spans. The trucks stopped at each of the nine stop positions along each traverse lane long enough to allow for measurements to be recorded at a rate of 120 scans per second for a minimum of three seconds without traffic interference. Lane C was traversed three times consecutively, and the trucks stopped at all nine stop positions during each traverse. This process was then repeated for Lane A. Every sensor was measured and recorded three times for each stop position. The data collected were organized according to the traverse lane, stop position, and round of testing, for example C3?Round 2. The measurements for each sensor from each of the three traverse rounds were averaged, with the option of eliminating an outlier, to establish one reported measurement for each sensor with respect to each stop position load condition. 146 The following list describes the step-by-step procedure for the multiposition load testing: 1. While on Span 9, align both trucks with the lines necessary to traverse Lane C 2. Record data for three seconds to establish a baseline for the current conditions 3. Drive both trucks to Position 1 and record data for three seconds 4. Repeat Step 3 for Positions 2?9. 5. Drive trucks back to their starting positions on Span 9 and record another baseline 6. Repeat Steps 3 and 4 to complete a second round of testing 7. Drive trucks back to their starting positions on Span 9 and record a third baseline 8. Repeat Steps 3 and 4 to complete a third round of testing 9. Drive trucks back to Span 9 and realign with traverse Lane A 10. Repeat Steps 2?8 to complete all testing for Lane A 4.8 56BSUPERPOSITION TESTING After the last round of static load testing, a supplemental static load test was conducted to analyze the bridge behavior with respect to the superposition of load effects. Load trucks were aligned along the east line of Lane A as shown in 2010HFigure 4.15. Measurements were collected while both trucks were off of the instrumented spans to establish a baseline for the current zero-load condition. ST-6400 was driven to Stop Position A9 and held in position long enough for sensor measurements to be collected without traffic interference. With ST-6400 still holding at Stop Position A9, ST-6538 was driven to Stop Position A1. Both trucks were held in position for measurements representing the effects of the combined loading. ST-6400 was then driven off of Span 11 and onto Span 12 while ST-6538 was held in position for measurements representing a single-truck loading at 147 Stop Position A1. The stop position locations for the superposition test are illustrated in 2011HFigure 4.16. Only one round of superposition testing was completed. During analysis, the results of the two single-truck load scenarios can be added together and compared to the results of the load scenario with both trucks simultaneously at their respective stop positions. Theoretically, if the overall bridge behavior is linear- elastic throughout the loading range, for each sensor the sum of the results from the two single-truck loadings should equal the result from the dual-truck loading. Figure 4.15: Superposition test?horizontal lane positioning 40.5? 96? AASHTO BT-54 Girders Cast-in-place concrete barrier 64? ? 0? 70? ? 9? 6.5? Girder 7 Girder 8 75? ST-6400 (Span 11) ST-6538 (Span 10) 148 Figure 4.16: Superposition test?stop position locations Bent 10 Simple Support Span 11 Bent 11 Continuity Diaphragm Span 10 Bent 12 Simple Support Legend: Stop Position Centerline of Continuity Diaphragm 9 1 600? 600? ST-6538 ST-6400 False Support False Support 149 4.9 57BDATA REDUCTION AND ANALYSIS For analysis purposes, a single numerical result for each sensor was desired for each recorded event. Even though data collection occurred during static loading conditions, every sensor experienced some variance during each recording interval. This variance seems to be mainly related to electrical noise, but could also be associated with physical effects related to normal traffic loads or lingering dynamic loads resulting from moving load trucks into position. For the static load tests, only one lane was open to normal traffic and recorded events were only affected by electrical noise and potentially the dissipation of dynamic loads associated with moving the load trucks into position. During bridge monitoring, all lanes were open to normal traffic and some recorded events correlated with traffic events. Due to increased variable traffic loading, bridge monitoring data collection required an increased recording window to allow for the identification of a suitable traffic-free time interval. Selective data reduction was implemented to reduce effects the inconsistencies might have on the final reported results for all post-repair tests. During data collection, a separate raw data file was created for each recording interval. Raw data files were organized according to their respective tests and load conditions. Initial data analysis included plotting the raw data measurements over time. These raw data plots were inspected, and reduced time intervals exhibiting relatively consistent behavior were selected for further data analysis. Each reduced time interval was then plotted for each sensor, and a slightly more reduced time interval was then selected to represent even more consistent data. The average numerical result for each sensor over this more consistent time interval was recorded for further analysis. For 150 each recorded event, average values for up to three consistent time intervals were recorded for each sensor. These average values were then averaged together to represent a single numerical result for each sensor relative to each recorded event. During initial data analysis it was determined that certain sensors were more likely than others to exhibit inconsistent raw data. Sensors judged to be more vulnerable to inconsistencies included the following: ? D7_11_F (Deflectometer?Girder 7?Span 11?Location F [Midspan]) ? S8_11_3W (Concrete Strain Gage?Girder 8?Span 11?Section 3?Location W) ? F8_11_4M (FRP Strain Gage?Girder 8?Span 11?Section 4?Location M) For each recorded event, the least consistent sensors were used to efficiently identify the reduced time intervals to be analyzed for all sensors. The majority of the sensors were consistent enough that results rounded to an appropriate precision remained constant regardless of the time intervals selected during data reduction. 151 Chapter 5 9BRESULTS AND DISCUSSION 5.1 58BINTRODUCTION During post-repair testing of Northbound Spans 10 and 11 of I-565 in Huntsville, Alabama, structural behaviors were measured in response to varying load-truck positions as well as varying ambient thermal effects during normal traffic conditions. Pre- and post-repair measured responses to truck loads were analyzed to address the suspicion that contact between girders and false support bearing pads?which were present during pre- repair testing but removed prior to FRP installation?had an effect on pre-repair structural behavior, thus making direct comparison between pre- and post-repair behavior inappropriate for assessing the effectiveness of the FRP repair (Fason 2009). Post-repair behavioral responses were analyzed independent of pre-repair measured responses to specifically assess structural behavior observed during post-repair testing. Post-repair measured responses to service-level truck loads were also compared to post-repair structural behavior predicted using finite-element modeling (FEM) techniques (Shapiro 2007). In addition to analyzing behavioral responses to truck loads, theoretical and measured responses to varying ambient thermal conditions were analyzed to assess the effects of temperature-induced loading on the instrumented girders. Measurements from pre-repair testing have been reported by Fason (2009). Predicted responses to post-repair testing have been reported by Shapiro (2007). Reported post- 152 repair measurements are presented within the appendices of this thesis. The analysis of specific measurements and theoretical behavior predictions is discussed within this chapter. 5.2 59BBEARING PAD EFFECTS Inconsistent structural conditions during pre- and post-repair testing could impact the ability to assess the effectiveness of an installed repair solution using direct comparisons of pre- and post-repair measured behavior. Variable conditions that could affect the ability to directly relate behavioral changes measured between pre- and post-repair testing to the performance of a repair solution include ? Different temperature gradients during pre- and post-repair testing, ? Different temperature gradients during pre-repair testing and installation of the repair, ? Additional damage occurring between pre-repair testing and installation of the repair, and ? Addition or removal of load-bearing support conditions between pre- and post-repair testing. Of these variable conditions, adding or subtracting support conditions would have the most apparent effect on bridge behavior measured in response to load testing. For this reason, it is important to determine if the steel false supports installed slightly beyond the damaged regions of Spans 10 and 11 were acting as load-bearing supports during testing. Elastomeric bearing pads were located on top of the false supports prior to pre-repair testing of the bridge structure. These bearing pads were supposed to be removed prior to 153 the first day of pre-repair testing, but complete removal of all pads was unsuccessful because some of the girders were in contact with the bearing pads. The bearing pads under Span 10 were easier to remove than the bearing pads under Span 11. Under Span 10, the bearing pad corresponding to Girder 8 was completely removed, and the bearing pad corresponding to Girder 7 was partially removed. The bearing pads corresponding to Girders 7 and 8 of Span 11 could not be removed prior to the pre-repair tests. All of the false-support bearing pads were finally removed during the FRP installation process, so they were not present during post-repair testing. Following pre-repair testing, it was noted by Fason (2009) that the remaining bearing pads likely allowed some of the load to be transmitted through the false supports rather than spanning to the bents. Fason also reported that, due to the pre-repair bearing pad effects, direct comparisons between pre- and post-repair measurements may not be indicative of the effectiveness of the FRP repair. For this reason, post-repair measurements were analyzed to check whether these bearing pads had enough of an impact on the pre-repair measurements that the effectiveness of the repair could not be accurately assessed by direct comparison of measurements from pre- and post-repair testing. Multiple comparisons were made to assess the pre-repair bearing pad effects. These comparisons include deflections, crack-opening displacements, and strains measured in response to different load-truck positions. A summary of bearing pad conditions and comparisons of pre-and post-repair measurements are presented in 2012HAppendix K of this thesis. 154 The comparison of crack-opening displacements from the pre- and post-repair tests in response to the same truck positions is one behavior that indicates that the bearing pads had a significant effect on the pre-repair measurements. Stop positions that resulted in crack openings were analyzed. Stop position locations are described in Section 2013H4.4 of this thesis. During both the pre- and post-repair tests, Stop Position 4 had the greatest effect on the Span 10 crack openings, and Stop Position 7 had the greatest effect on the Span 11 crack openings. The pre- and post-repair crack-opening displacement measurements for Stop Positions A4, A7, C4, and C7 are presented in Figures 2014H5.1?2015H5.4 and 2016HTable 5.1. The arrows in the figures represent the position of the wheel loads on the bridge. Figure 5.1: Crack-opening displacements?pre- and post-repair?A4 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 300 - 250 - 200 - 150 - 100 - 50 0 50 100 150 200 250 300 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 ( P r e - R e p a i r ) G 8 ( P r e - R e p a i r ) G 7 ( P o st - R e p a i r ) G 8 ( P o st - R e p a i r ) 155 Figure 5.2: Crack-opening displacements?pre- and post-repair?A7 Figure 5.3: Crack-opening displacements?pre- and post-repair?C4 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 300 - 250 - 200 - 150 - 100 - 50 0 50 100 150 200 250 300 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t anc e f r om C e n t e r o f C ont i n u i t y D i aph r ag m ( i n .) G 7 ( P r e - R e p a i r ) G 8 ( P r e - R e p a i r ) G 7 ( P o s t - R e p a i r ) G 8 ( P o s t - R e p a i r ) - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 300 - 250 - 200 - 150 - 100 - 50 0 50 100 150 200 250 300 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 ( P r e - R e p a i r ) G 8 ( P r e - R e p a i r ) G 7 ( P o s t - R e p a i r ) G 8 ( P o s t - R e p a i r ) 156 Figure 5.4: Crack-opening displacements?pre- and post-repair?C7 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 300 - 250 - 200 - 150 - 100 - 50 0 50 100 150 200 250 300 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 ( P r e - R e p a i r ) G 8 ( P r e - R e p a i r ) G 7 ( P o s t - R e p a i r ) G 8 ( P o s t - R e p a i r ) 157 Table 5.1: Bearing pad effects?crack-opening displacements Girder Span Pre- or Post- Repair Crack-Opening Displacement (mm) ? closing + opening A4 A7 C4 C7 7 10 Pre- 0.021 -0.010 0.019 -0.010 Post- 0.024 -0.008 0.022 -0.009 11 Pre- -0.008 0.019 -0.008 0.020 Post- -0.003 0.041 -0.006 0.039 8 10 Pre- -0.003 -0.005 -0.004 -0.008 Post- -0.004 -0.005 -0.005 -0.008 11 Pre- -0.003 0.004 -0.004 0.010 Post- -0.002 0.018 -0.004 0.032 Notes: Measurements presented in bold represent the crack openings with the greatest difference between pre- and post-repair testing 1 in. = 25.4 mm The crack-opening displacements measured in Span 10 were similar for both pre- and post-repair testing, but the crack-opening displacements measured in Span 11 in response to the Stop Position 7 load condition of the post-repair test increased in comparison to the crack-opening displacements measured in response to the same load condition during pre-repair testing. This behavior corresponds with the Span 10 bearing pads being partially removed prior to pre-repair testing, and the Span 11 bearing pads being under enough pressure to prevent any removal prior to pre-repair testing. It is apparent that girder contact with the false support bearing pads under Span 11 resulted in additional 158 support conditions that affected pre-repair measurements. This conclusion is further supported by the other comparisons that are located in 2017HAppendix K. Due to the apparent effects that the bearing pads had on the pre-repair tests, direct comparisons of the pre- and post-repair measured behavior cannot be used to accurately gauge the effectiveness of the FRP repair. Analysis of the post-repair measurements, independent of the pre-repair measurements, is required to assess the post-repair behavior of the overall structure and the FRP reinforcement. 5.3 60BBRIDGE RESPONSE TO TRUCK LOADS?POST-REPAIR Sensor measurements in response to different load-truck static positions were analyzed to assess bridge behavior in response to applied gravity loads. These assessments include: girder-line responses to different horizontal truck alignments, signs of damage exhibited by sensor measurements, continuity behavior, and linear-elastic behavior of both the overall structure and the damaged sections. 5.3.1 162BRESPONSE TO DIFFERENT HORIZONTAL TRUCK ALIGNMENTS The horizontal truck alignments for the two traverse lanes had an effect on the measured responses. Lane A aligns the west wheels of the east truck with Girder 7 and the east wheels of the east truck nearly align with Girder 8, while the west truck straddles Girder 6. Lane C aligns the west wheels of the east truck with Girder 8 while the west truck straddles Girder 7. These horizontal truck alignments are illustrated in Figures 2018H5.5 and 2019H5.6. 159 Figure 5.5: Lane A?horizontal truck positioning Figure 5.6: Lane C?horizontal truck positioning Girder deflections measured in response to trucks positioned at midspan were analyzed to assess the effects that the two horizontal truck alignments had on the two instrumented girder lines during load testing. Deflection measurements from midspan truck positions of post-repair testing are presented in Figures 2020H5.7?2021H5.10 and 2022HTable 5.2. 40.5? 96? Cast-in-place concrete barrier 64? - 0? 70? - 9? 6.5? Girder 7 Girder 8 73.5? 75? 49? ST-6538 ST-6400 AASHTO BT-54 Girders 40.5? 96? AASHTO BT-54 Girders Cast-in-place concrete barrier 64? - 0? 70? - 9? 6.5? Girder 7 Girder 8 73.5? 75? 49? ST-6538 ST-6400 160 Figure 5.7: Deflections?A1 Figure 5.8: Deflections?A9 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t anc e f r om C e n t e r o f C ont i n u i t y D i aph r ag m ( i n .) G i r d e r 7 G i r d e r 8 161 Figure 5.9: Deflections?C1 Figure 5.10: Deflections?C9 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 162 Table 5.2: Midspan truck positions?deflections Girder Span Location from continuity diaphragm at Bent 11 Deflections (in.) ? downward + upward A1 A9 C1 C9 7 10 midspan -0.32 0.04 -0.29 0.04 quarterspan -0.22 0.04 -0.20 0.03 11 quarterspan 0.04 -0.22 0.04 -0.21 midspan 0.05 -0.33 0.04 -0.31 8 10 midspan -0.26 0.04 -0.35 0.05 quarterspan -0.17 0.03 -0.22 0.04 11 quarterspan 0.04 -0.17 0.04 -0.24 midspan 0.04 -0.25 0.05 -0.35 Note: Measurements presented in bold represent the maximum downward deflection per sensor location during all post-repair static load tests The deflections measured while traversing Lane A resulted in greater deflections, upward and downward, for Girder 7 than for Girder 8. The deflections measured while traversing Lane C resulted in greater deflections, upward and downward, for Girder 8 than for Girder 7. The difference between deflection measurements for both traverse lanes was more significant for Girder 8 deflections than for Girder 7 deflections. The Girder 8 downward deflections at quarterspan and midspan increased by approximately 30?40 percent when comparing the deflections due to the midspan truck positions aligned with Lane C to the deflections resulting from the midspan truck positions aligned with Lane A. Conversely, the Girder 7 downward deflections at 163 quarterspan and midspan increased by only 5?10 percent when comparing the deflections due to the midspan truck positions aligned with Lane A to the deflections resulting from the midspan truck positions aligned with Lane C. Load trucks aligned with Lane A have the greatest effect on Girder 7. Load trucks aligned with Lane C have the greatest effect on Girder 8. The Girder 8 deflections due to the Lane C midspan alignments were greater than the Girder 7 deflections due to the Lane A midspan alignments. Due to producing absolute maximum deflections in response to truck loads, the Lane C horizontal truck alignment resulted in better overall results for the analysis of the behavior of the instrumented girders. 5.3.2 163BINDICATIONS OF DAMAGE TO INSTRUMENTED GIRDERS Crack-opening displacements and bottom-fiber strains measured during acoustic emissions (AE) testing were analyzed to assess damage indicated by the two spans when subjected to identical load conditions mirrored about the centerline of the continuity diaphragm. Information regarding the procedures and truck positions of the post-repair AE tests is presented in Section 2023H4.5 of this thesis. Analysis of the post-repair acoustic emissions measurements obtained using the AE sensors is not within the scope of this thesis. The post-repair AE analysis of the AE sensor measurements is reported by Hadzor (2011). Crack-opening displacements and surface strains measured in response to the post-repair AE static positions are presented graphically in Appendix G and in tabular format in Appendix H of this thesis. 5.3.2.1 4362BCRACK-OPENING DISPLACEMENTS Crack-opening displacement magnitude in response to a specific load can be considered a measured indication of the relative degree of damage to a specific cross section. Crack- 164 opening displacement measurements in response to the AE static positions were analyzed to compare the current amount of damage exhibited by the instrumented girders in response to the identical AE load conditions applied to both spans. The crack-opening displacement measurements from the post-repair AE static positions with both trucks in position can be seen in Figures 2024H5.11?2025H5.14 and 2026HTable 5.3. Figure 5.11: AE Span 10 truck position?crack-opening displacements?LC-6.5 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 165 Figure 5.12: AE Span 11 truck position?crack-opening displacements?LC-6.5 Figure 5.13: AE Span 10 truck position?crack-opening displacements?LC-6 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ack - O p e n i n g D i s p l ace m e n t ( m m ) D i s t anc e f r om C e n t e r o f C ont i n u i t y D i aph r ag m ( i n .) G i r d e r 7 G i r d e r 8 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 166 Figure 5.14: AE Span 11 truck position?crack-opening displacements?LC-6 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 167 Table 5.3: AE truck positions?crack-opening displacements Girder Span Crack Opening Displacement (mm) ? closing + opening LC-6.5 LC-6 Span Span 10 11 10 11 7 10 0.024 -0.013 0.023 -0.014 11 -0.021 0.047 -0.021 0.044 8 10 -0.010 -0.010 -0.010 -0.010 11 -0.019 0.038 -0.019 0.040 Notes: Measurements presented in bold represent the maximum crack opening per gage for the AE truck positions 1 in. = 25.4 mm A maximum crack opening of 0.047 mm (1.83 x 10-3 in.) was measured by the COD gage on the east face of Girder 7 in Span 11 in response to the AE Span 11 static position. A maximum crack closure of 0.021 mm (0.84 x 10-3 in.) was measured by the same COD gage on the east face of Girder 7 in Span 11 but in response to the Span 10 static position. The COD gage on the west face of Girder 8 in Span 10 did not measure a crack opening due to any of the AE static positions. 5.3.2.2 4363BCRACK-OPENING DISPLACEMENT OBSERVATIONS The crack openings measured on the instrumented girders of Span 11 due to the Span 11 static position were of greater magnitude than the Span 10 crack openings due to the Span 10 static position. Similarly, the crack closures measured on the instrumented 168 girders of Span 11 due to the Span 10 static position were of greater magnitude than the Span 10 crack closures due to the Span 11 static position. In response to trucks with consistent load-block configurations, the maximum range of crack-opening displacements on an instrumented Span 11 crack was 0.068 mm (2.67 x 10-3 in.) measured by the COD gage on Girder 7 of Span 11. The maximum range of crack- opening displacements on an instrumented Span 10 crack was 0.037 mm (1.47 x 10-3 in.) measured by the COD gage on Girder 7 of Span 10. The crack-opening displacements measured for the instrumented crack on Girder 8 of Span 10 exhibited behavior that was inconsistent with the other three instrumented cracks. Fason (2009) also noted that, during the pre-repair AE static position measurements, the COD gage installed on the west face of Girder 8 in Span 10 exhibited different behavior when compared to the other COD gages installed on the east face of the other instrumented girders. During the pre-repair AE tests, the COD gage on Girder 8 of Span 10 did not exhibit crack openings due to the Span 10 static position, and all other COD gages did exhibit crack opening due to the static position of their respective span. Fason reported that the possible reasons for this difference were either due to the failure to remove all false support bearing pads prior to pre-repair testing or out-of-plane bending that resulted in different behavior on the west face of the girder than on the east face. Even after the successful removal of all bearing pads, the post-repair AE static position crack-opening displacements for the COD gage of Girder 8 in Span 10 exhibited behavior similar to the behavior indicated by the pre-repair AE static position measurements. The COD gage on Girder 8 of Span 10 still did not exhibit a crack 169 opening due to any of the AE static positions, but in response to the Span 11 static position the COD gage on Girder 8 of Span 10 did exhibit closures similar to those observed by the COD gage on Girder 7 of Span 10. Similar behavior measured at the COD gage location on Girder 8 of Span 10 during both pre- and post-repair AE testing is an indication that the pre-repair crack-opening displacement behavior measured at this location was related to something other than the bearing pad under Girder 8 of Span 10 being the only bearing pad completely removed prior to pre-repair testing. If the complete removal of only one bearing pad is not the reason for the COD gage on Girder 8 of Span 10 to behave differently, then the gage may be measuring a response to out-of-plane bending as suggested by Fason (2009). As stated previously, a lack of significant cracking on the east face of Girder 8 in Span 10 influenced the decision to install the COD gage on the west face of Girder 8, which is the opposite girder face compared to the installation of the other three COD gages. The instrumented crack also did not extend completely through the thickness of the web, which could influence out-of-plane bending behavior being measured at the COD gage location. In addition to the potential response to out-of-plane bending, it is possible that the girder is behaving uniquely simply because it is less damaged than the other instrumented girders. 5.3.2.3 4364BBOTTOM-FIBER STRAINS The bottom-fiber strains measured within 105 in. of the centerline of the continuity diaphragm in response to the post-repair AE static positions were also analyzed to compare the signs of damage exhibited by each instrumented girder. The bottom-fiber 170 strain measurements from the AE static positions are presented in Figures 2027H5.15?2028H5.18 and Tables 2029H5.4 and 2030H5.5. Figure 5.15: AE Span 10 truck position?bottom-fiber strains?LC-6.5 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x1 0 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 171 Figure 5.16: AE Span 11 truck position?bottom-fiber strains?LC-6.5 Figure 5.17: AE Span 10 truck position?bottom-fiber strains?LC-6 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x1 0 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 172 Figure 5.18: AE Span 11 truck position?bottom-fiber strains?LC-6 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x1 0 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 173 Table 5.4: AE truck positions?bottom-fiber strains?Girder 7 Span 164BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 165BLocation Description 166BBottom-Fiber Strain (x10-6 in./in.) ? compressive + tensile LC-6.5 LC-6 Span Span 10 11 10 11 10 167B-74 FRP 24 -9 23 -9 168B-47 169BFRP-Crack 96 -70 92 -74 11 170B47 171BFRP-Crack -93 140 -87 130 172B74 173BFRP -11 28 -10 28 174B104 175BFRP -7 30 -8 25 176B105 177BConcrete -10 28 -13 35 178B273 179BConcrete -13 38 -5 38 180B441 181BConcrete -19 30 0 30 182B609 183BConcrete -26 22 6 20 Note: Measurements presented in bold represent the maximum tensile strains per gage for the AE truck positions 174 Table 5.5: AE truck positions?bottom-fiber strains?Girder 8 Span 184BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 185BLocation Description 186BBottom-Fiber Strain (x10-6 in./in.) ? compressive + tensile LC-6.5 LC-6 Span Span 10 11 10 11 10 187B-75 Concrete 20 -16 28 -14 188B-74 189BFRP 19 -10 19 -10 190B-41 191BFRP-Crack 117 -125 106 -120 11 192B52 193BFRP-Crack -87 69 -81 71 194B74 195BFRP -21 55 -20 59 196B75 197BConcrete -40 136 -44 148 198B104 199BFRP -13 34 -14 34 200B105 201BConcrete -10 34 -14 34 202B273 203BConcrete -16 49 -6 47 204B441 205BConcrete -22 42 0 41 206B609 207BConcrete 4 24 -7 22 Note: Measurements presented in bold represent the maximum tensile strains per gage for the AE truck positions 5.3.2.3.1 CONCRETE BEYOND PRIMARY CRACK LOCATIONS A maximum bottom-fiber concrete tensile strain of 148 x 10-6 in./in. was measured 75 in. from the center of the continuity diaphragm on Girder 8 of Span 11 due to the Span 11 static truck position. A maximum bottom-fiber concrete compressive strain of 44 x 10-6 in./in. was measured 75 in. from the center of the continuity diaphragm on Girder 8 of Span 11 in response to the Span 10 static position. 175 5.3.2.3.2 FRP REINFORCEMENT BEYOND PRIMARY CRACK LOCATIONS Disregarding the FRP reinforcement strain gages assigned to crack locations, a maximum bottom-fiber FRP reinforcement tensile strain of 59 x 10-6 in./in. was measured 74 in. from the center of the continuity diaphragm on Girder 8 of Span 11 in response to the Span 11 static position. A maximum bottom-fiber FRP reinforcement compressive strain of 21 x 10-6 in./in. was measured 74 in. from the center of the continuity diaphragm on Girder 8 of Span 11 in response to the Span 10 static position. 5.3.2.3.3 FRP REINFORCEMENT NEAR PRIMARY CRACK LOCATIONS A maximum bottom-fiber near-crack FRP reinforcement tensile strain of 140 x 10-6 in./in. was measured 47 in. from the center of the continuity diaphragm at the crack on Girder 7 of Span 11 in response to the Span 11 static position. A maximum bottom-fiber near- crack FRP reinforcement compressive strain of 125 x 10-6 in./in. was measured 41 in. from the center of the continuity diaphragm at the crack on Girder 8 of Span 10 in response to the Span 11 static position. 5.3.2.4 4365BBOTTOM-FIBER STRAIN OBSERVATIONS In response to the AE static positions, the FRP strain gage installed at the crack location of Girder 7 in Span 11 measured tensile and compressive strains of greater magnitude than the strains measured at the gage installed at the crack location of Girder 7 in Span 10. The FRP strain gage installed at the crack location of Girder 8 in Span 10 measured strains of greater magnitude than the strains measured at the gage installed at the crack location of Girder 8 in Span 11. The magnitudes of strain measured at the FRP gage corresponding with the crack location on Girder 8 of Span 11 were not consistent with the magnitudes of strain measured at the crack locations of the other girders. Also, 176 the concrete strain gage on Girder 8 of Span 11 located 75 in. from the continuity diaphragm measured tensile strains similar to the tensile strains measured at the FRP corresponding with the crack locations of the other girders. When considering the FRP strain measurements representing strains measured at the crack location, it is possible that the FRP strain gages may have been installed at varying proximities to the actual cracks. This variation is due to the inability to accurately locate each crack through the FRP reinforcement during strain gage installation. Based on the difference between the FRP strain measurements at the crack location on Girder 8 of Span 11 and the measurements at the other crack locations, it is possible that the FRP strain gage at the crack location on Girder 8 of Span 11 was installed the least accurately with respect to the actual crack location. 5.3.2.5 4366BCOD AND BOTTOM-FIBER STRAIN COMPARISONS Theoretically, the bottom-fiber strain measured at the crack location of a girder should be related to the crack-opening displacement measured at the instrumented crack of that same girder. The crack-opening displacements and near-crack bottom-fiber strains measured during the AE static positions are presented for graphical comparison in Figures 2031H5.19?2032H5.22. 177 Figure 5.19: COD and bottom-fiber strain comparisons?LC-6.5?AE Span 10 Figure 5.20: COD and bottom-fiber strain comparisons?LC-6.5?AE Span 11 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 0 . 0 6 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 400 - 300 - 200 - 100 0 100 200 300 400 B ot t om - F ib e r S t r ai n ( x1 0 - 6 in ./ in .) C r ac k - O p e n in g D is p lac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n ) G i r d e r 7 - C O D G i r d e r 8 - C O D G i r d e r 7 - F R P S t r a i n G i r d e r 8 - F R P S t r a i n - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 0 . 0 6 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 400 - 300 - 200 - 100 0 100 200 300 400 B ot t om - F ib e r S t r ai n ( x1 0 - 6 in ./ in .) C r ac k - O p e n in g D is p lac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n ) G i r d e r 7 - C O D G i r d e r 8 - C O D G i r d e r 7 - F R P S t r a i n G i r d e r 8 - F R P S t r a i n 178 Figure 5.21: COD and bottom-fiber strain comparisons?LC-6?AE Span 10 Figure 5.22: COD and bottom-fiber strain comparisons?LC-6?AE Span 11 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 0 . 0 6 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 400 - 300 - 200 - 100 0 100 200 300 400 B ot t om - F ib e r S t r ai n ( x1 0 - 6 in ./ in .) C r ac k - O p e n in g D is p lac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n ) G i r d e r 7 - C O D G i r d e r 8 - C O D G i r d e r 7 - F R P S t r a i n G i r d e r 8 - F R P S t r a i n - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 0 . 0 6 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 400 - 300 - 200 - 100 0 100 200 300 400 B ot t om - F ib e r S t r ai n ( x10 - 6 in ./ in .) C r ac k - O p e n in g D is p lac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n ) G i r d e r 7 - C O D G i r d e r 8 - C O D G i r d e r 7 - F R P S t r a i n G i r d e r 8 - F R P S t r a i n 179 The COD and near-crack bottom-fiber strain measurements of Girder 8 in Span 10 exhibited contradicting behavior. Crack closure was measured in response to the Span 10 load condition while a near-crack bottom-fiber tensile strain was measured. The tensile strain measured at the Girder 8-Span 10 near-crack strain gage location was similar to the tensile strain measured at the Girder 7-Span 10 near-crack strain gage location in response to the same Span 10 load condition. The difference between the Girder 8- Span 10 COD gage and the Girder 7-Span 10 COD gage is that the COD gages are installed on opposite girder faces. The combination of similar bottom-fiber strain behavior and conflicting crack-opening displacement behavior for the Girder 8-Span 10 COD gage supports the conclusion that out-of-plane bending behavior has an effect on crack-opening displacements measured during live-load testing?particularly when a wheel load is placed very close to the girder cross section under investigation. The crack-opening displacement behavior of Girder 8 in Span 11 was similar to the bottom-fiber strain behavior at the crack location of the same girder. Tensile strains were measured when crack-openings were observed, and compressive strains were measured when crack closures were observed. However, the relationship between the bottom-fiber strain and crack-opening displacement for Girder 8-Span 11 was not similar to the relationships observed in Girder 7-Span 11 and Girder 7-Span 10. The bottom-fiber strain gage on Girder 8 of Span 11 measured less tensile strain relative to a respective crack opening when compared to the other two girders. In response to the load conditions resulting in the maximum crack openings for each COD gage, the ratio of crack opening to the near-crack bottom-fiber FRP strain was 250 mm (10 in.) for Girder 7-Span 10, 330 mm (13 in.) for Girder 7-Span 11, and 570 mm (22 in.) for 180 Girder 8-Span 11. These three ratios are an indication that the relationship between crack opening and bottom-fiber tensile strain varies for each damaged region. One constant for each damaged section is the location of the COD gage within the height of the girder. The distances from the continuity diaphragm are also similar for the damaged section COD and bottom-fiber strain gages. Due to the strain gage application process, one potential difference between each damaged section is the proximity of the bottom-fiber FRP strain gage to the actual crack location. Ideally the FRP strain gage would be installed to straddle the underlying crack in the structural concrete, but the inability to accurately locate cracks underneath the installed FRP reinforcement may have resulted in strain gages being applied near cracks rather than directly at the crack location. Theoretically, the further a strain gage varies from the actual crack location, the more the tensile strain measured by that strain gage will decrease relative to the measured crack opening. This is because the gage is in a region where the tension is shared between the concrete and FRP, rather than carried solely by the FRP. This theoretical behavior supports the earlier conclusion that the Girder 8-Span 11 near-crack bottom-fiber strain gage was not installed at the desired crack location as accurately as the bottom-fiber strain gages installed at the crack locations of Girder 7 in both Spans 10 and 11. 5.3.2.6 4367BDAMAGE INDICATION CONCLUSIONS Crack-openings and bottom-fiber tension strains measured in response to AE static positions are indications of damage exhibited by the instrumented girders. The relationships between crack-opening displacement and near-crack bottom-fiber strain supports the conclusion that the installation of the Girder 8-Span 10 COD gage on the 181 opposite face of the girder compared to the other COD gages has an effect on the COD measurements, which is likely attributable to out-of-plane bending as suggested by Fason (2009). These relationships also support the conclusion that the near-crack bottom-fiber strain gage of Girder 8-Span 11 was not accurately installed at the location of the underlying crack. 5.3.3 208BPOST-REPAIR CONTINUITY BEHAVIOR ASSESSMENT Deflections, bottom-fiber strains, and crack-opening displacements were analyzed in response to multiposition load testing to assess the post-repair continuity behavior of the bridge structure. During this continuity assessment, sensor measurements were analyzed in response to live-load static positions at different specified distances from the continuity diaphragm. Details regarding the different truck position locations are given in Section 2033H4.4. Post-repair deflections, bottom-fiber strains, and crack-opening displacements measured in response to the eighteen multiposition load test truck positions (A1?A9 and C1?C9) are presented graphically in 2034HAppendix B and in tabular format in 2035HAppendix C of this thesis. Sensor measurements were also compared to responses predicted using an FEM model of the bridge structure, which was modeled as a continuous structure with an internal hinge representing a primary crack location. Structural responses to four load truck positions (A7, A9, C7, and C9) were predicted using an FEM model of the post- repair bridge structure. Graphical presentations of the predicted responses are presented by Shapiro (2007). 182 5.3.3.1 4368BDEFLECTIONS Deflections measured during post-repair multiposition load testing exhibit continuous behavior for the bridge structure. This behavior is evident due to the upward deflections measured within the non-loaded span. The maximum deflections were measured in response to the midspan load conditions. The deflections measured in response to load trucks traversing Lanes A and C and stopping at the midspan stop positions (Stop Positions 1 and 9) are presented graphically in Figures 2036H5.23?2037H5.26. The summary of deflection measurements due to the midspan static positions is presented in Table 2038H5.6. Figure 5.23: Deflections?A1 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 183 Figure 5.24: Deflections?A9 Figure 5.25: Deflections?C1 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t anc e f r om C e n t e r o f C ont i n u i t y D i aph r ag m ( i n .) G i r d e r 7 G i r d e r 8 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 184 Figure 5.26: Deflections?C9 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 185 Table 5.6: Midspan truck positions?deflections Girder Span Location from continuity diaphragm at Bent 11 Deflections (in.) ? downward + upward A1 A9 C1 C9 7 10 midspan -0.32 0.04 -0.29 0.04 quarterspan -0.22 0.04 -0.20 0.03 11 quarterspan 0.04 -0.22 0.04 -0.21 midspan 0.05 -0.33 0.04 -0.31 8 10 midspan -0.26 0.04 -0.35 0.05 quarterspan -0.17 0.03 -0.22 0.04 11 quarterspan 0.04 -0.17 0.04 -0.24 midspan 0.04 -0.25 0.05 -0.35 Note: Measurements presented in bold represent the maximum downward deflection per sensor location during the post-repair multiposition load tests The Span 10 midspan load condition (Stop Position 1) caused downward deflections at Span 10 (loaded span) deflectometer locations, and upward deflections at Span 11 (non-loaded span) deflectometer locations. Similarly, the Span 11 midspan load condition (Stop Position 9) caused downward deflections in Span 11 and upward deflections in Span 10. A maximum downward deflection of 0.35 in. was measured at the midspan location of Span 11 due to the Span 11 midspan load condition. A maximum upward deflection of 0.05 in. was measured at three different locations due to separate load conditions. The upward deflections due to live loads are an indicator that partial continuity has been preserved. 186 The continuous behavior indicated by the post-repair deflection measurements was compared to the predicted behavior of the FEM model provided by Shapiro (2007). The post-repair model was constructed to be a continuous structure with an internal hinge representing the typical crack location observed on damaged BT-54 girders of I-565. Comparisons between the measured and predicted behavior are illustrated in Figures 2039H5.27 and 2040H5.28. Figure 5.27: Deflections?post-repair?measurements and predictions?A9 - 0 . 4 0 - 0 . 3 5 - 0 . 3 0 - 0 . 2 5 - 0 . 2 0 - 0 . 1 5 - 0 . 1 0 - 0 . 0 5 0 . 0 0 0 . 0 5 0 . 1 0 - 800 - 600 - 400 - 200 0 200 400 600 800 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - M e a su r e d G 8 - M e a su r e d G 7 M o d e l - P o st - R e p a i r G 8 M o d e l - P o st - R e p a i r 187 Figure 5.28: Deflections?post-repair?measurements and predictions?C9 Post-repair deflection measurements are an indication that the modeled post-repair structure exhibits more apparent stiffness and continuity than the actual post-repair structure. The downward deflections measured in the loaded span were greater than the downward deflections predicted. The upward deflections measured in the non-loaded span were less than the upward deflections predicted. Although the upward deflections measured during the post-repair static load test are signs of continuity, it is evident that the structure is no longer behaving fully continuous under live loads. The damaged sections have an effect on the bridge behavior that, when modeling the structure, could not be accurately accounted for with a seam acting as an internal hinge. The post-repair structure exhibits less continuity behavior in response to - 0 . 4 0 - 0 . 3 5 - 0 . 3 0 - 0 . 2 5 - 0 . 2 0 - 0 . 1 5 - 0 . 1 0 - 0 . 0 5 0 . 0 0 0 . 0 5 0 . 1 0 - 800 - 600 - 400 - 200 0 200 400 600 800 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - M e a su r e d G 8 - M e a su r e d G 7 M o d e l - P o st - R e p a i r G 8 M o d e l - P o st - R e p a i r 188 live loads than indicated by the post-repair FEM model, which was already modeled to be less continuous than originally constructed. 5.3.3.2 4369BBOTTOM-FIBER STRAINS Bottom-fiber compressive strains measured near the continuity diaphragm in response to live loads are an indicator of continuous behavior. Maximum measured compressive strains were located at the FRP reinforcement near crack locations in response to midspan load conditions. Bottom-fiber strains measured in response to midspan load conditions of Lanes A and C are presented graphically in Figures 2041H5.29?2042H5.32. The summary of bottom- fiber strains measured in response to midspan load conditions is presented in Tables 2043H5.7 and 2044H5.8. Figure 5.29: Bottom-fiber strain?A1 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 189 Figure 5.30: Bottom-fiber strain?A9 Figure 5.31: Bottom-fiber strain?C1 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t anc e f r om C e n t e r o f C ont i n u i t y D i aph r ag m ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 190 Figure 5.32: Bottom-fiber strain?C9 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 191 Table 5.7: Midspan truck positions?bottom-fiber strains?Girder 7 Span 209BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 210BLocation Description 211BBottom-Fiber Strain (x10-6 in./in.) ? compressive + tensile A1 A9 C1 C9 10 212B-74 FRP 213B-9 214B-19 215B-6 216B-17 217B-47 218BFRP-Crack 219B-87 220B-132 221B-67 222B-122 11 223B47 224BFRP-Crack 225B-148 226B-93 227B-132 228B-82 229B74 230BFRP 231B-21 232B-9 233B-18 234B-8 235B104 236BFRP 237B-18 238B-5 239B-16 240B-4 241B105 242BConcrete 243B-20 244B-5 245B-17 246B-4 247B273 248BConcrete 249B-19 250B35 251B-18 252B34 253B441 254BConcrete 255B-14 256B75 257B-12 258B71 259B609 260BConcrete 261B-8 262B75 263B-9 264B105 Note: Measurements presented in bold represent the maximum compressive strains per gage for the multiposition load test truck positions 192 Table 5.8: Midspan truck positions?bottom-fiber strains?Girder 8 Span 265BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 266BLocation Description 267BBottom-Fiber Strain (x10-6 in./in.) ? compressive + tensile A1 A9 C1 C9 10 268B-75 Concrete -11 269B-17 -15 270B-27 271B-74 272BFRP 273B-4 274B-11 275B-10 276B-17 277B-41 278BFRP-Crack 279B-104 280B-139 281B-165 282B-222 11 283B52 284BFRP-Crack 285B-65 286B-44 287B-100 288B-67 289B74 290BFRP 291B-23 292B-6 293B-31 294B-13 295B75 296BConcrete 297B-39 298B-7 299B-56 300B-23 301B104 302BFRP 303B-20 304B-4 305B-29 306B-12 307B105 308BConcrete 309B-18 310B-5 311B-26 312B-11 313B273 314BConcrete 315B-15 316B26 317B-20 318B38 319B441 320BConcrete 321B-11 322B61 323B-16 324B87 325B609 326BConcrete 327B-8 328B75 329B-10 330B113 Note: Measurements presented in bold represent the maximum compressive strains per gage for the post-repair multiposition load test truck positions 193 The maximum bottom-fiber compressive strain measured during the post-repair static load test was 222 x 10-6 in./in. at the FRP reinforcement near the crack location of Girder 8 in Span 10 due to the Lane C midspan static position of Span 11. This bottom- fiber compressive response in the non-loaded span is a sign of continuous behavior. Bottom-fiber tensile strains measured near the continuity diaphragm that are of greater magnitude than tensile strains measured further from the continuity diaphragm are an indicator that the structure is not behaving as a fully continuous structure for live loads as originally constructed. The local behaviors of the damaged sections have an effect on the continuity of the bridge structure. The maximum bottom-fiber tensile strains were measured near the crack-locations in response to the positioning of loads near the damaged regions, which resulted in significant shear demand within the damaged region and positive bending moment at respective bottom-fiber crack locations. Bottom-fiber strains measured in response to four load conditions (A4, A7, C4, and C7) positioning trucks near the damaged regions are presented in Figures 2045H5.33?2046H5.36. The summary of bottom-fiber strains measured in response to these load conditions with trucks near the damaged sections is presented in Tables 2047H5.9 and 2048H5.10 194 Figure 5.33: Bottom-fiber strain?A4 Figure 5.34: Bottom-fiber strain?A7 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 195 Figure 5.35: Bottom-fiber strain?C4 Figure 5.36: Bottom-fiber strain?C7 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 196 Table 5.9: Damaged region truck positions?bottom-fiber strains?Girder 7 Span 331BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 332BLocation Description 333BBottom-Fiber Strain (x10-6 in./in.) ? compressive + tensile A4 A7 C4 C7 10 334B-74 FRP 23 -9 22 -8 335B-47 336BFRP-Crack 108 -60 95 -60 11 337B47 338BFRP-Crack -25 128 -34 116 339B74 340BFRP 0 28 -2 25 341B104 342BFRP 2 29 0 27 343B105 344BConcrete 3 32 1 28 345B273 346BConcrete 4 42 3 37 347B441 348BConcrete 4 36 2 31 349B609 350BConcrete 1 16 3 24 Note: Measurements presented in bold represent the maximum tensile strains per gage for the post-repair multiposition load test truck positions 197 Table 5.10: Damaged region truck positions?bottom-fiber strains?Girder 8 Span 351BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 352BLocation Description 353BBottom-Fiber Strain (x10-6 in./in.) ? compressive + tensile A4 A7 C4 C7 10 354B-75 Concrete 13 -9 23 -14 355B-74 356BFRP 10 -6 16 -9 357B-41 358BFRP-Crack 53 -71 113 -108 11 359B52 360BFRP-Crack -17 27 -30 56 361B74 362BFRP -4 58 -4 121 363B75 364BConcrete -1 25 -2 52 365B104 366BFRP 1 20 1 32 367B105 368BConcrete 1 22 1 32 369B273 370BConcrete 3 28 7 46 371B441 372BConcrete 2 27 3 39 373B609 374BConcrete 1 16 2 24 Note: Measurements presented in bold represent the maximum tensile strains per gage for the post-repair multiposition load test truck positions 198 The maximum bottom-fiber tensile strain measured in response to the eighteen post- repair traversing-load-test truck positions was 128 x 10-6 in./in. near the crack location 47 in. from the continuity diaphragm along Girder 7 of Span 11 in response to trucks aligned with Lane A and positioned near the damaged section (A7). A bottom-fiber tensile strain of 28 x 10-6 in./in. was measured 74 in. from the continuity diaphragm along the same girder and in response to the same load condition. This bottom-fiber tensile response near the continuity diaphragm is a sign of local behavior that decreases the overall continuity of the bridge structure. Measured bottom-fiber strains have also been compared to strains predicted by the post-repair model provided by Shapiro. The comparisons between measured and predicted bottom-fiber strains are illustrated in Figures 2049H5.37?2050H5.40. Figure 5.37: Bottom-fiber strain?post-repair?measurements and predictions?A7 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 100 0 100 200 300 400 500 600 700 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t anc e f r om C e n t e r o f C ont i n u i t y D i aph r ag m ( i n .) G 7 C o n c r e t e - M e a s u r e d G 8 C o n c r e t e - M e a s u r e d G 7 F R P - M e a s u r e d G 8 F R P - M e a s u r e d G 7 M o d e l - P o s t - R e p a i r G 8 M o d e l - P o s t - R e p a i r 199 Figure 5.38: Bottom-fiber strain?post-repair?measurements and predictions?A9 Figure 5.39: Bottom-fiber strain?post-repair?measurements and predictions?C7 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 100 0 100 200 300 400 500 600 700 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 C o n c r e t e - M e a s u r e d G 8 C o n c r e t e - M e a s u r e d G 7 F R P - M e a s u r e d G 8 F R P - M e a s u r e d G 7 M o d e l - P o s t - R e p a i r G 8 M o d e l - P o s t - R e p a i r - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 100 0 100 200 300 400 500 600 700 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 C o n c r e t e - M e a s u r e d G 8 C o n c r e t e - M e a s u r e d G 7 F R P - M e a s u r e d G 8 F R P - M e a s u r e d G 7 M o d e l - P o s t - R e p a i r G 8 M o d e l - P o s t - R e p a i r 200 Figure 5.40: Bottom-fiber strain?post-repair?measurements and predictions?C9 Bottom-fiber strains measured beyond the damaged regions were similar to the predicted strains, but they were slightly more tensile. This is an indicator that the bridge structure is behaving continuously, but with slightly less apparent stiffness than modeled. The measured bottom-fiber strains near the damaged region were not similar to the predicted strains. When the trucks were positioned near the damaged regions of Span 11, the bottom-fiber strains measured near the crack locations of Span 11 were more tensile than predicted. When the trucks were positioned near midspan of Span 11, the bottom- fiber strains measured near the crack locations of Span 10 were more compressive than predicted. Although bottom-fiber strains measured during the post-repair static load test exhibit some continuity, it is evident that the structure is no longer behaving as if fully - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 100 0 100 200 300 400 500 600 700 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 C o n c r e t e - M e a s u r e d G 8 C o n c r e t e - M e a s u r e d G 7 F R P - M e a s u r e d G 8 F R P - M e a s u r e d G 7 M o d e l - P o s t - R e p a i r G 8 M o d e l - P o s t - R e p a i r 201 continuous for post-construction loads. The damaged sections have an effect on the bridge behavior that could not be accurately modeled. This damaged section behavior results in the instrumented girders exhibiting less apparent stiffness than assumed by the post-repair FEM model developed by Shapiro (2007). 5.3.3.3 4370BCRACK BEHAVIOR Crack closures measured near the continuity diaphragm, particularly within a non-loaded span, are an indicator of continuous behavior. The maximum post-repair crack closures were measured in response to the midspan load conditions. Crack-opening displacements measured in response to four midspan load conditions (A1, C1, A9 and C9) are presented graphically in Figures 2051H5.41?2052H5.44. The summary of crack-opening displacements measured in response to the four midspan load conditions is presented in 2053HTable 5.11. Figure 5.41: Midspan truck positions?crack-opening displacements?A1 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 202 Figure 5.42: Midspan truck positions?crack-opening displacements?A9 Figure 5.43: Midspan truck positions?crack-opening displacements?C1 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 203 Figure 5.44: Midspan truck positions?crack-opening displacements?C9 Table 5.11: Midspan truck positions?maximum crack closures Girder Span Crack-Opening Displacement (mm) ? closing + opening A1 A9 C1 C9 7 10 -0.008 -0.016 -0.003 -0.017 11 -0.027 -0.014 -0.025 -0.008 8 10 -0.011 -0.009 -0.016 -0.015 11 -0.013 -0.005 -0.020 -0.007 Notes: Measurements presented in bold represent the maximum crack closure per gage measured during the post-repair multiposition load tests 1 in. = 25.4 mm - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t anc e f r om C e n t e r o f C ont i n u i t y D i aph r ag m ( i n .) G i r d e r 7 G i r d e r 8 204 Crack closures were measured at all of the COD gage locations in response to all four midspan truck positions of the post-repair traversing load test. The maximum crack closure measured during the post-repair traversing load test was 0.027 mm (1.08 x 10-3 in.) at the crack location of Girder 7 in Span 11 in response to the Lane A midspan load condition of Span 10 (A1). The maximum crack closure of Span 10 was 0.017 mm (0.65 x 10-3 in.) at the crack location of Girder 7 in response to the Lane C midspan load condition of Span 11 (C9). Crack closures measured at damaged regions of both spans in response to midspan truck positions are signs of continuous behavior being partially preserved as well as decreased local apparent stiffness. Midspan load conditions were the only load conditions of the post-repair static load test that did not result in the measurement of at least one crack opening. Maximum crack openings were measured in response to truck positions near gaged crack locations, which are the truck positions that cause the greatest shear demand within the damaged region. Crack-opening displacements measured in response to load trucks positioned near gaged damaged regions are presented graphically in Figures 2054H5.45?2055H5.48. The summary of crack- opening displacements measured in response to load trucks positioned near gaged damaged regions is presented in 2056HTable 5.12. 205 Figure 5.45: Damaged region truck positions?crack-opening displacements?A4 Figure 5.46: Damaged region truck positions?crack-opening displacements?A7 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 206 Figure 5.47: Damaged section truck positions?crack-opening displacements?C4 Figure 5.48: Damaged region truck positions?crack-opening displacements?C7 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 207 Table 5.12: Damaged region truck positions?maximum crack openings Girder Span Crack-Opening Displacement (mm) ? closing + opening A4 A7 C4 C7 7 10 0.024 -0.008 0.022 -0.009 11 -0.003 0.041 -0.006 0.039 8 10 -0.004 -0.005 -0.005 -0.008 11 -0.002 0.018 -0.004 0.032 Notes: Measurements presented in bold represent the maximum crack opening measured per gage during the post-repair multiposition load tests 1 in. = 25.4 mm The maximum crack opening measured during the post-repair traversing load test was 0.041 mm (1.62 x 10-3 in.) at the crack location of Girder 7 in Span 11 in response to the Lane A load condition with trucks near the Span 11 damaged sections (A7). The maximum Span 10 crack opening measured was 0.024 mm (0.95 x 10-3 in.) at the crack location of Girder 7 in Span 10 in response to the Lane A load condition with trucks near the Span 10 damaged sections (A4). Crack openings measured within a loaded span are also signs of decreased apparent stiffness within damaged regions. The COD gage installed on the west face of Girder 8 in Span 10 did not measure a crack opening in response to any of the traversing-load-test stop positions. For the COD gage of Girder 8 in Span 10, the maximum crack opening (least crack closure) measured during the traversing load test was a closure of 0.002 mm (0.07 x 10-3 in.) in response to trucks being aligned with Lane C and positioned near the continuity diaphragm (C5). 208 As stated previously, the COD gage on Girder 8 in Span 10 was installed on the opposite face of the girder compared to the other COD gages and likely does not accurately represent behavior similar to what is being measured by the other COD gages. This different behavior for the crack-opening displacement measurements of Girder 8 in Span 10 is likely due to out-of-plane bending as noted by Fason (2009). Regardless of the cause of behavior for the COD gage on Girder 8 of Span 10, the crack-opening displacements measured at the other three crack locations are indications that the bridge structure is exhibiting overall continuous behavior that cannot be considered fully continuous for post-construction loads due to the local behavior of damaged regions. 5.3.3.4 4371BCONTINUITY BEHAVIOR CONCLUSIONS Upward deflections of non-loaded spans during post-repair testing are indications that continuity in response to post-construction loads has been partially preserved for the bridge structure. However, further analysis of post-repair deflection measurements and model predictions has provided evidence that the structure is behaving less continuously in response to post-construction loads than assumed by the post-repair FEM model, which was already modeled to be less continuous than originally constructed. Compressive strains measured within non-loaded spans during post-repair testing are additional indications that continuity is partially preserved for the bridge structure. However, tensile strains measured near the continuity diaphragm in loaded spans are additional indications that the structure is not behaving as a fully continuous structure in response to live loads as originally constructed. 209 Crack closures measured within non-loaded spans during post-repair testing are additional indications that continuity has been partially preserved for the bridge structure. However, crack openings measured within loaded spans are additional indications that the structure is not behaving as a fully continuous structure in response to live loads as originally constructed. Based on the behaviors observed within damaged regions as well as the decrease in apparent stiffness and continuity compared to the post-repair FEM model, it is appropriate to assume that increased damage may further reduce the apparent stiffness and continuity behavior of the bridge structure. It is recommended to assume complete degradation of continuity in response to strength-limit-state demands. Thus, an assumption of simply supported girder behavior is recommended for the design of repair solutions for bridge structures containing girders with damage at continuous ends. Decreased continuity behavior will decrease the shear demand, but will also decrease the shear resistance provided by negative bending moments. 5.3.4 375BLINEAR-ELASTIC BEHAVIOR Superposition test measurements were analyzed to assess if the bridge structure is exhibiting linear-elastic behavior. During analysis, general behavior of the bridge structure and local behavior of the damaged sections were considered. Bridge responses were measured while two load-test trucks were independently positioned at midspan locations of both spans. Bridge responses were also measured while the load-test trucks were simultaneously positioned at those same respective locations. More details regarding superposition test procedures are given in Section 2057H4.8 of this thesis. 210 Theoretically, a structure exhibits linear-elastic behavior if the sum of the measured responses representing both trucks at their respective positions independently is equal to the actual measured response representing both trucks at their respective positions simultaneously. The measurements for the post-repair superposition test can be found presented graphically in 2058HAppendix G and in a tabular format in 2059HAppendix H of this thesis. 5.3.4.1 4372BLINEAR-ELASTIC BEHAVIOR ASSESSMENT?TWO-SPAN STRUCTURE Deflections measured during the post-repair superposition test were analyzed to assess the general behavior of the bridge structure. The predicted and measured superposition deflections are illustrated in 2060HFigure 5.49. The differences between the predicted and measured superposition deflections are presented in 2061HTable 5.13. Figure 5.49: Superposition?deflections?predicted and measured - 0 . 2 0 - 0 . 1 5 - 0 . 1 0 - 0 . 0 5 0 . 0 0 0 . 0 5 - 800 - 600 - 400 - 200 0 200 400 600 800 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - P r e d i c t e d G 8 - P r e d i c t e d G 7 - M e a s u r e d G 8 - M e a s u r e d 211 Table 5.13: Superposition?deflections Girder Span Location from Bent 11 Superposition Deflections (in.) ? downward + upward Difference (Pred.?Meas.) Predicted (A1 + A9) Measured (A1 & A9) in. % 7 10 midspan 376B-0.16 377B-0.16 378B0.00 379B0 quarterspan 380B-0.12 381B-0.11 382B-0.01 383B-9 11 quarterspan 384B-0.11 385B-0.10 386B-0.01 387B-10 midspan 388B-0.17 389B-0.16 390B-0.01 391B-6 8 10 midspan 392B-0.16 393B-0.15 394B-0.01 395B-7 quarterspan 396B-0.10 397B-0.09 398B-0.01 399B-10 11 quarterspan 400B-0.11 401B-0.10 402B-0.01 403B-10 midspan 404B-0.16 405B-0.15 406B-0.01 407B-7 Note: Percent difference is reported as a percentage of the measured superposition The superposition deflection measurements from the post-repair test were consistent for all sensor locations. The actual simultaneously positioned load condition resulted in downward deflections for all sensors that were of less magnitude than the summation of the deflections measured in response to the trucks positioned independently. The average difference was approximately 0.01 in. and the average percentage difference from the measured superposition was less than 10 percent. These relatively small differences between measured and predicted deflections are an indication that overall the bridge structure exhibited nearly linear-elastic behavior during the post-repair superposition test. 212 5.3.4.2 4373BLINEAR-ELASTIC BEHAVIOR ASSESSMENT?DAMAGED REGIONS Crack-opening displacements and bottom-fiber strains measured during the post-repair superposition test were analyzed to assess the local behavior of the damaged regions. Damaged region behavior can be assessed by analyzing the crack-opening displacement behavior in response to the superposition test. Cracked region behavior can be also be assessed by comparing near-crack bottom-fiber strain behavior to bottom-fiber strain behavior observed further from the primary crack location. The relationship between near-crack bottom-fiber strain behavior and crack-opening displacement behavior can also be analyzed to further support conclusions regarding the behavior of the damaged regions and previously stated conclusions regarding damage comparisons and continuity behavior. 5.3.4.2.1 CRACK-OPENING DISPLACEMENTS The predicted and measured superposition crack-opening displacements are illustrated in 2062HFigure 5.50. The differences between the predicted and measured superposition crack- opening displacements are presented in 2063HTable 5.14. 213 Figure 5.50: Superposition?crack-opening displacements?predicted and measured Table 5.14: Superposition?maximum crack closures Girder Span Superposition Crack-Opening Displacement (mm) ? closing + opening Difference (Pred.?Meas.) Predicted (A1 + A9) Measured (A1 & A9) mm % 7 10 408B-0.011 409B-0.014 410B0.003 411B21 11 412B-0.018 413B-0.024 414B0.006 415B25 8 10 416B-0.014 417B-0.015 418B0.001 419B7 11 420B-0.010 421B-0.012 422B0.002 423B17 Notes: Percent difference is reported as a percentage of the measured superposition 1 in. = 25.4 mm - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 - 100 - 80 - 60 - 40 - 20 0 20 40 60 80 100 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - P r e d i c t e d G 8 - P r e d i c t e d G 7 - M e a s u r e d G 8 - M e a s u r e d 214 Each instrumented crack experienced closure due to all of the superposition-test load conditions. The crack closures measured in response to the combined load condition (A1 and A9) were greater in magnitude than the crack closures predicted by superposition (A1 + A9). The maximum difference between the measured and predicted superposition crack closures was 0.006 mm (0.27 x 10-3 in.) at the crack on the east face of Girder 7 in Span 11. This difference resulted in a percentage difference from the measured superposition of 25 percent. The average difference between the measured and predicted crack closures for all four crack locations was 0.003 mm (0.14 x 10-3 in.), and the average percentage difference was 18 percent of the measured result. The magnitudes of the differences and percentage differences between measured and predicted crack closures during the post-repair superposition test indicate that the principle of superposition is not valid in the cracked regions. Therefore, crack locations are exhibiting nonlinear behavior. As previously noted, the location of the COD gage on Girder 8-Span 10 likely had an effect on the crack-opening displacement measurements making this gage less reliable for comparison. The damaged region of Girder 7 in Span 11 exhibited the apparent least linear behavior. The damaged region of Girder 8 in Span 10 exhibited the most apparent linear behavior. These varying degrees of linear behavior can be related to varying degrees of damage within each girder. Nonlinear behavior exhibited by measured crack closures is possibly associated with the presence of multiple cracks surrounding the instrumented crack locations. Load conditions that result in closure of a gaged crack will likely also result in closure of smaller neighboring cracks. As smaller neighboring cracks close, the local cross- sectional area of the concrete effectively transmitting compression is increased. Due to 215 the increased local effective compression zone, the application of additional loads that would result in closure of a gaged crack, if applied independently, will result in additional crack closure of greater magnitude than the closure in response to the independent load condition. This neighboring crack closure explanation, as the possible cause of nonlinear behavior, is supported by the observation that the trucks positioned simultaneously produced crack closures that were measured to be of greater magnitude than the summation of the measured crack closures in response to the trucks positioned independently. 5.3.4.2.2 BOTTOM-FIBER STRAINS The predicted and measured superposition bottom-fiber strain measurements are presented in 2064HFigure 5.51. The differences between the predicted and measured superposition bottom-fiber strain measurements are presented in Tables 2065H5.15 and 2066H5.16. 216 Figure 5.51: Superposition?bottom-fiber strains?predicted and measured - 210 - 180 - 150 - 120 - 90 - 60 - 30 0 30 60 90 - 100 0 100 200 300 400 500 600 700 800 B ot t om - F i b e r S t r ai n ( x 1 0 - 6 i n . / i n . ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - P r e d i c t e d G 8 - P r e d i c t e d G 7 - M e a s u r e d G 8 - M e a s u r e d 217 Table 5.15: Superposition?bottom-fiber strains?Girder 7 Span 424BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 425BLocation Description 426BSuperposition 427BBottom-Fiber Strain (x10-6 in./in.) ? compressive + tensile Difference (Pred.?Meas.) Predicted (A1 + A9) Measured (A1 & A9) x10-6 in./in. % 10 428B-74 FRP 429B-10 430B-17 431B7 432B41 433B-47 434BFRP-Crack 435B-94 436B-134 437B40 438B30 11 439B47 440BFRP-Crack 441B-107 442B-149 443B42 444B28 445B74 446BFRP 447B-13 448B-19 449B6 450B32 451B104 452BFRP 453B-8 454B-14 455B6 456B40 457B105 458BConcrete 459B-12 460B-17 461B5 462B29 463B273 464BConcrete 465B11 466B7 467B4 468B60 469B441 470BConcrete 471B35 472B34 473B1 474B3 475B609 476BConcrete 477B60 478B60 479B0 480B0 Note: Percent difference is reported as a percentage of the measured superposition 218 Table 5.16: Superposition?bottom-fiber strains?Girder 8 Span 481BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 482BLocation Description 483BSuperposition 484BBottom-Fiber Strain (x10-6 in./in.) ? compressive + tensile Difference (Pred.?Meas.) Predicted (A1 + A9) Measured (A1 & A9) x10-6 in./in. % 10 485B-75 Concrete 486B-18 487B-24 488B6 489B25 490B-74 491BFRP 492B-11 493B-15 494B4 495B27 496B-41 497BFRP-Crack 498B-166 499B-204 500B38 501B19 11 502B52 503BFRP-Crack 504B-73 505B-85 506B12 507B14 508B74 509BFRP 510B-16 511B-24 512B8 513B33 514B75 515BConcrete 516B-30 517B-41 518B11 519B27 520B104 521BFRP 522B-13 523B-19 524B6 525B32 526B105 527BConcrete 528B-15 529B-20 530B5 531B25 532B273 533BConcrete 534B10 535B7 536B3 537B40 538B441 539BConcrete 540B37 541B36 542B1 543B3 544B609 545BConcrete 546B52 547B50 548B2 549B4 Note: Percent difference is reported as a percentage of the measured superposition 219 All of the bottom-fiber strain gages measured compressive strains in response to the individual Span 10 load condition (A1 east). In response to the individual Span 11 load condition (A9 east), the bottom-fiber gages within 8 ft from the face of the continuity diaphragm measured compressive strains, and the remaining strain gages out to midspan measured tensile strains. The maximum compressive strains were measured by the bottom-fiber strain gages installed on the FRP at the assumed underlying crack location on each girder. The maximum compressive strain measured in response to the superposition-test Span 10 truck position (A1) was 73 x 10-6 in./in. at the strain gage installed on the FRP corresponding with the primary crack location of Girder 8 in Span 10. The maximum compressive strain measured in response to the Span 11 truck position (A9) was 93 x 10-6 in./in. at the same crack location strain gage of Girder 8 in Span 10. The differences between predicted and measured superposition strains were observed to be of greater magnitude at the FRP near the primary crack locations. A maximum difference of 42 x 10-6 in./in. was observed at the FRP strain gage installed near the crack location on Girder 7 of Span 11. From this difference, it is evident that the damaged region of Girder 7 in Span 11 exhibits the least apparent linear behavior of the four instrumented damaged regions. 5.3.4.3 4374BLINEAR-ELASTIC BEHAVIOR CONCLUSIONS Deflections measured during the superposition test provide evidence that the overall bridge structure exhibits behavior that is nearly linear elastic under truck loads. However, the bottom-fiber strain and crack-opening displacement measurements from the 220 superposition test indicate that the damaged regions exhibit a localized nonlinear response to truck loads. 5.3.5 550BRELATIONSHIP BETWEEN TRUCK POSITION AND FRP TENSILE DEMAND The FRP tensile demand was analyzed in response to each truck position of post-repair testing. Analysis of bottom-fiber strains measured in response to four of the Span 11 truck positions provides evidence for determining critical truck positions. The four truck positions selected for further analysis include C6, C7, C8, and the Span 11 static position of AE testing, which are illustrated in Figures 2067H5.52?2068H5.54. 221 Figure 5.52: Longitudinal truck positions?C6 Legend: Stop Position Centerline of Continuity Diaphragm Bent 10 Simple Support Span 11 Bent 11 Continuity Diaphragm Span 10 Bent 12 Simple Support 7 6 128? 70? False Support False Support ST-6400 (east) ST-6538 (west) 8 300? 222 Figure 5.53: Longitudinal truck positions?AE LC-6 Span 11 and C7 Legend: Stop Position Centerline of Continuity Diaphragm Bent 10 Simple Support Span 11 Bent 11 Continuity Diaphragm Span 10 Bent 12 Simple Support 7 6 128? 70? False Support False Support ST-6400 (east) ST-6538 (west) 8 300? 223 Figure 5.54: Longitudinal truck positions?C8 Legend: Stop Position Centerline of Continuity Diaphragm Bent 10 Simple Support Span 11 Bent 11 Continuity Diaphragm Span 10 Bent 12 Simple Support 7 6 128? 70? False Support False Support ST-6400 (east) ST-6538 (west) 8 300? 224 When the trucks are at Static Position C6, the back axles of each truck straddle the damaged region. The middle axle is positioned 70 in. from the center of the continuity diaphragm, and the rear axle is approximately 13 in. from the center of the diaphragm, as shown in 2069HFigure 5.52. The distance between the rear axle and middle axle is 57 in. for the standard ALDOT load truck. The Span 11 static position of the AE tests is similar to Static Position C7 of the multiposition load-tests. These stop positions are similar enough to be presented as one stop position, as shown in 2070HFigure 5.53, however, there is a slight difference between the two truck positions. Truck positioning for AE testing was based on aligning the rear axle, and truck positioning for the multiposition tests was based on aligning the middle axle. For the AE Span 11 static position, the rear axle is positioned 70 in. from the center of the continuity diaphragm, and the middle axle is approximately 127 in. from the center of the diaphragm. When the trucks are at Static Position C7, the middle axle is positioned 128 in. from the center of the continuity diaphragm, and the rear axle is approximately 71 in. from the center of the diaphragm. When the trucks are at Static Position C8, all truck axles are beyond the damaged region. The middle axle is positioned 300 in. from the center of the continuity diaphragm, and the rear axle is approximately 243 in. from the center of the diaphragm, as shown in 2071HFigure 5.54. These four static positions were tested with the LC-6 load truck block configurations of the second night of bridge testing. The bottom-fiber strains measured in response to these four truck position are presented in Figures 2072H5.55?2073H5.58. To indicate the FRP tensile demand, the Span 11 bottom-fiber FRP strains have been presented in Table 2074H5.17. To 225 further support FRP tensile demand conclusions, crack openings measured in response to the same four truck positions have been presented in Table 2075H5.18. Figure 5.55: Bottom-fiber strains?C6 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 226 Figure 5.56: Bottom-fiber strains?AE LC-6 Span 11 Figure 5.57: Bottom-fiber strains?C7 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t anc e f r om C e n t e r o f C ont i n u i t y D i aph r ag m ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 227 Figure 5.58: Bottom-fiber strains?C8 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 228 Table 5.17: FRP tensile demand?bottom-fiber strains?Span 11 truck positions Girder 551BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 552BLocation Description 553BBottom-Fiber Strain (x10-6 in./in.) ? compressive + tensile C6 AE LC-6 Span 11 C7 C8 7 554B47 555BFRP-Crack 76 130 116 -8 556B74 557BFRP 14 28 25 7 558B104 559BFRP 12 25 28 12 8 560B52 561BFRP-Crack 44 71 56 -21 562B74 563BFRP 26 59 52 14 564B104 565BFRP 26 34 32 10 Note: Measurements presented in bold represent the maximum tensile strains per gage for all truck positions Table 5.18: Crack openings?Span 11 truck positions Girder 566BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 Crack-Opening Displacement (mm) ? closing + opening C6 AE LC-6 Span 11 C7 C8 7 567B48 0.020 0.044 0.039 0.015 8 568B56 0.017 0.040 0.032 0.011 Notes: Measurements presented in bold represent the maximum crack opening per gage for all truck positions 1 in. = 25.4 mm 229 The Span 11 static position of the AE test and the C7 static position of the multiposition test resulted in similar FRP tensile strains of greater magnitude than the other truck positions. When comparing all static truck positions, the positioning of axles near the primary crack location, but without straddling the crack location, resulted in the larger measured FRP tensile demand in response to truck loads. This corresponds to the truck position that generates the largest shear demand on the damaged cross section. The Span 11 static position of the AE test also resulted in crack openings of greater magnitude compared to the other truck positions, which further supports the conclusion that these stop positions were the most critical truck positions observed during post-repair bridge testing. Truck positions resulting in the greatest FRP tensile demand correspond with truck positions resulting in the greatest shear demand at damaged regions. Analysis procedures for determining maximum shear force demand for a girder should be used to determine the load effects and design forces for FRP repair of damaged continuous girder ends. 5.4 61BBRIDGE RESPONSE TO AMBIENT THERMAL CONDITIONS It has been previously reported (Gao 2003) that initial cracking of I-565 concrete bulb-tee girders was more likely due to thermal gradients than traffic loads. During post-repair testing, sensor measurements were monitored for twenty-four hours of normal traffic conditions to assess structural behavior in response to ambient thermal conditions. These assessments include continuity behavior of the bridge structure, confirmation that thermal gradient loading is responsible for initial cracking, and confirmation of other conclusions supported by static live load analysis. Before the presentation of bridge monitoring measurements, theoretical bridge behavior is discussed for a two-span continuous 230 structure subjected to a linear thermal gradient. The measured responses to ambient temperature will then be compared to theoretical responses to ambient temperature and previously discussed measured responses to truck loads. 5.4.1 569BTHEORETICAL RESPONSE TO AMBIENT THERMAL CONDITIONS The theoretical temperature gradient along a typical cross-section height (h) is assumed to be linearly decreasing from the top-fiber of the bridge deck to the bottom-fiber of a typical girder. This linear temperature gradient results in a positive temperature difference (?Th) when subtracting the temperature at the top of the bridge deck from the temperature at the bottom of a typical girder. The formula for the temperature difference is presented as Equation 2076H5.1. The formula for the change in temperature difference (???Th)) between two points in time is presented as Equation 2077H5.2. A linear temperature gradient example is illustrated in 2078HFigure 5.59. ?Th = Ttop ? Tbottom Eq. 5.1 ???Th) = (?Th)2 ? (?Th)1 Eq. 5.2 Figure 5.59: Linear temperature gradient h Tbottom Ttop ?Th = Ttop ? Tbottom 231 The bridge structure was also considered to be acting as originally constructed, fully continuous for post-construction loads. A theoretical two-span continuous structure subjected to a thermal load effects is illustrated in 2079HFigure 5.60. The structure consists of two identical span lengths (L). The exterior supports (A and C) represent simple supports, and the interior support (B) represents the continuity achieved by a typical continuity diaphragm. Figure 5.60: Two-span continuous structure subjected to linear thermal gradient After initial cracking, it is likely that the bridge structure does not exhibit fully continuous behavior, but theoretical analysis as a fully continuous structure will allow for conservative estimations of bottom-fiber strains that may lead to initial cracking of uncracked girders. Theoretical bottom-fiber FRP strains expected within a damaged region should be considered during the design of an FRP reinforcement repair. L L A C B 232 5.4.1.1 4375BSTRUCTURAL ANALYSIS During analysis, the vertical restraint of the interior support was treated as a redundant support condition to determine the theoretical behavior of the two-span indeterminate structure. The resulting simply-supported structure was subjected to two separate load conditions as shown in 2080HFigure 5.61. Figure 5.61: Expected deformations?two theoretical load conditions The first load condition consists of a linear thermal gradient without restraint from the interior support. The second load condition consists of a vertical force (P) representing the restraining force that had been removed from the first load condition. The theoretical deformations, moments, and curvatures were determined for both of the two simply supported load conditions. These theoretical behaviors are mirrored about the interior support (B). For the purpose of defining behavior with respect to location within a span, behavior functions will originate at the interior support. Location within the span (x) will be defined as equal to zero at Support B and equal to L at Support C. x + L L L P ?2 ?1 L Thermal displacement with no mid-bridge restraint Restraining force at Support B A C B A C B x 233 5.4.1.1.1 DEFORMATIONS The expected deformations (?) of the two load conditions are also illustrated in Figure 2081H5.61. The mid-bridge deformation ???results from thermal conditions without restraint at the interior support???The mid-bridge deformation ???results from application of a theoretical restraining force at the location of the theoretically removed interior support???As indicated in Equation 2082H5.3, the summation of the two resulting deflections at the interior support must be equal to zero to match the support conditions of the actual bridge. ?1 + ?2 = 0 Eq. 5.3 5.4.1.1.2 BENDING MOMENTS Bending moment (M) diagrams for the two load conditions of the simply supported structure are presented in 2083HFigure 5.62. Although the thermal gradient load condition results in deformation, the simply supported structure does not develop bending moments along the length of the structure due to unrestrained linear thermal gradient alone. The restraining force load condition does result in a linear function of bending moment. The yet-to-be-determined restraining force (P) and span length have an effect on the bending moment function with a maximum moment of PL/2 at the mid-bridge location and zero moment at the simple supports. The bending moment function for Span BC in response to the restraining force applied at Support B is presented as Equation 2084H5.4. 234 Figure 5.62: Moment diagrams?two theoretical load conditions Eq. 5.4 5.4.1.1.3 CURVATURES Curvature diagrams for the two theoretical load conditions of the simply supported structure are presented in 2085HFigure 5.63. The curvature due to a linear temperature gradient with no restraint is consistent along the length of the structure. This curvature is also referred to as the temperature- gradient curvature . The temperature-gradient curvature is a function of the coefficient of thermal expansion (?T), temperature difference (?Th) from the top of the deck to the bottom of a typical girder, and the typical cross-section height (h) including the height of the deck. The relationship used to calculate is presented as Equation 2086H5.5. The curvature function due to an unrestrained response to thermal conditions is presented as Equation 2087H5.6. + M + M ? ? Restraining force at Support B Simply supported Max moment at B = [P(2L)/4] L L L L + Thermal displacement with no mid-bridge restraint Simply supported No restraint No moment A C B A C B x x 235 Figure 5.63: Curvature diagrams?two theoretical load conditions Eq. 5.5 Eq. 5.6 The curvature due to the restraining force is presented in terms of the moment due to the restraining force and cross-section properties. It is assumed that the modulus of elasticity (E) and the moment of inertia (I) are constant along the length of the bridge. The basic function for the curvature due to the restraining force is presented as Equation 2088H5.7. This curvature function has also been presented in terms of the moment function variables including the restraint force (P) as shown in Equation 2089H5.8 + + ? ? Restraining force at Support B L L L L + Thermal displacement with no mid-bridge restraint ? A C B A C B x x 236 Eq. 5.7 Eq. 5.8 5.4.1.1.4 RESTRAINT FORCE AT INTERIOR SUPPORT The theory of consistent deformations was used to determine the theoretical restraint force at B. The theoretical mid-bridge deformations were determined in terms of variables within the curvature and moment functions. The formulas for the theoretical mid-bridge deflections ?1 and ?2 are shown as Equations 2090H5.9 and 2091H5.10 respectively. Eq. 5.9 Eq. 5.10 The restraint force is a function of the same properties used to define the moments and curvatures resulting from the two theoretical load conditions. The deflections ?1 and ?2 were substituted into the consistent deformations relationship presented as Equation 2092H5.3, and the resulting formula is shown as Equation 2093H5.11. This formula was then manipulated to solve for the restraint force P in terms of the other variables as shown in Equation 2094H5.12. 237 Eq. 5.11 Eq. 5.12 5.4.1.2 4376BEXPECTED BEHAVIOR The expected behavior of the two-span continuous structure can be determined by superimposing the behaviors of the simply supported structure resulting from the temperature gradient and restraint force load conditions. The expected response characteristics are presented as functions of the distance (x) from the interior support. The behaviors presented include the net curvature ( ), bending moment (M), shear force (V), bottom-fiber strain ( ), and bottom-fiber stress ( ). The bottom-fiber strains are computed from the curvatures, and the shear forces and bottom-fiber stresses are derived from the bending moments. The bottom-fiber strains and stresses are also a function of the distance (ybot) from the cross section centroid to the bottom fiber. 5.4.1.2.1 CURVATURE The formula for the expected net curvature presented as Equation 2095H5.13 is derived by superimposing the previously defined curvature functions of the two theoretical load conditions. The curvature ( ) due to a temperature gradient without restraint is presented as Equation 2096H5.14. The restraint force variable (P) within the curvature function presented as Equation 2097H5.8, which represents the curvature due to the restraint force associated with temperature effects that restrained at the interior support, can be 238 substituted with the restraint force formula defined as Equation 2098H5.12. The resulting curvature ( ) due to the restraint force is presented as Equation 2099H5.15. Eq. 5.13 Eq. 5.14 Eq. 5.15 The curvature functions defined in Equations 2100H5.14 and 2101H5.15 can be superimposed to determine the expected net curvature function due to a linear temperature gradient with restraint at the interior support, which is presented as Equation 2102H5.16. Eq. 5.16 The expected net curvature function can then be simplified by condensing the temperature gradient curvature variables into one term as shown in Equation 2103H5.17, where is the curvature due to unrestrained temperature gradient defined in Equation 2104H5.5. Eq. 5.17 239 The curvature function can then be solved to determine that the expected point of zero curvature is located a distance of one third the span length from the interior support as shown in Equation 2105H5.18. Eq. 5.18 An illustration of the expected curvature as a function of the distance from the interior support is presented in 2106HFigure 5.64. The curvatures expected at the interior and exterior supports are also provided within this figure. Figure 5.64: Curvature due to temperature gradient with restraint 5.4.1.2.2 BENDING MOMENT The bending moment is a function of the restraint force developed. The restraint force (P) within the bending moment function presented as Equation 2107H5.4 can be substituted with the restraint force defined as Equation 2108H5.12. The resulting function for bending moment that results from the restraint force is presented as Equation 2109H5.19, and represents the expected moment due to a linear temperature gradient with restraint at the interior + L/3 L/3 ? L L A C B x 240 support in a two-span continuous beam. The expected moment function can then be simplified by condensing the temperature gradient curvature variables into one term as shown in Equation 2110H5.20. An illustration of the expected moment as a function of the distance from the interior support is presented in 2111HFigure 5.65. The moment expected at the interior support is also provided within this figure. Eq. 5.19 Eq. 5.20 Figure 5.65: Moment due to temperature gradient with restraint + ? L L A C B x 241 5.4.1.2.3 SHEAR FORCE The shear force function is a constant value with opposing direction of action on either side of the interior support. The shear force is computed from the slope of the moment function as shown in Equation 2112H5.21. The formula for the maximum bending moment, which is expected at the interior support as shown in 2113HFigure 5.65, is defined as Equation 2114H5.22. Substituting the formula for the maximum expected moment into the shear force function shown in Equation 2115H5.21 provides the expanded shear force formula presented as Equation 2116H5.23. The expected shear force function can then be simplified by condensing the temperature gradient curvature variables into one term as shown in Equation 2117H5.24. An illustration of the expected shear force as a function of the distance from the interior support is presented in 2118HFigure 5.66. Eq. 5.21 Eq. 5.22 Eq. 5.23 Eq. 5.24 242 Figure 5.66: Shear due to temperature gradient with restraint 5.4.1.2.4 BOTTOM-FIBER STRAIN?UNCRACKED CROSS SECTIONS The bottom-fiber strain function of the theoretically uncracked structure is derived from the curvature function using the distance from the centroid of a typical uncracked cross section to the bottom of the girder. The basic bottom-fiber strain function formula is shown as Equation 2119H5.25. The expected curvature function of Equation 2120H5.16 can be substituted into the basic bottom-fiber strain function to provide the expanded bottom- fiber strain function presented as Equation 2121H5.26. The expected bottom-fiber strain function can then be simplified by condensing the temperature gradient curvature variables into one term as shown in Equation 2122H5.27. An illustration of the expected bottom-fiber strain as a function of the distance from the interior support is presented in Figure 2123H5.67. Eq. 5.25 Eq. 5.26 + ? L L A C B x 243 Eq. 5.27 Figure 5.67: Bottom-fiber strain due to temperature gradient with restraint 5.4.1.2.5 BOTTOM-FIBER STRESS?UNCRACKED CROSS SECTION The bottom-fiber stress function of the theoretically uncracked structure is derived from the moment function, the distance from the centroid of a typical uncracked cross section to the bottom of the girder, and the moment of inertia. The basic bottom-fiber stress function formula is shown as Equation 2124H5.28. The expected moment function of Equation 2125H5.19 can be substituted into the basic bottom-fiber stress function to provide the expanded bottom-fiber stress function presented as Equation 2126H5.29. The expected bottom- fiber stress function can then be simplified by condensing the temperature gradient curvature variables into one term as shown in Equation 2127H5.30. An illustration of the expected shear force as a function of the distance from the interior support is presented in 2128HFigure 5.68. The bottom-fiber stress is not proportional to the bottom-fiber strain because a portion of the total strain is due to stress-independent thermal changes. + L/3 L/3 ? L L A C B x 244 Eq. 5.28 Eq. 5.29 Eq. 5.30 Figure 5.68: Bottom-fiber stress due to temperature gradient with restraint 5.4.1.2.6 BOTTOM-FIBER STRAIN?CRACKED CROSS SECTION?FRP The theoretical uncracked concrete behavior presented is not applicable for the local behavior at damaged sections selected for potential FRP repair. The damaged cross section must be considered cracked during analysis to determine the bottom-fiber FRP strain expected in response to temperature effects. Assuming the cross section to be cracked eliminates the theoretical bottom-fiber strain due to a temperature gradient without restraint at the interior support. However, there is still an FRP strain expected due to an unrestrained temperature change. This FRP strain is associated with the ambient temperature at the FRP location at two different + ? L L A C B x 245 times. The difference between these two temperatures results in a temperature change (?TFRP) that can be multiplied by the longitudinal coefficient of thermal expansion (???FRP) specified for the repair material. The formula for the FRP strain expected in response to unrestrained temperature change in the FRP material is presented as Equation 2129H5.31. This strain component is stress-independent. Eq. 5.31 The FRP must also undergo the stress-dependent bottom-fiber strain due to the restraint force associated with a linear temperature gradient applied to the entire two-span continuous structure. This strain is based on the theoretical curvature due to the restraint force load condition, which corresponds to the bending moment that results from this restraint. This theoretical curvature has been previously defined as Equation 2130H5.15. The basic formula for the strain expected due to curvature has been previously defined as Equation 2131H5.25, and is associated with the distance (ybot) from the centroid of the cross section to the bottom of the girder. The distance (ycr,bot) from the centroid of a cracked section to the bottom of the girder of a cracked section is of greater magnitude than the distance from centroid of an uncracked section to the bottom of the girder, which results in an increase of expected strain due to the cracked nature of the cross section. The formula for the FRP strain expected due to the restraint force is presented as Equation 2132H5.32. This formula can also be presented with the distance from the centroid to the bottom fiber and the girder height considered a ratio as presented in Equation 2133H5.33. 246 Eq. 5.32 Eq. 5.33 The bottom-fiber strain functions defined in Equations 2134H5.31 and 2135H5.33 can be superimposed to determine the expected FRP strain due to ambient temperature effects with restraint at the interior support, which is presented as Equation 2136H5.34. Eq. 5.34 5.4.1.2.7 DEFLECTION The expected displacement of a two-span continuous structure due to a linear temperature gradient is illustrated in 2137HFigure 5.69. Inflection points are expected at the previously defined points of zero curvature located a distance of one third of the span length from the interior support. Figure 5.69: Deflections due to temperature gradient with restraint Inflection Points ( ) L/3 L/3 L L A C B 247 5.4.2 570BMEASURED RESPONSES TO AMBIENT THERMAL CONDITIONS Bridge monitoring measurements were analyzed to assess the post-repair behavior of the instrumented girders for twenty-four hours. The temperature and weather conditions during bridge monitoring were ideal for observing the bridge behavior in response to a near worst-case thermal gradient load condition for the geographic bridge location. The bridge monitoring measurements can be compared to the measured responses to truck placement and can also be related to the theoretical behavior of a continuous structure subjected to a linear thermal gradient. All bridge monitoring measurements are relative to initial conditions measured at 2:30 a.m. on the first night of bridge testing. These initial conditions are not necessarily equal to the initial conditions observed during the static load tests on the second night of testing, but are similar enough to allow for approximate comparisons of magnitude for measured responses to load truck placement and ambient thermal conditions. The bridge monitoring measurements are presented graphically in 2138HAppendix D and in tabular format in 2139HAppendix E of this thesis. For the purpose of analyzing the change in deflection and bottom-fiber strain profiles, four specific times were selected based on the observation of measured responses for all sensor types. The times selected were 6:30 a.m., 4:30 p.m., 8:30 p.m., and 2:30 a.m. Measurements at 6:30 a.m. represent responses measured just before the thermal conditions begin to rapidly change at dawn. Measurements at 4:30 p.m. represent a near- maximum response to thermal conditions. Measurements at 8:30 p.m. represent responses measured while the bridge deck was cooling down after sunset. Measurements 248 at 2:30 a.m. represent responses measured at the conclusion of the twenty-four hour period. The post-repair weather conditions were favorable for the desired analysis of structural behavior in response to large temperature variations experienced during a daily cycle. Temperatures measured at the Huntsville International Airport every three hours during post-repair bridge monitoring are presented in 2140HTable 5.19. Sunrise reportedly occurred at 4:38 a.m., and sunset reportedly occurred at 6:50 p.m. on May 25, 2010. (NOAA 2010) Table 5.19: Temperatures measured during bridge monitoring (NOAA 2010) Date Time (CST) Temperature (?F) May 25, 2010 12:00 a.m. 72 3:00 a.m. 71 6:00 a.m. 71 9:00 a.m. 78 12:00 p.m. 80 3:00 p.m. 84 6:00 p.m. 82 9:00 p.m. 75 May 26, 2010 12:00 a.m. 70 3:00 a.m. 66 249 5.4.2.1 4377BDEFLECTIONS Deflection measurements in response to ambient thermal conditions are relative to initial conditions at 2:30 a.m. on the first night of bridge testing. Positive deflection measurements indicate upward deflections compared to initial conditions, and negative deflection measurements indicate downward deflections compared to initial conditions. The deflections measured in response to thermal conditions are presented in Tables E2141H.2 and E2142H.3. Graphical presentations of the midspan and quarterspan deflections measured during the twenty-four hour period are shown in Figures 2143H5.70 and 2144H5.71. Figure 5.70: Deflections?normal traffic?twenty-four hours?Girder 7 - 0 . 2 - 0 . 1 0 . 0 0 . 1 0 . 2 0 . 3 0 . 4 0 . 5 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 Bo tto m - F i b e r D e fl e c ti o n (i n .) Ti m e o f D a y (h r :m i n m o n th / d a y ) G 7 - S P 1 0 - M i d s p a n G 7 - S P 1 0 - Q . S p a n G 7 - S P 1 1 - Q . S p a n G 7 - S P 1 1 - M i d s p a n 250 Figure 5.71: Deflections?normal traffic?twenty-four hours?Girder 8 5.4.2.1.1 MAXIMUM UPWARD DEFLECTIONS The upward deflections measured in response to ambient thermal conditions were compared to the upward deflections measured in response to truck loads. The maximum upward deflections at midspan and quarterspan due to thermal conditions are presented in 2145HTable 5.20. These maximum upward deflections due to thermal conditions are compared to the maximum upward deflections due to truck loads as shown in Table 2146H5.21. - 0 . 2 - 0 . 1 0 . 0 0 . 1 0 . 2 0 . 3 0 . 4 0 . 5 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 Bo tto m - F i b e r D e fl e c ti o n (i n .) Ti m e o f D a y (h r :m i n m o n th / d a y ) G 8 - S P 1 0 - M i d s p a n G 8 - S P 1 0 - Q . S p a n G 8 - S P 1 1 - Q . S p a n G 8 - S P 1 1 - M i d s p a n 251 Table 5.20: Maximum upward deflections?thermal conditions Girder Span Location from continuity diaphragm at Bent 11 Deflection (in.) Time Measured (hr:min a.m./p.m.) 7 10 midspan 571B0.41 572B3:30 p.m. quarterspan 573B0.38 574B4:30 p.m. 11 quarterspan 575B0.36 576B4:30 p.m. midspan 577B0.39 578B4:30 p.m. 8 10 midspan 579B0.49 580B3:30 p.m. quarterspan 581B0.40 582B2:30 p.m. 11 quarterspan 583B0.37 584B2:30 p.m. midspan 585B0.40 586B2:30 p.m. 252 Table 5.21: Maximum upward deflections?post-repair Girder Span Location from continuity diaphragm at Bent 11 Maximum Upward Deflection (in.) Thermal Conditions Load Truck Conditions 7 10 midspan 587B0.41 588B0.04 quarterspan 589B0.38 590B0.04 11 quarterspan 591B0.36 592B0.04 midspan 593B0.39 594B0.05 8 10 midspan 595B0.49 596B0.05 quarterspan 597B0.40 598B0.04 11 quarterspan 599B0.37 600B0.04 midspan 601B0.40 602B0.05 NCHRP Report 519 (Miller et al. 2004) indicates that a maximum camber of 0.41 in. at midspan was observed in response to solar effects during ALDOT bridge testing (ALDOT 1994). The maximum upward deflections were observed at the time of day when the thermal gradient would be reaching its peak. A maximum upward deflection of 0.49 in. was measured at roughly 3:30 p.m. by the midspan deflectometer of Girder 8 in Span 10, and the other three midspan sensors measured maximum upward deflections of 0.39 in., 0.40 in., and 0.41 in. The magnitudes of the maximum midspan upward deflections for each instrumented girder?disregarding Girder 8-Span 10?were very similar to the maximum upward deflection measured by ALDOT in 1994. 253 The maximum upward deflection measured due to any load truck position during post-repair bridge testing was 0.05 in. at the midspan locations of three of the four girders. These maximum upward deflections measured during bridge testing were all in response to the midspan truck position in the opposite span. The maximum midspan and quarterspan upward deflections measured in response to thermal condition are approximately ten times greater than the maximum upward deflections measured in response to service-level truck loads. 5.4.2.1.2 DEFLECTED SHAPE?MEASURED AND THEORETICAL Measured deflections were illustrated to observe the change in deflected shape due to ambient thermal conditions. The deflections measured at 6:30 a.m., 4:30 p.m., 8:30 p.m. and 2:30 a.m. are presented graphically in Figures 2147H5.72?2148H5.75. A summary of the midspan and quarterspan deflections measured at these times is presented in Table 2149H5.22. 254 Figure 5.72: Deflections?8:30 a.m. Figure 5.73: Deflections?4:30 p.m. - 0 . 2 0 - 0 . 1 0 0 . 0 0 0 . 1 0 0 . 2 0 0 . 3 0 0 . 4 0 0 . 5 0 - 700 - 500 - 300 - 100 100 300 500 700 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 - 0 . 2 0 - 0 . 1 0 0 . 0 0 0 . 1 0 0 . 2 0 0 . 3 0 0 . 4 0 0 . 5 0 - 700 - 500 - 300 - 100 100 300 500 700 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 255 Figure 5.74: Deflections?8:30 p.m. Figure 5.75: Deflections?2:30 a.m. - 0 . 2 0 - 0 . 1 0 0 . 0 0 0 . 1 0 0 . 2 0 0 . 3 0 0 . 4 0 0 . 5 0 - 700 - 500 - 300 - 100 100 300 500 700 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 - 0 . 2 0 - 0 . 1 0 0 . 0 0 0 . 1 0 0 . 2 0 0 . 3 0 0 . 4 0 0 . 5 0 - 700 - 500 - 300 - 100 100 300 500 700 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 256 Table 5.22: Deflections?ambient thermal conditions Girder Span Location from continuity diaphragm at Bent 11 Deflections (in.) ? downward + upward 6:30 a.m. 4:30 p.m. 8:30 p.m. 2:30 a.m. 7 10 midspan -0.11 0.41 0.13 -0.14 quarterspan -0.08 0.37 0.11 -0.11 11 quarterspan -0.07 0.34 0.34 -0.05 midspan -0.10 0.39 0.39 -0.05 8 10 midspan -0.03 0.48 0.25 0.01 quarterspan -0.01 0.38 0.20 0.01 11 quarterspan -0.06 0.34 0.17 -0.06 midspan -0.02 0.37 0.16 -0.08 The deflections measured at 4:30 p.m. and 8:30 p.m. result in deflected shapes that are similar to the deflected shape expected of a continuous structure subjected to a thermal gradient as shown in 2150HFigure 5.69. However, additional measured deflections would be useful for providing clearer evidence of an inflection point in response to restrained thermal effects. 5.4.2.2 4378BBOTTOM-FIBER STRAINS Strain measurements in response to ambient thermal conditions are relative to initial conditions at 2:30 a.m. on the first night of bridge testing. Positive strains measurements indicate elongation relative to the initial conditions, and negative strain measurements 257 indicate relative contraction. The bottom-fiber strains measured due to thermal conditions are presented in Tables E2151H.12 and E2152H.13. Graphical presentations of the bottom- fiber strains measured during the twenty-four hour period are shown in Figures 2153H5.76? 2154H5.79. Figure 5.76: Bottom-fiber strains?Girder 7?within 80 in. from diaphragm - 200 - 100 0 100 200 300 400 500 600 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 Bo tto m - F i b e r S tr a i n (x 1 0 - 6 i n ./ i n .) Ti m e o f D a y (h r :m i n m o n th / d a y ) F 7 _ 1 0 _ 1 M F 7 _ 1 0 _ C K F 7 _ 1 1 _ C K F 7 _ 1 1 _ 4 M 258 Figure 5.77: Bottom-fiber strains?Girder 7?beyond 80 in. from diaphragm Figure 5.78: Bottom-fiber strains?Girder 8?within 80 in. from diaphragm - 100 - 75 - 50 - 25 0 25 50 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 Bo tto m - F i b e r S tr a i n (x 1 0 - 6 i n ./ i n .) Ti m e o f D a y (h r :m i n m o n th / d a y ) S 7 _ 1 1 _ 5 M F 7 _ 1 1 _ 5 M S 7 _ 1 1 _ 6 M S 7 _ 1 1 _ 7 M S 7 _ 1 1 _ 8 M - 200 - 100 0 100 200 300 400 500 600 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 Bo tto m - F i b e r S tr a i n (x 1 0 - 6 i n ./ i n .) Ti m e o f D a y (h r :m i n m o n th / d a y ) S 8 _ 1 0 _ 1 M F 8 _ 1 0 _ 1 M F 8 _ 1 0 _ C K F 8 _ 1 1 _ C K S 8 _ 1 1 _ 4 M F 8 _ 1 1 _ 4 M 259 Figure 5.79: Bottom-fiber strains?Girder 8?beyond 80 in. from diaphragm 5.4.2.2.1 MAXIMUM BOTTOM-FIBER TENSILE STRAINS The maximum bottom-fiber tensile strains measured in response to ambient thermal conditions were compared to the maximum bottom-fiber tensile strains measured in response to truck loads. The bottom-fiber strain gages in Span 11 beyond 105 in. from the center of the continuity diaphragm did not measure significant tensile strains due to ambient thermal conditions compared to the other bottom-fiber strain gages. The maximum bottom-fiber tensile strains measured by gages located 105 in. from the continuity diaphragm or closer in response to ambient thermal conditions are presented in Tables 2155H5.23 and 2156H5.24. These maximum tensile strains measured in response to thermal conditions are compared to the maximum bottom-fiber tensile strains measured in response to truck loads as shown in Tables 2157H5.25 and 2158H5.26. - 100 - 75 - 50 - 25 0 25 50 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 Bo tto m - F i b e r S tr a i n (x 1 0 - 6 i n ./ i n .) Ti m e o f D a y (h r :m i n m o n th / d a y ) S 8 _ 1 1 _ 5 M F 8 _ 1 1 _ 5 M S 8 _ 1 1 _ 6 M S 8 _ 1 1 _ 7 M S 8 _ 1 1 _ 8 M 260 Table 5.23: Maximum bottom-fiber tensile strains?Girder 7?thermal conditions Span 603BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 604BLocation Description 605BBottom-Fiber Strain (x10-6 in./in.) ? compressive + tensile Time Measured (hr:min a.m./p.m.) 10 606B-74 FRP 607B38 608B4:30 p.m. 609B-47 610BFRP-Crack 611B387 612B4:30 p.m. 11 613B47 614BFRP-Crack 615B504 616B3:30 p.m. 617B74 618BFRP 619B46 620B4:30 p.m. 621B104 622BFRP 623B27 624B6:30 p.m. 625B105 626BConcrete 627B33 628B6:30 p.m. 261 Table 5.24: Maximum bottom-fiber tensile strains?Girder 8?thermal conditions Span 629BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 630BLocation Description 631BBottom-Fiber Strain (x10-6 in./in.) ? compressive + tensile Time Measured (hr:min a.m./p.m.) 10 632B-75 Concrete 633B25 634B4:30 p.m. 635B-74 636BFRP 637B16 638B3:30 p.m. 639B-41 640BFRP-Crack 641B404 642B4:30 p.m. 11 643B52 644BFRP-Crack 645B251 646B4:30 p.m. 647B74 648BFRP 649B101 650B4:30 p.m. 651B75 652BConcrete 653B297 654B4:30 p.m. 655B104 656BFRP 657B27 658B6:30 p.m. 659B105 660BConcrete 661B37 662B5:30 p.m. 262 Table 5.25: Maximum bottom-fiber tensile strains?Girder 7 Span 663BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 664BLocation Description 665BMaximum 666BBottom-Fiber 667BTensile Strain (x10-6 in./in.) Thermal Conditions Load Truck Conditions 10 668B-74 FRP 669B38 670B24 671B-47 672BFRP-Crack 673B387 674B108 11 675B47 676BFRP-Crack 677B504 678B140 679B74 680BFRP 681B46 682B28 683B104 684BFRP 685B27 686B32 687B105 688BConcrete 689B33 690B35 263 Table 5.26: Maximum bottom-fiber tensile strains?Girder 8 Span 691BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 692BLocation Description 693BMaximum 694BBottom-Fiber 695BTensile Strain (x10-6 in./in.) Thermal Conditions Load Truck Conditions 10 696B-75 Concrete 697B25 698B28 699B-74 700BFRP 701B16 702B19 703B-41 704BFRP-Crack 705B404 706B117 11 707B52 708BFRP-Crack 709B251 710B71 711B74 712BFRP 713B101 714B59 715B75 716BConcrete 717B297 718B148 719B104 720BFRP 721B27 722B34 723B105 724BConcrete 725B37 726B34 The maximum bottom-fiber tensile strains were observed at the time of day when the thermal gradient would be reaching its peak. A maximum bottom-fiber tensile strain of 504 x 10-6 in./in. was measured at roughly 3:30 p.m. by the near-crack bottom-fiber FRP strain gage on Girder 7 in Span 11. The maximum bottom-fiber tensile strain measured in response to any load truck position during post-repair bridge testing was 148 x 10-6 in./in. at the bottom-fiber concrete strain gage located 75 in. from the center of the continuity diaphragm along Girder 8 in Span 11. The majority of the maximum bottom-fiber tensile strains in response to truck loads were associated with the AE static positions. Compared to the 264 maximum bottom-fiber strains in response to truck loads, the maximum bottom-fiber tensile strains due to thermal conditions are more significantly increased for the gages installed on the FRP near the crack locations than at any other gage location. Overall comparisons of maximum bottom-fiber tensile strains due to thermal loads versus truck loads clearly indicate that the ambient thermal conditions at the time of the post-repair bridge testing resulted in greater tension demand on the damaged regions than any of the load truck conditions. These measured bottom-fiber strains support the conclusion that restraint of ambient thermal conditions was the cause of initial cracking. 5.4.2.2.2 STRAIN PROFILE?MEASURED AND THEORETICAL The bottom-fiber strain measurements were illustrated to observe the bottom-fiber strain profile along the length of the bridge structure due to ambient thermal conditions at different times throughout the twenty-four hour period. The bottom-fiber strains measured at 6:30 a.m., 4:30 p.m., 8:30 p.m. and 2:30 a.m. are presented graphically in Figures 2159H5.80?2160H5.83. A summary of these bottom-fiber strain measurements are presented in Tables 2161H5.27 and 2162H5.28. 265 Figure 5.80: Bottom-fiber strains?8:30 a.m. Figure 5.81: Bottom-fiber strains?4:30 p.m. - 100 0 100 200 300 400 500 600 - 700 - 500 - 300 - 100 100 300 500 700 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P - 100 0 100 200 300 400 500 600 - 700 - 500 - 300 - 100 100 300 500 700 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 266 Figure 5.82: Bottom-fiber strains?8:30 p.m. Figure 5.83: Bottom-fiber strains?2:30 a.m. - 100 0 100 200 300 400 500 600 - 700 - 500 - 300 - 100 100 300 500 700 B ot t om - F ib e r S t r ai n ( x10 - 6 in ./ in .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P - 100 0 100 200 300 400 500 600 - 700 - 500 - 300 - 100 100 300 500 700 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 267 Table 5.27: Bottom-fiber strains?Girder 7?ambient thermal conditions Span 727BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 728BLocation Description 729BBottom-Fiber Strain (x10-6 in./in.) ? compressive + tensile 6:30 a.m. 4:30 p.m. 8:30 p.m. 2:30 a.m. 10 730B-74 FRP 731B-1 732B38 733B20 734B1 735B-47 736BFRP-Crack 737B-78 738B387 739B185 740B-39 11 741B47 742BFRP-Crack 743B-79 744B502 745B233 746B-28 747B74 748BFRP 749B-6 750B46 751B23 752B6 753B104 754BFRP 755B0 756B25 757B17 758B7 759B105 760BConcrete 761B-12 762B31 763B15 764B-11 765B273 766BConcrete 767B-16 768B7 769B0 770B-11 771B441 772BConcrete 773B-24 774B-14 775B-19 776B-27 777B609 778BConcrete 779B-22 780B-56 781B-52 782B-50 268 Table 5.28: Bottom-fiber strains?Girder 8?ambient thermal conditions Span 783BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 784BLocation Description 785BBottom-Fiber Strain (x10-6 in./in.) ? compressive + tensile 6:30 a.m. 4:30 p.m. 8:30 p.m. 2:30 a.m. 10 786B-75 Concrete -20 787B25 9 788B-18 789B-74 790BFRP 791B-1 792B15 793B8 794B-1 795B-41 796BFRP-Crack 797B-111 798B404 799B190 800B-86 11 801B52 802BFRP-Crack 803B-69 804B251 805B126 806B-36 807B74 808BFRP 809B-9 810B101 811B41 812B-8 813B75 814BConcrete 815B-36 816B297 817B116 818B-20 819B104 820BFRP 821B-5 822B24 823B17 824B0 825B105 826BConcrete 827B-11 828B37 829B23 830B-9 831B273 832BConcrete 833B-21 834B7 835B-2 836B-21 837B441 838BConcrete 839B-28 840B-9 841B-18 842B-28 843B609 844BConcrete 845B1 846B14 847B12 848B1 269 To allow for better comparison between measured bottom-fiber strains and theoretical bottom-fiber strains of a continuous uncracked structure, the bottom-fiber concrete strains for each girder line are also presented at the same previously mentioned times, but independent of the other bottom-fiber strain measurements. The bottom-fiber concrete strains for Girder Line 7 are presented in Figures 2163H5.84?2164H5.87, and the bottom-fiber concrete strains for Girder Line 8 are presented in Figures 2165H5.88?2166H5.91. The slopes of linear trend lines for the more reliable concrete strain gages in Span 11 beyond the damaged zone have been noted in each figure. These slopes indicate that during service conditions the structure experiences larger differences of bottom-fiber strain along a girder line during times associated with larger temperature gradients. This behavior is another indication that the bridge structure is exhibiting continuous behavior. Figure 5.84: Bottom-fiber strains?concrete?Girder 7?6:30 a.m. - 100 - 80 - 60 - 40 - 20 0 20 40 60 80 100 - 700 - 500 - 300 - 100 100 300 500 700 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e S l o p e : ? 0 . 0 2 x 1 0 - 6 (i n . / i n ) / i n . 270 Figure 5.85: Bottom-fiber strains?concrete?Girder 7?4:30 p.m. Figure 5.86: Bottom-fiber strains?concrete?Girder 7?8:30 p.m. - 100 - 80 - 60 - 40 - 20 0 20 40 60 80 100 - 700 - 500 - 300 - 100 100 300 500 700 B ot t om - F i b e r S t r ai n ( x1 0 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e S l o p e : ? 0 . 1 7 x 1 0 - 6 (i n . / i n ) / i n . - 100 - 80 - 60 - 40 - 20 0 20 40 60 80 100 - 700 - 500 - 300 - 100 100 300 500 700 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e S l o p e : ? 0 . 1 3 x 1 0 - 6 (i n . / i n ) / i n . 271 Figure 5.87: Bottom-fiber strains?concrete?Girder 7?2:30 a.m. Figure 5.88: Bottom-fiber strains?concrete?Girder 8?6:30 a.m. - 100 - 80 - 60 - 40 - 20 0 20 40 60 80 100 - 700 - 500 - 300 - 100 100 300 500 700 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e S l o p e : ? 0 . 0 8 x 1 0 - 6 (i n . / i n ) / i n . - 100 - 80 - 60 - 40 - 20 0 20 40 60 80 100 - 700 - 500 - 300 - 100 100 300 500 700 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - C o n c r e t e S l o p e : ? 0 . 0 5 x 1 0 - 6 (i n . / i n ) / i n . 272 Figure 5.89: Bottom-fiber strains?concrete?Girder 8?4:30 p.m. Figure 5.90: Bottom-fiber strains?concrete?Girder 8?8:30 p.m. - 100 - 80 - 60 - 40 - 20 0 20 40 60 80 100 - 700 - 500 - 300 - 100 100 300 500 700 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - C o n c r e t e S l o p e : ? 0 . 1 3 x 1 0 - 6 (i n . / i n ) / i n . - 100 - 80 - 60 - 40 - 20 0 20 40 60 80 100 - 700 - 500 - 300 - 100 100 300 500 700 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - C o n c r e t e S l o p e : ? 0 . 1 2 x 1 0 - 6 (i n . / i n ) / i n . 273 Figure 5.91: Bottom-fiber strains?concrete?Girder 8?2:30 a.m. The trend line slopes can also be compared to the slope of the theoretical bottom-fiber strain profile presented in Figure 2167H5.67. The formula for this theoretical slope is presented as Equation 2168H5.35. Values for the formula variables, and the slope of the bottom-fiber strain profile expected due to these conditions, are presented following the equation. The temperature variation ) from the top of the deck to the bottom of a typical girder is assumed to be 44 ?F, which was reported for ALDOT bridge testing (ALDOT 1994) with a maximum measured upward deflection similar to the maximum upward deflections measured during post-repair bridge monitoring. Also, the ALDOT bridge testing (May 19, 1994) and post-repair bridge monitoring (May 25, 2010) were conducted at a similar time of the year. - 100 - 80 - 60 - 40 - 20 0 20 40 60 80 100 - 700 - 500 - 300 - 100 100 300 500 700 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - C o n c r e t e S l o p e : ? 0 . 0 6 x 1 0 - 6 (i n . / i n ) / i n . 274 Eq. 5.35 The slope of the bottom-fiber strain profile expected due to these conditions is -0.24 x 10-6 (in./in.)/in., which is similar to the -0.17 x 10-6 (in./in.)/in. slope of the measured strain profile for Girder 7 in Span 11 at 4:30 p.m. as presented in Figure 2169H5.85. The slope of the measured strain profile is less steep than the slope of the theoretical strain profile, which could be an indication that the girder is not exhibiting fully continuous behavior as theoretically assumed, or that the actual temperature gradient was less than the estimated value. This decrease in continuity exhibited by the slope of the measured strain profile is likely due to the local behavior of the damaged region. The bottom-fiber strains near the damaged region are shown to be greater than the strains projected by trend lines associated with concrete strains beyond the damaged region. These near damage zone bottom-fiber strains are presented in Figures 2170H5.92?2171H5.95. The magnitudes of the bottom-fiber tensile strains measured within the damaged region at 275 4:30 p.m. as shown in 2172HFigure 5.93 are an indication that the ambient thermal conditions have a significant effect on the damaged regions. Figure 5.92: Bottom-fiber strains?damaged region?8:30 a.m. - 100 0 100 200 300 400 500 600 - 120 - 80 - 40 0 40 80 120 B ot t om - F i b e r S t r ai n ( x1 0 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 276 Figure 5.93: Bottom-fiber strains?damaged region?4:30 p.m. Figure 5.94: Bottom-fiber strains?damaged region?8:30 p.m. - 100 0 100 200 300 400 500 600 - 120 - 80 - 40 0 40 80 120 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P - 100 0 100 200 300 400 500 600 - 120 - 80 - 40 0 40 80 120 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 277 Figure 5.95: Bottom-fiber strains?damaged region?2:30 a.m. The force resisted by the FRP at a cracked cross section must make up for the decreased flexural stiffness of the cracked section. The formula for the theoretical bottom-fiber FRP strain expected due to thermal conditions is presented as Equation 2173H5.34. The typical crack location observed at the continuous ends of the investigated girders is less than 4 percent of the respective span length. Due to the variation of crack location from the continuous end of the girder, it is conservative to assume that the ratio between the crack location and span length is nearly equal to zero. Also, due to the previously reported assumption that prestressing strands are considered to have slipped at a typical crack location, it is conservative to assume that the ratio between the distance from the cracked section neutral axis to the bottom of the girder and the overall height of the cross section is only slightly less than one?as would be expected in a cross section that is - 100 0 100 200 300 400 500 600 - 120 - 80 - 40 0 40 80 120 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 278 lightly reinforced with a wide compression flange. Based on these assumptions, the formula for the theoretical bottom-fiber FRP strain expected due to thermal conditions can be simplified as presented in Equation 2174H5.36. Eq. 5.36 Values for the formula variables, and the bottom-fiber strain expected due to these conditions, are presented following this paragraph. The concrete thermal properties remain the same as previously presented. The longitudinal coefficient of thermal expansion of the FRP ( ) is approximately 3.6 x 10-6 (in./in.)/?F according to the manufacturer (Fyfe 2010). An FRP temperature variation (?TFRP) of 30 ?F is assumed based on the range of maximum and minimum ambient temperatures reported for the days encompassing post-repair testing (NOAA 2010). 279 The bottom-fiber FRP strain expected due to these conditions is a tensile strain of 510 x 10-6 in./in., which is similar to the maximum tensile strains measured at the crack locations as presented in Tables 2175H5.23 and 2176H5.24. These similar tensile strains support the conclusion that this simplified analysis of structural response to a linear temperature gradient can be used to establish the tensile strain that must be resisted on a regular basis by an FRP repair system. 5.4.2.3 4379BCRACK-OPENING DISPLACEMENTS Crack-opening displacements in response to ambient thermal conditions are relative to initial conditions at 2:30 a.m. on the first night of bridge testing. Positive crack-opening displacement measurements indicate crack openings compared to the initial conditions, and negative crack-opening displacement measurements indicate crack closures compared to the initial conditions. The crack-opening displacements measured in 280 response to ambient thermal conditions are presented in Table E2177H.1. Graphical presentations of these crack-opening displacements are shown in 2178HFigure 5.96. Figure 5.96: Crack-opening displacements?normal traffic?twenty-four hours 5.4.2.3.1 MAXIMUM CRACK OPENINGS The maximum crack openings measured in response to ambient thermal conditions have been compared to the maximum crack openings measured in response to truck loads. The maximum crack openings in response to ambient thermal conditions are presented in 2179HTable 5.29. These maximum crack openings measured in response to thermal conditions are compared to the maximum crack openings measured in response to truck loads as shown in 2180HTable 5.30. - 0.05 0. 00 0.05 0.10 0.15 0.20 2: 30 5/ 25 6: 30 5/ 25 10: 30 5/ 25 14: 30 5/ 25 18: 30 5/ 25 22: 30 5/ 25 2: 30 5/ 26 C r a c k - O p e n i n g D i s p l a c e m e n t ( m m ) T i m e o f D a y ( h r : m i n m o n t h / d a y ) C O 7_1 0 C O 8_ 10 C O 7_1 1 C O 8_1 1 281 Table 5.29: Maximum crack openings?thermal conditions Girder Span Crack-Opening Displacement (mm) ? closing + opening Time Measured (hr:min a.m./p.m.) 7 10 849B0.109 850B3:30 p.m. 11 851B0.169 852B3:30 p.m. 8 10 853B0.077 854B3:30 p.m. 11 855B0.122 856B4:30 p.m. Note: 1 in. = 25.4 mm Table 5.30: Maximum crack openings?thermal and load truck conditions Girder Span Maximum Crack Opening (mm) ? closing + opening Thermal Conditions Load Truck Conditions 7 10 857B0.109 858B0.024 11 859B0.169 860B0.047 8 10 861B0.077 862B-0.002 11 863B0.122 864B0.040 Note: 1 in. = 25.4 mm 282 Table 5.31: Crack-opening displacements?ambient thermal conditions Girder Span Crack-Opening Displacement (mm) ? closing + opening 6:30 a.m. 4:30 p.m. 8:30 p.m. 2:30 a.m. 7 10 -0.014 0.108 0.049 -0.006 11 -0.022 0.168 0.078 -0.009 8 10 -0.014 0.076 0.029 -0.007 11 -0.014 0.122 0.060 -0.004 Note: 1 in. = 25.4 mm The maximum crack openings measured in response to thermal conditions were observed around the time of day when the thermal gradient would be expected to peak. A maximum crack opening of 0.169 mm (6.66 x 10-3 in.) was measured at roughly 3:30 p.m. by the COD gage on the east face of Girder 7 in Span 11. The maximum crack opening measured in response to any load truck position during post-repair bridge testing was 0.047 mm (1.83 x 10-3 in.) at the same COD gage location on Girder 7 of Span 11 in response to the AE Span 11 static position. All of the COD gages measured crack openings of greater magnitude in response to thermal conditions compared to crack openings due to truck loads. The COD gage on Girder 8 of Span 10 did not measure a crack opening in response to any of the static truck positions, but this same gage measured a crack opening of 0.077 mm (3.02 x 10-3 in.) due to ambient thermal conditions at roughly 3:30 p.m. The crack openings measured due to thermal conditions by the COD gage on Girder 8 of 283 Span 10 are another indication that crack initiation or propagation is more likely due to extreme thermal conditions than oversized truck loads. These crack openings also support the static load test conclusion that out-of-plane bending had an effect on the COD measurements of this COD gage in response to truck loads. This is due to the fact that thermal conditions are less likely to produce out-of-plane bending in an interior girder than a wheel load placed on the bridge deck. 5.4.2.3.2 CRACK OPENINGS AND NEAR-CRACK FRP TENSILE STRAINS The crack-opening displacement measurements and near-crack bottom-fiber FRP strain measurements in response to ambient thermal conditions allow for analysis of gage performance. The crack-opening displacement and FRP strain relationship for the crack location of each instrumented girder has been presented in Figures 2181H5.97?2182H5.100. The measurements for each sensor at 4:30 p.m. have been presented in 2183HTable 5.32. Figure 5.97: Bottom-fiber strain and COD?thermal conditions?Girder 7?Span 10 - 0.06 - 0.03 0.00 0.03 0.06 0.09 0.12 0.15 0.18 - 200 - 100 0 100 200 300 400 500 600 2: 30 5/ 25 6: 30 5/ 25 10: 30 5/ 25 14 : 30 5/ 25 18 : 30 5/ 25 22 : 30 5/ 25 2: 30 5/ 26 C r a c k - O p e n in g D is p la c e m e n t ( m m ) B o t t o m - F ib e r S t r a in ( x 1 0 - 6 in ./ in .) T i m e o f D a y ( h r : m i n m o n t h / d a y ) F 7_1 0_C K C O 7_1 0 - 0.03 - 0.06 284 Figure 5.98: Bottom-fiber strain and COD?thermal conditions?Girder 7?Span 11 Figure 5.99: Bottom-fiber strain and COD?thermal conditions?Girder 8?Span 10 - 0.06 - 0.03 0.00 0.03 0.06 0.09 0.12 0.15 0.18 - 200 - 100 0 100 200 300 400 500 600 2: 30 5/ 25 6: 30 5/ 25 10 : 30 5/ 25 14: 30 5/ 25 18: 30 5/ 25 22 : 30 5/ 25 2: 30 5/ 26 C r a c k - O p e n in g D is p la c e m e n t ( m m ) B o t t o m - F ib e r S t r a in ( x 1 0 - 6 in ./ in .) T i m e o f D a y ( h r : m i n m o n t h / d a y ) F 7_1 1_C K C O 7_1 1 - 0.03 - 0.06 - 0.06 - 0.03 0.00 0.03 0.06 0.09 0.12 0.15 0.18 - 200 - 100 0 100 200 300 400 500 600 2: 30 5/ 25 6: 30 5/ 25 10: 30 5/ 25 14: 30 5/ 25 18: 30 5/ 25 22: 30 5/ 25 2: 30 5/ 26 C r a c k - O p e n in g D is p la c e m e n t ( m m ) B o t t o m - F ib e r S t r a in ( x 1 0 - 6 in ./ in .) T i m e o f D a y ( h r : m i n m o n t h / d a y ) F 8_1 0_C K C O 8_ 10 - 0.03 - 0.06 285 Figure 5.100: Bottom-fiber strain and COD?thermal conditions?Girder 8?Span 11 Table 5.32: Crack openings and bottom-fiber strains?thermal conditions Girder Span Thermal Conditions 4:30 p.m. Crack Opening (mm) 865BBottom-Fiber Strain (x10-6 in./in.) 7 10 866B0.108 867B387 11 868B0.168 869B502 8 10 870B0.076 871B404 11 872B0.122 873B251 Note: 1 in. = 25.4 mm - 0.06 - 0.03 0.00 0.03 0.06 0.09 0.12 0.15 0.18 - 200 - 100 0 100 200 300 400 500 600 2: 30 5/ 25 6: 30 5/ 25 10: 30 5/ 25 14: 30 5/ 25 18: 30 5/ 25 22: 30 5/ 25 2: 30 5/ 26 C r a c k - O p e n in g D is p la c e m e n t ( m m ) B o t t o m - F ib e r S t r a in ( x 1 0 - 6 in ./ in .) T i m e o f D a y ( h r : m i n m o n t h / d a y ) F 8_1 1_C K C O 8_1 1 - 0. 03 - 0. 06 286 Due to the previous conclusion that Girder 7 sensors provide the most reliable measurements, the crack-opening displacements and FRP strains have been presented using scales that provided the best graphical comparisons between the Girder 7 sensors. As previously discussed, the Girder 8-Span 10 COD gage measured crack openings in response to ambient thermal conditions but not in response to truck loads. Although the measured behavior at this gage location is more similar to the other gages in response to ambient temperature than it was in response to truck loads, the COD and FRP strain relationship is not similar to the relationships observed at the Girder 7 crack locations of both instrumented spans. The FRP strain measurements for Girder 8 of Span 10 were similar to the FRP strain measurements for Girder 7 of Span 10, but the COD measurements for the two girders were not similar under the same conditions. The smaller magnitude of the Girder 8-Span 10 COD measurements can be associated with the fact that cracks within the girder web are only present on the west face. The relationship observed in 2184HFigure 5.99 supports the previous conclusions that the performance of the COD gage on Girder 8 of Span 10 has been affected by the presence of cracks only on the west face of the girder web resulting in different cross sectional behavior compared to the other instrumented damaged regions and also requiring that the COD gage be installed on an opposite girder face compared to the other COD gages. The FRP strains measured at the crack location of Girder 8 in Span 11 were consistently the least tensile of the four instrumented girders. This behavior is not consistent with the crack-opening displacements measured by the COD gage on the same girder. The relationship shown in 2185HFigure 5.100 between the COD measurements and the bottom-fiber FRP strain measurements at the crack location of Girder 8-Span 11 supports 287 the previous conclusion that the bottom-fiber FRP strain gage assigned to that crack location was not accurately installed as close to the actual underlying crack location as the other FRP strain gages assigned to their respective crack locations. 5.5 62BPERFORMANCE OF FRP REINFORCEMENT At the time of post-repair testing in May 2010, the FRP reinforcement installed in December 2007 had been in service for more than 2 years. Most importantly, the FRP reinforcement system had been subjected to two summer cycles and likely experienced varying temperature gradients similar to the thermal conditions that reportedly caused initial cracking. At the time of post-repair testing, the bridge structure did not exhibit additional severe cracking of structural concrete or debonding/deterioration of FRP reinforcement bonded to the concrete surface. During post-repair testing, stress-induced tensile strains were measured on the surface of the FRP reinforcement in response to truck loads and daily temperature variations. The FRP reinforcement was installed to provide tension resistance to limit additional damage without debonding and becoming ineffective. It is apparent that the FRP installed on Northbound Spans 10 and 11 of I-565 is providing tension resistance without debonding, and that it would be appropriate to recommend a design procedure for the repair of prestressed bridge girders that exhibit damage near continuous ends using FRP reinforcement. 5.6 63BCONCLUSIONS Analysis of the post-repair measurements in response to truck loads confirmed that contact between false support bearing pads and bridge girders during pre-repair testing resulted in additional load-bearing support conditions that affected behavior observed during pre-repair testing. It is evident that comparisons between pre- and post-repair 288 structural behavior measured during testing are not useful for assessing the efficacy of the FRP reinforcement repair. Post-repair measurements in response to truck loads confirmed that, although extensive cracking near the continuous ends of girders has occurred, the bridge structure exhibits continuous behavior. However, it is also evident that damaged regions exhibit local nonlinear behavior preventing the bridge structure from behaving as a fully continuous two-span structure under live loads as originally constructed. When designing similar FRP repair systems, the bridge should be considered to consist of simply-supported girders with complete loss of continuity at the interior support in response to strength-limit-state demands. Post-repair measurements in response to various truck positions confirmed that the most critical load conditions for crack openings and FRP tensile demand were those that correspond with the greatest shear demand within the damaged region. Design-critical loading configurations for the damaged regions coincide with truck positions that result in the maximum shear force at the most damaged regions. Analysis procedures for determining the maximum shear force demand for a simply girder should be used to determine the load effects and design forces for FRP repair of girders with damaged continuous ends. Analysis of the post-repair measurements in response to ambient thermal conditions supports the previously documented conclusion that restraint of temperature-induced deformations was the cause of initial cracking near the continuous ends of the I-565 bridge girders. Upward deflections measured in response to ambient thermal conditions 289 during post-repair bridge monitoring were similar to upward deflections measured in response to solar effects during an ALDOT investigation of the same spans in 1994. Linear profiles of bottom-fiber concrete strains measured beyond the primary crack location of damaged regions were similar to the theoretical linear profiles expected of a fully continuous structure in response to the restraint of thermal deformations. The slope of the bottom-fiber strain profiles were less than theoretically expected of a fully continuous structure subjected to a linear temperature gradient similar to the gradient measured by ALDOT in 1994, which is an indication that either the structure is not exhibiting fully continuous behavior or the temperature gradient was less than theoretically assumed. Post-repair measurements in response to thermal conditions also provide evidence that the typical daily strain range experienced by the FRP reinforcement at a primary crack location is similar to the theoretical behavior expected in response to a linear temperature gradient similar to the gradient measured by ALDOT in 1994. Simplified linear temperature gradient analysis can be used to effectively estimate the tensile strain that an FRP repair system must resist due to daily temperature variations. This theoretical strain behavior in response to thermal conditions should be considered when selecting a specific FRP reinforcement system for repair. After more than 2 years of service, the repaired bridge structure did not exhibit additional severe cracking of structural concrete or debonding/deterioration of FRP reinforcement bonded to the concrete surface. It is apparent that the FRP installed on Northbound Spans 10 and 11 of I-565 is providing tension resistance without debonding, and that it would be appropriate to recommend a design procedure for the repair of 290 prestressed bridge girders that exhibit damage near continuous ends using FRP reinforcement. 291 Chapter 6 10BFRP REINFORCEMENT DESIGN 6.1 64BINTRODUCTION Behavioral observations from bridge testing were used to formulate FRP reinforcement design recommendations for repairing damaged regions similar to the continuous ends of girders in Northbound Spans 10 and 11 of I-565 in Huntsville, Alabama. These recommendations include parameters for selecting appropriate FRP reinforcement products, determining critical cross-section locations and critical load conditions, determining an amount of reinforcement required to satisfy strength-limit-state demands, and, if necessary, selecting appropriate solutions for providing supplementary anchorage. Design recommendations for an FRP reinforcement solution (similar to the repair system discussed in this thesis) intended for the repair of damaged multi-span bridge structures constructed to be continuous for post-construction loads (similar to the bridge structure discussed in this thesis) are presented in this chapter. An example of the design procedure, considering the investigated I-565 bridge structure and FRP reinforcement product selected by the Auburn University Highway Research Center (AUHRC), is presented in 2186HAppendix N of this thesis. 292 6.2 65BNECESSITY OF FRP REINFORCEMENT The conditions investigated within the scope of this thesis include girder cracking at the continuous ends of bridge structures that were constructed to be continuous for post- construction loads. As discussed in Chapter 2 of this thesis, this cracking is attributable to inadequate detailing of reinforcement to account for positive bending moment demands associated with ambient temperature conditions (Gao 2003). The primary inadequate detail is the premature termination of positive bending moment continuity reinforcement within the girder. If large cracks have been observed to intersect prestressed strands, it has been determined that it is no longer appropriate to assume that these strands provide significant precompression stresses or act as effective longitudinal reinforcement for positive bending moment resistance between the crack location and the face of the continuity diaphragm?particularly under strength-limit-state demands. Thus, additional longitudinal reinforcement is required to satisfy shear- and flexure-dependent ultimate strength demands that were previously dependent upon the performance of these prestressed strands. 6.3 66BFRP REINFORCEMENT PRODUCT SELECTION A manufacturer of FRP reinforcement must be able to confidently recommend the selected FRP product for bridge girder reinforcement. Recommendations for determining qualifying FRP reinforcement products are presented by the American Concrete Institute (ACI) Committee 440.2R-08 Guide for the Design and Construction of Externally Bonded FRP Systems for Strengthening Concrete Structures (ACI Committee 440 2008), referred to as ACI 440.2R-08 from this point forward. Product selection recommendations are also presented by the National Cooperative Highway Research 293 Program (NCHRP) Report 655 Recommended Guide Specification for the Design of Externally Bonded FRP Systems for the Repair and Strengthening of Concrete Bridge Elements (Zureick et al. 2010), referred to as NCHRP Report 655 from this point forward. Material properties should be reported for the cured composite material of FRP fibers and adhesive. The tension failure strain (?fu) and Young?s modulus of elasticity (Ef) should be reported by the manufacturer as determined in accordance with ASTM D3039. The glass transition temperature (Tg) should be reported in accordance with ASTM D4065. For design purposes, these properties should take into account material degradation due to prolonged environmental exposure. It is recommended that the durability of an FRP product be tested for conditions that are consistent with the environment of the installation location. Conditions that could have an effect on durability include ? Freeze-thaw cycling, ? Hot-wet cycling, ? Alkaline immersion, ? Ultraviolet exposure, ? Dry heat, and ? Salt water exposure. If the material properties documented by the manufacturer do not account for durability effects, then an environmental reduction factor (CE) must be applied in accordance with ACI 440.2R-08. 294 To account for fatigue associated with service life environmental exposure, tensile properties reported by the manufacturer should be adjusted in accordance with provisions presented in Section 9.4 of ACI 440.2R-08. Young?s modulus of elasticity is typically unaffected by environmental conditions, because the design tensile strength and design rupture strain are both modified by the same reduction coefficient for environmental exposure (ACI Committee 440 2008). According to ACI 440.2R-08, of all types of FRP composites for infrastructure applications, carbon FRP (CFRP) is the least prone to fatigue failure. The fatigue strength at ultimate strength is relatively unaffected by environmental conditions, unless the resin or fiber/resin interface is substantially degraded by environmental exposure. According to NCHRP Report 655, the tension failure strain should be documented at greater than 0.85 percent after environmental effects. NCHRP Report 655 also recommends that the glass transition temperature should represent a temperature more than 40 ?F warmer than the maximum design temperature (Tmax,design) expected at the geographic location of the bridge structure. This maximum design temperature is defined in Article 3.12.2.2 of the American Association of State Highway and Transportation Officials LRFD Bridge Design Specification (AASHTO 2010), referred to as AASHTO LRFD from this point forward. To assess the feasibility of an FRP repair system, it is recommended to assume FRP material properties similar to those of the FRP material installed on the girders of Northbound Spans 10 and 11 of I-565. However, it is permissible to design a repair system with other FRP products that are recommended by the manufacturer for the reinforcement of bridge girders. Potential FRP reinforcement products must have 295 documented material properties obtained through testing. Additional testing may be required to verify these documented properties if the designer or bridge owner is unfamiliar with the product. 6.4 67BSTRENGTH-LIMIT-STATE DESIGN After selecting an FRP reinforcement product with confirmed acceptable material properties, the amount of reinforcement required to satisfy strength-limit-state demands can be determined. For the purpose of this discussion, strength-limit-state capacities and demands are determined in accordance with AASHTO LRFD; however, another framework of consistent analysis and design procedures could be utilized at the discretion of the bridge owner?as long as each of the relevant failure modes are adequately addressed. Strength-limit-state capacities must be modified to include the effects of longitudinal FRP reinforcement. Limiting behavior expected of FRP reinforcement is determined in accordance with provisions presented by ACI 440.2R-08. FRP reinforcement design requirements are determined according to the minimum tensile capacity required of the net flexural reinforcement in response to strength-limit- state demands. Strength-limit-state design includes the determination of ? Critical cross-section locations, ? Critical load conditions for those locations, ? Material properties of the existing structure and FRP reinforcement, ? Cross-section dimensions, ? Reinforcement dimensions at each critical location, ? Shear strength after reinforcement, 296 ? Tension strength of longitudinal reinforcement, ? Length of FRP installation, and ? Supplemental anchorage solution necessity. The subsequent sections of this chapter detail this strength design process. An example of the FRP reinforcement design process is presented in 2187HAppendix N of this thesis. This example refers to the conditions of the investigated bridge structures of Northbound Spans 10 and 11 of I-565 in Huntsville, Alabama. 6.4.1 874BCRITICAL CROSS-SECTION LOCATIONS Critical cross-section locations are those that are associated with support conditions or reinforcement transition points within a damaged or potentially damaged region. Reinforcement transitions occur where the cross-sectional area of longitudinal reinforcement area changes due to the addition or termination of reinforcement. Reinforcement details that result in these changes in reinforcement area include the termination of mild steel reinforcement, partial debonding of strands during girder fabrication, and changes in FRP widths that can be installed due to obstructions. Reinforcement transitions also occur where the spacing of vertical reinforcement changes. 6.4.2 875BCRITICAL LOAD CONDITIONS Load testing has provided evidence that damaged end regions of bridge structures constructed to be fully continuous for post-construction loads exhibit partially continuous behavior, but not fully continuous behavior, in response to service-level truck loads. When determining strength-limit-state demands, it is conservative and appropriate to 297 assume that a multi-span structure constructed to be continuous for post-construction loads will consist of independent simply supported spans near failure. This assumption results in a safe estimate of tensile demand in the bottom flange. As a bridge structure becomes less continuous there is a decrease in tensile demand associated with shear, but there is also a reduction of tensile resistance provided by negative bending moments near the interior support. Load testing has also provided evidence that the most critical load conditions controlling FRP reinforcement performance are those that correspond to maximum shear demand within the damaged end regions. The strength limit state for maximum shear demand, along with the corresponding bending moment demand, at a critical location will control the tension requirements of an FRP reinforcement repair solution. Strength-limit-state tension demand is determined by assuming the bridge structure exhibits simply supported behavior near failure and applying a combination of dead- and live-load effects to the structure. Impact force effects that are normally associated with behavior near open bridge joints may be appropriately reduced or neglected at the discretion of the bridge owner when assessing damaged regions located near continuous support conditions (where there is no open joint). Strength-limit-state demands at critical cross-section locations of the assumed simply supported bridge structure can be determined in accordance with AASHTO LRFD or another framework of consistent analysis and design procedures at the discretion of the bridge owner. All demands associated with simply supported behavior assumption should be satisfied along the entire length of the girder. This includes shear and bending moment demands at midspan. 298 6.4.3 876BSTRENGTH-LIMIT-STATE TEMPERATURE DEMANDS Temperature demands do not need to be considered in conjunction with other strength- limit-state demands. The FRP reinforcement repair has been conservatively designed to strengthen girders that have experienced complete continuity degradation and exhibit simply supported behavior in response to live loads. After the degradation of continuity behavior, thermal effects are no longer restrained and do not result in stress-induced strains. If the continuity remains partially effective, temperature effects will be restrained and result in stress-induced strain, but the tension demands on the FRP in response to truck loads will be decreased by a greater magnitude than the additional tension demands related to these stress-induced thermal strains. It is thus appropriate to disregard thermal effects during strength-limit-state design. 6.4.4 877BMATERIAL PROPERTIES During the design process it is important to know specific material properties. The materials that will have an effect on the repair system design include the girder concrete, deck concrete, longitudinal steel continuity reinforcement, vertical steel shear reinforcement (stirrups), and the selected FRP reinforcement. 6.4.4.1 4380BCONCRETE The 28-day design compressive strength (f?c) of the concrete placed during girder fabrication and deck placement is required to determine post-repair strength capacities. Due to the thickness and effective width (b) of the bridge deck, the compression zone for providing nominal bending moment resistance will be located within the bridge deck. For this reason, the concrete strength of the bridge deck affects the strength for bending moment resistance?although only slightly for typical bridge girders. When determining 299 the nominal strength for shear resistance (Vn), the effective concrete is located in the girder web between the compression and tension zones. For this reason, the concrete strength of the girder controls nominal strength for shear resistance. For design purposes, the typical concrete strengths are considered to range from 3 ksi to 8 ksi. Although higher strength concretes may be utilized for prestressed girders, it is recommended that these higher concrete strengths be taken no higher than 8 ksi during the design of an FRP reinforcement system (Zureick et al. 2010). 6.4.4.2 4381BSTEEL REINFORCEMENT The material properties of steel reinforcement installed during girder fabrication are also required for strength design. It is undesirable for an FRP failure to occur before the steel reinforcement yields. For this reason, the design yield strength (fy) of both the longitudinal and vertical steel reinforcement should be known. 6.4.4.3 4382BFRP REINFORCEMENT The material properties of the FRP composite material (fabric and cured epoxy) also have an effect on strength design. The tensile modulus of elasticity (Ef) and nominal one-layer laminate thickness (tf,n) of the composite material are required to be presented in product specifications provided by the manufacturer. FRP reinforcement does not exhibit yielding behavior similar to steel, but rather exhibits brittle failure modes, typically associated with debonding from the concrete. The FRP strain must be conservatively limited to prevent this failure mode because FRP debonding represents an undesirable failure of reinforcement instantaneously becoming ineffective at the debonded location. Thus, the effective debonding strain (?fe) of laminate FRP reinforcement must be limited during strength design based on the 300 debonding strain (?fd), development length (Ldf), bonded length provided (Lb), and an appropriate upper limit debonding strain. The debonding strain (?fd) is contingent upon other material properties including concrete strength, FRP modulus of elasticity, the thickness of one layer of laminate, and the total number of layers (n) installed at a specific location. A formula for the strain level at which an FRP laminate may debond from a concrete substrate?even if ample bonded length is provided on either side of the critical section?is presented as Equation 2188H6.1, as proposed by ACI 440.2R-08. ? Eq. 6.1 The bond capacity of FRP reinforcement is developed over a critical length (Ldf) from termination points. This development length of the reinforcement has an effect on the expected debonding strain, and is based on the same material properties of the concrete and FRP reinforcement. A formula for the development length of FRP reinforcement is presented as Equation 2189H6.2, as proposed by ACI 440.2R-08 (in.?lb units) based on the formula proposed by Teng et al. (2003) (SI units). ? Eq. 6.2 If the bonded length (Lb) between a termination point and a critical location is less than the required development length, the expected debonding strain at the critical location must be reduced. Although a reduction factor for inadequate development length is not presented by ACI 440.2R-08, a reduction factor is presented by the source of the development length formula (Teng et al. 2003). A strain reduction factor (?L) for 301 locations where the available bonded length is less than the required development length is presented as Equation 2190H6.3. Eq. 6.3 ?L is equal to 1 for locations where the bonded length exceeds the required development length. Equation 2191H6.3 describes the development of FRP bond capacity as a half sine curve that reaches full development at Ldf. Past published literature suggests that supplemental anchorage can be provided to decrease the required development length at locations of inadequate bonded length; however, the effectiveness of proposed anchorage methods should be experimentally tested prior to installation. Debonding of FRP reinforcement can occur at intermediate crack locations along the length of the reinforced region. Thus, the effective FRP strain at all locations should be limited regardless of expected bond capacities or known effectiveness of supplemental anchorage. A maximum effective debonding strain of 0.004 in./in. (0.4%) is proposed by ACI 440.2R-08. The formula for determining the limiting effective debonding strain (?fe) of laminate FRP reinforcement during strength design is based on the debonding strain (?fd), bonded length reduction factor (?L), and an upper limit debonding strain (0.004 in./in.), as shown in Equation 2192H6.4. ? Eq. 6.4 302 6.4.5 878BDIMENSIONAL PROPERTIES Details of the cross-section dimensions and reinforcement dimensions at critical cross- section locations are required for strength design of an FRP reinforced system. 6.4.5.1 4383BCROSS-SECTION DIMENSIONS Cross-section dimensions are dependent upon the girder type and construction methods. If the structure is constructed for composite behavior between the girders and the bridge deck, then an effective width and total height of the bridge deck is included in the cross- section dimensions. The required cross-section dimensions include total height (h), web width (bv), and compression zone width (b). 6.4.5.2 4384BREINFORCEMENT DIMENSIONS Reinforcement dimensions are dependent upon the reinforcement type, size, amount, and location. The types of reinforcement include longitudinal steel, FRP reinforcement, and vertical steel. 6.4.5.2.1 LONGITUDINAL STEEL REINFORCEMENT Longitudinal steel reinforcement includes any mild steel reinforcement or prestressed steel strands installed during girder fabrication. The area of reinforcement (As and Aps) and the location of the centroid (ys and yps) of each reinforcement type should be known for ultimate-strength design. Prestressed strands are conservatively and appropriately considered to be ineffective for tension and shear resistance between the face of the diaphragm and damaged regions. Thus, prestressed strand dimensions are only applicable beyond the damaged region. 303 Mild steel installed as continuity reinforcement remains effective for tension resistance between the face of the diaphragm and damaged regions. Although continuity reinforcement is typically installed throughout the girder height, it is conservative to simply consider only the reinforcement located in the tension flange during ultimate- strength design. Consideration of the continuity reinforcement in the flange is complicated by uncertainty about whether or not this reinforcement yields prior to failure of the FRP reinforcement. 6.4.5.2.2 FRP REINFORCEMENT The dimensions of the tension flange control the dimensions of the FRP reinforcement. The width of FRP reinforcement (bf) and the location of the centroid (yf) are required for ultimate-strength design. Sheets of FRP fabric are applied as continuous sheets of reinforcement along the entire length of the repair system. The end regions of continuous sheets of reinforcement are shaped appropriately to account for interference of supports. At support locations where the bottom of the girder rests on a bearing pad, FRP reinforcement cannot be installed along the bottom of the girder, as shown in 2193HFigure 6.1. Wherever possible, FRP reinforcement should be installed to wrap around the entire perimeter of the tension flange, as shown in 2194HFigure 6.2. The FRP should be installed so that the primary fibers are parallel to the girder axis and can provide effective tension reinforcement to the bottom flange. 304 Figure 6.1: Cross-sectional configuration of FRP?near diaphragm (Swenson 2003) Figure 6.2: Cross-sectional configuration of FRP?typical (Swenson 2003) 6.5? Inside face of bearing pad Face of continuity diaphragm B B Section B Total effective width of FRP reinforcement bonded to girder = 58 in. 3? 21? 21? 6.5? A A Section A Total effective width of FRP reinforcement bonded to girder = 30 in. Bearing pad 3? Inside face of bearing pad Face of continuity diaphragm 305 6.4.5.2.3 VERTICAL STEEL REINFORCEMENT Vertical steel reinforcement includes any steel stirrups installed during girder fabrication. The area of reinforcement (Av) and the reinforcement spacing (s) for the region surrounding a critical cross-section location are required for ultimate-strength design. 6.4.6 879BINITIAL ESTIMATE OF REQUIRED FRP LAYERS To begin designing an FRP reinforcement solution that satisfies ultimate-strength demand, an initial estimate of the FRP thickness is required. This initial thickness can be estimated with a simplified assumption that the longitudinal tension demand (T) is equal to the maximum factored shear demand (Vu). A simplified model for the transfer of forces is shown in 2195HFigure 6.3. Figure 6.3: Simplified model for initial estimate of FRP requirement During ultimate-strength design of an FRP reinforcement repair, it is desirable for steel reinforcement to yield before the FRP reinforcement reaches an effective debonding stress (ffe) associated with FRP failure. Typical steel with a yield stress of 60 ksi yields at C T R Vu ?? T = Asfy + Afffe 306 a strain of roughly 0.002 in./in., thus, an initial estimate of an FRP effective debonding strain (?fe,min) of 0.003 in./in. at failure is appropriate for the initial estimation of FRP required. The simplified formula for tension resistance required is presented as Equation 2196H6.5. Eq. 6.5 The tension capacity that should satisfy the simplified tension demand is shown as Equation 2197H6.6. Eq. 6.6 If there is no steel reinforcement, the FRP thickness must satisfy the entire tension demand for that cross section. The tension capacity, reduced by an appropriate resistance factor (?) of 0.9, must be greater than the tension demand, as shown in Equation 2198H6.7. Eq. 6.7 The formula for the estimated minimum FRP thickness required (tf,req) can then be derived from Equations 2199H6.5?2200H6.7, which is presented as Equation 2201H6.8. Eq. 6.8 The angle ? is not yet known at this stage of the design process. However, values of cot(?) will typically range from 1.0 to 1.5. The designer should begin the process by selecting a trial value in this range. 307 The minimum thickness required should be determined for critical cross-section locations. The greatest required thickness of these locations will control the initial FRP thickness estimated for the entire reinforcement system. The number of layers (n) of FRP required is determined based on the manufacturer specified nominal thickness (tf,n) per layer of FRP laminate, as shown in Equation 2202H6.9. Eq. 6.9 FRP reinforcement is applied as long continuous sheets of fabric. The number of layers required to satisfy the maximum thickness requirement of critical locations will control the initially estimated thickness of reinforcement. 6.4.7 880BVERTICAL SHEAR STRENGTH RESISTANCE Although longitudinal FRP reinforcement does not directly provide additional vertical strength resistance, the additional reinforcement does allow for an increase of the vertical shear strength resistance provided by the concrete and vertical steel reinforcement. The additional reinforcement results in an increase of the nominal strength for bending moment resistance (Mn), an increase of the effective shear depth (dv) of the cross section, a decrease of the net longitudinal tensile strain (?s) expected in response to design load conditions, and a decrease of the expected angle of inclination for shear cracking (?), which leads to an increase in the nominal vertical shear strength (Vn) provided by the concrete and vertical steel reinforcement. 308 6.4.7.1 4385BNOMINAL STRENGTH FOR BENDING MOMENT RESISTANCE The nominal strength for bending moment resistance can be determining in accordance with typical design provisions. Additional terms may be appropriately included to account for the effects of the FRP reinforcement. When determining the nominal strength for bending moment resistance, the standard Whitney uniform compression block theory may not accurately represent the compression block behavior of the repaired structure. This is due to the failure mode of the structure being controlled by an FRP debonding failure instead of a concrete crushing failure. Although the Whitney compression block theory may not accurately represent the actual cross-section compressive stress distribution, this simplified theory can reasonably be applied for cross sections with relatively low positive bending moment demands, such as the end regions of bridge girders. Formulas used to calculate nominal bending moment resistance are presented in Equations 2203H6.10?2204H6.13. Eq. 6.10 Eq. 6.11 Eq. 6.12 Eq. 6.13 309 Because the deck provides a very wide compression flange for positive-moment resistance in bridge girders, the flexural strength is relatively insensitive to the assumed compressive stress distribution. 6.4.7.2 4386BEFFECTIVE SHEAR DEPTH The effective shear depth (dv) for each critical cross-section location is the greatest of three values calculated in accordance with Article 5.8.2.9 of AASHTO LRFD. One effective shear depth value is dependent upon the nominal bending moment resistance and the tensile forces at failure. It is appropriate to assume that FRP reinforcement failure occurs due to reaching the FRP effective debonding strain after the steel yields but before the compression-zone concrete crushes. This effective shear depth is calculated as the distance between the centroid of the compression zone and the location of the net tensile force, as shown in Equation 2205H6.14. Eq. 6.14 The second effective shear depth value is ninety percent of the depth (de) from the top of the cross section to the location of the net tensile stress, as shown in Equations 2206H6.15 and 2207H6.16. Eq. 6.15 Eq. 6.16 The third effective shear depth value is seventy-two-percent of the total height (h) of the cross section, as shown in Equation 2208H6.17. 310 Eq. 6.17 The maximum of these three effective shear depths controls design in accordance with AASHTO LRFD provisions. However, the larger of the two values that do not require the calculation of the nominal bending moment capacity can be used for simplicity if desired. 6.4.7.3 4387BNET TENSION STRAIN In order to prevent FRP debonding failure under the combined influence of flexure and shear, the net longitudinal tension strain (?s) corresponding to the nominal strength for shear resistance must not exceed the effective debonding strain limit for the FRP reinforcement. The net longitudinal tension strain can be calculated in accordance with Article 5.8.3.4 of AASHTO LRFD, modified to include FRP effects, as shown in Equation 2209H6.18. Eq. 6.18 Terms associated with strength provided by prestressed strands (Vp, Apfpo, and ApsEp) have been disregarded from the AASHTO formula based on the unknown effectiveness of prestressed strands within damaged regions. When determining the net longitudinal tension strain, the factored bending moment demand corresponding to the maximum factored shear demand must not be taken less than the theoretical bending moment resulting from the factored shear demand being applied a distance equal to the effective shear depth from the critical location. The 311 factored bending moment demand of the net tension strain equation is considered to be the greater of these two bending moment demands, as shown in Equation 2210H6.19. Eq. 6.19 If the net tension strain calculated in response to the factored demands for shear strength exceeds the effective debonding strain of the FRP reinforcement, more layers of FRP may be required to satisfy demand. The effective FRP strain can be substituted into the net tension strain equation, which can then be rearranged to solve for the number of layers of FRP required to satisfy the net tension strain demands in response to factored demands for shear strength, as shown in Equation 2211H6.20. Eq. 6.20 If additional layers are required to satisfy the net tension demand, the net tension strain must be recalculated with the appropriate number of layers before continuing to check vertical shear strength. 6.4.7.4 4388BDIAGONAL SHEAR CRACK PARAMETERS After determining an appropriate net tension strain in response to factored shear strength demands, the vertical shear strength can be determined. The net tension strain dictates parameters associated with diagonal shear cracking, which have an effect on vertical shear strength provided by concrete and vertical steel reinforcement. These parameters are calculated in accordance with Article 5.8.3.4 of AASHTO LRFD. 312 The ability of diagonally cracked concrete to transmit tension and shear is related to the net tension strain. The AASHTO LRFD formula for the factor (?) applied to the concrete shear strength is presented as Equation 2212H6.21. Eq. 6.21 The angle of inclination (?) of diagonal shear cracking has an effect on the amount of vertical shear resistance provided by transverse steel reinforcement (stirrups) within a region of shear cracking. The AASHTO LRFD formula for this angle of inclination is presented as Equation 2213H6.22. Eq. 6.22 6.4.7.5 4389BCOMPONENTS OF VERTICAL SHEAR STRENGTH The nominal vertical shear strength consists of both concrete and steel components of shear resistance. These concrete and steel components of vertical shear strength are calculated in accordance with Article 5.8.3.3 of AASHTO LRFD. The shear strength (Vc) provided by the concrete is dependent upon the design strength of the girder concrete (f?c), the effective shear depth (dv), the width of girder web (bv), and the net tension strain shear strength factor (?). The formula for the shear strength provided by the concrete, calculated in accordance with the general procedure of Article 5.8.3.4.2 of AASHTO LRFD, is presented as Equation 2214H6.23. 313 ? Eq. 6.23 The shear strength (Vs) provided by the vertical steel reinforcement is dependent upon the amount of vertical steel reinforcement intersecting a diagonal shear crack. The factors affecting the shear strength include the effective shear depth (dv), the angle of inclination (?), the spacing of reinforcement (s), the area of intersecting reinforcement (Av) within one typical cross section containing vertical reinforcement, and the assumption that the vertical reinforcement reaches a yield stress (fy) in response to ultimate strength demands. The formula for the shear strength provided by vertical steel reinforcement, calculated in accordance with the general procedure of Article 5.8.3.4.2 of AASHTO LRFD, is presented as Equation 2215H6.24. Eq. 6.24 6.4.7.6 4390BNOMINAL VERTICAL SHEAR STRENGTH The combined shear strengths provided by the concrete and vertical steel reinforcement represents the nominal vertical shear strength, as shown in Equation 2216H6.25. Eq. 6.25 An upper limit is applied to the nominal vertical shear strength, in accordance with Article 5.8.3.3 of AASHTO LRFD, to ensure that the vertical steel reinforcement yields prior to concrete crushing. This upper limit nominal shear strength formula is presented as Equation 2217H6.26. 314 Eq. 6.26 6.4.7.7 4391BFACTORED STRENGTH FOR RESISTING SHEAR DEMAND The resistance factor for the shear strength of normal weight reinforced concrete, presented in Article 5.5.4.2 of AASHTO LRFD, reduces the nominal vertical shear strength to be compared to the factored shear demand. To satisfy ultimate strength design, the factored shear strength (?Vn) must be greater than the factored shear demand (Vu), as shown in Equation 2218H6.27. Eq. 6.27 Additional longitudinal FRP reinforcement may increase the net tension strength in response to shear demands, but will not greatly improve the nominal vertical shear strength of critical cross-section locations. Thus, if the vertical shear strength does not satisfy the vertical shear demand, an additional repair solution is necessary to provide additional vertical shear strength. FRP reinforcement solutions for providing additional vertical shear strength have been proposed by ACI Committee 440 and the NCHRP; however, an additional repair solution for vertical shear reinforcement is not within the scope of this thesis. 6.4.8 881BTENSILE STRENGTH The combined demands of flexure and shear induce tension forces that must be resisted by the flexural tension region of the cross section. It is conservative and appropriate to assume that the concrete does not provide any tensile strength after cracking, and that all 315 tension demand must be satisfied with tension capacity provided by longitudinal reinforcement. To determine the tension strength provided, Article 5.8.3.5 of AASHTO LRFD may be modified with additional terms that account for resistance capacity provided by externally bonded FRP reinforcement. 6.4.8.1 4392BNOMINAL STRENGTH FOR RESISTING TENSION The nominal strength for resisting tension is provided by longitudinal reinforcement at the flexural tension region of the cross section. Based on the typical difference in modulus of elasticity for steel and laminate FRP, it is appropriate to assume that the steel will yield before the FRP reaches an effective debonding strain limit. It is also appropriate to assume that the effective debonding strain limit for the FRP will be reached before concrete crushes. Thus, the nominal strength for resisting tension (Tn,prov) is limited by the area of longitudinal steel that yields and the area of FRP that is appropriately assumed to provide tension resistance until reaching the effective stress limit, as shown in Equation 2219H6.28. Eq. 6.28 6.4.8.2 4393BFACTORED TENSION DEMAND The factored tension demand (Tn,req) in response to ultimate-strength demand is based on the maximum factored shear and corresponding bending moment demands at the critical location. The formula for required tension capacity, presented in Article 5.8.3.5 of AASHTO LRFD, applies the individual resistance factors for flexure (?f) and shear (?v), respectively, to compute the increased demand that corresponds to simultaneous 316 attainment of the nominal strengths in flexure and shear on the cross section rather than applying a single tension resistance factor to reduce the computed tensile capacity, as shown in Equation 2220H6.29. Eq. 6.29 Vertical shear resistance provided by vertical reinforcement reduces the demand on longitudinal reinforcement due to the diagonal nature of the critical flexure-shear crack. However, AASHTO LRFD limits the contribution of the vertical shear resistance (Vs) to no more than the factored vertical shear demand, as shown in Equation 2221H6.30. Eq. 6.30 Because the shear and flexure resistance factors have already been applied to determine the required nominal tension capacity, it is appropriate to not apply a reduction factor to the nominal strength for tension resistance when checking for satisfaction of the nominal tension capacity, as shown in Equation 2222H6.31. Eq. 6.31 6.4.9 882BCHECK STRENGTHS OF EACH LOCATION WITH EQUAL LAYERS OF FRP FRP reinforcement systems are installed with continuous sheets of FRP fabric. As the number of FRP layers increases, the required development length increases and the limiting effective strain (to prevent debonding) decreases. For this reason, the performance at critical locations must be checked with the maximum number of layers 317 required of any other location, particularly with respect to net tension strain in response to shear demands. 6.5 68BLENGTH OF FRP REINFORCEMENT INSTALLATION As previously mentioned, the FRP reinforcement is installed as continuous sheets of fabric that originate at the face of the continuity diaphragm and terminate beyond the damaged region. When determining the length of reinforcement required, the original reinforcement details of girder fabrication should be considered. The FRP reinforcement should extend far enough along the girder so that forces can be transferred through the concrete into the fully developed prestressing reinforcement beyond the damaged region. For this reason, it is recommended that the FRP reinforcement extend (a) beyond the debonded length of strands by a minimum distance equal to the development length of the prestressed strands and (b) beyond any existing bottom flange cracks by the same minimum distance. According to AASHTO LRFD design provisions, the development length (?d) for the prestressed strands is dependent upon the stress required to provide the nominal flexural or tension strength and the effective stress in the strands after accounting for time- dependent losses. Considering typical values for these parameters, a conservative approximation of the development length being equal to 180 strand diameters is appropriate for determining the length of FRP reinforcement required. This approximation is presented as Equation 2223H6.32. ? Eq. 6.32 318 It is also recommended that the termination of the FRP reinforcement layers be stepped down to prevent stress concentrations at the reinforcement termination location. ACI 440.2R-08 recommends that each layer be terminated 6 in. earlier than the underlying layer. When determining the recommended lengths of each layer of FRP reinforcement, the initial (longest) layer of reinforcement should be designed to extend the recommended distance mentioned previously. 6.6 69BANCHORAGE The length of adequately bonded reinforcement between a termination location and critical cross-section location directly affects performance of the reinforcement system. Adequate stress transfer is required to limit stress concentrations that could result in bond failure of the reinforcement system. Wherever possible, the FRP reinforcement should (a) extend beyond the point where it is no longer required for strength and (b) have a bonded length adequate to develop the effective FRP strain required at each critical section. Additional anchorage should be considered for regions that do not allow for desired bonded lengths. There are various methods for providing additional anchorage to increase the stress capacity at end regions with short bonded lengths; however, more research of anchorage performance is recommended before selecting a specific anchorage method to be implemented. Recent research indicates that carbon fiber anchors may be useful for providing supplemental anchorage at end regions (Ceroni and Pecce 2010; Niemitz et al. 2010; Orton et al. 2008). These anchors, which are depicted in 2224HFigure 6.4, include FRP strips that are bundles at one end and free at the other. 319 Figure 6.4: FRP fan anchorage system (Niemitz et al. 2010) The bundled ends of the FRP strips are installed into a hole drilled into the structural concrete. The free ends of the FRP strips are fanned out onto the first installed layer of uncured FRP reinforcement. Epoxy is applied inside the drilled hole as well as on the fanned FRP strips. Subsequent layers of reinforcement can then be installed on top of the fanned FRP strips. The use of multiple smaller anchors to cover a large area is suggested (Orton et al. 2008). Research indicates that it is safe to estimate a debonding strength increase of about 25 percent for FRP reinforcement solutions that utilize this fanned FRP anchorage system (Ceroni and Pecce 2010). However, until further research can be conducted to verify anchorage performance in conjunction with wrapped FRP systems installed on in-service 320 bridge girders, it is recommended that the maximum FRP strain at all locations be limited to be conservative and appropriate for regions of relatively short bonded lengths. It is uncertain whether the depth of concrete cover available in these girders is adequate to fully develop this type of anchor. The amount of damage exhibited at the time of the repair is another factor that must be considered during the determination of an acceptable strain capacity. FRP reinforcement has the potential to debond due to behavior exhibited at existing crack locations. These debonding conditions due to crack behavior include failure at one specific crack location and failure of a shortened bonded region between two crack locations. Additional anchorage provided by transverse wrapping of FRP reinforcement around the bottom flange may be beneficial at locations of excessive cracking that has extended through the bottom chord of the tension flange prior to repair. Additional testing is required to verify this supplemental anchorage method. 6.7 70BSERVICE LIMIT STATE Bridge testing has provided evidence that supports the conclusion that the structure maintains some continuous behavior for service load conditions. Before any repair methods had been implemented, a review of the I-565 bridge structures presented in NCHRP Report 519 stated that the damaged bridge structures continued to perform as designed (Miller et al. 2004). The strength-limit-state design assumption of simply supported bridge behavior at failure is an even more conservative assumption for the service limit state. After a bridge structure has been repaired to satisfy the strength-limit- state demands, assuming simply supported behavior, the service-limit-state demands 321 should be appropriately satisfied with the same reinforcement, assuming any partial continuity exists. During post-repair testing, FRP tensile strains measured in response to ambient thermal conditions were observed to be of greater magnitude than FRP tensile strains measured in response to truck loads. The strains measured in response to ambient temperature conditions were greater than the strains in response to truck loads because of the non-stress-induced strain exhibited by the FRP material in response to ambient temperature. Only the stress-induced strain associated with thermal conditions will have an effect on service conditions of the structure. To determine a critical diurnal strain range, it is conservative and appropriate to assume that the two-span structure exhibits fully continuous behavior in response to ambient thermal conditions. The formula for the tension-flange FRP strain expected in response to ambient thermal conditions is presented as Equation 2225H5.36 in Section 2226H5.4.2.2.2. The strain associated with the unrestrained expansion of FRP material due to thermal conditions is not considered a stress-induced strain; however, the strain associated with restraint of the temperature differential between the top of the deck and bottom of the girder does induce stress-related strain in the FRP reinforcement. This stress-induced strain, based on a change in temperature differential (?[?Th]) and the appropriate concrete coefficient of thermal expansion (?T), represents the FRP strain that must be accounted for in response to diurnal ambient thermal conditions. The limiting effective debonding strain of the FRP reinforcement shall exceed the stress-induced FRP strain demand in response to thermal conditions, as shown in Equation 2227H6.33. 322 Eq. 6.33 6.8 71BDESIGN SUMMARY An FRP reinforcement system that appropriately satisfies all design requirements may be summarized after completing the design procedure. The design summary should include the ? Name of the FRP reinforcement product, ? Assumed FRP material properties, ? Fiber orientation in the installed FRP, ? Number of layers required to satisfy ultimate strength demands, ? Distance that each layer must extend, ? Verification that service demands are satisfied, and ? Assessment of supplemental anchorage requirements. 6.9 72BINSTALLATION RECOMMENDATIONS An FRP reinforcement system that satisfies design requirements must be appropriately installed to ensure that the assumed FRP reinforcement conditions remain valid. Installation must be performed by skilled professionals that have experience following the installation guidelines of the manufacturer for the selected FRP reinforcement product. Before the FRP reinforcement can be installed, the structural substrate and surface must be prepared for the installation process. After the substrate and surface are prepared, the FRP reinforcement can then be appropriately installed. Specific installation recommendations are presented in this section. 323 6.9.1 883BPREPARING FOR INSTALLATION Prior to installation, preparation procedures must be performed in accordance with manufacturer specifications. In addition to manufacturer guidelines, there are some standard procedures that must be performed that may not be specifically recommended by the manufacturer. These procedures include specific details with regard to crack injection and surface preparation. 6.9.1.1 4394BADHESION TESTING Prior to beginning surface preparation for installation, it is important to test the strength of the structural concrete that the FRP reinforcement will be bonded to during installation. Adhesion testing of the FRP reinforcement epoxy on the concrete surface is required to ensure that the bond strength of the epoxy exceeds the tensile strength of the concrete. Adhesion testing should be conducted in accordance with the requirements given in ASTM D4541 (2009). 6.9.1.2 4395BCRACK INJECTION Existing cracks should be injected with structural epoxy shortly prior to the installation of FRP reinforcement. To minimize the possibility of new cracks forming prior to installation, it is important to schedule the FRP installation for a time of day or year with minimal temperature-induced stresses that could result in crack re-formation. Cracks that are 0.01 in. (0.3 mm) and wider can adversely affect FRP reinforcement performance, as stated by ACI 440.2R-08. The specific concern for this project is the actual attainment of the computed concrete contribution (Vc) to the vertical shear strength. The computation of Vc is based on an assumption that shear can be resisted along the diagonal crack face due to aggregate interlock. This may not be true for overly 324 large crack widths. Thus, it is recommended that wide cracks be pressure injected with structural epoxy prior to FRP installation. It is also recommended that smaller cracks be resin injected or sealed to prevent corrosion of existing steel, especially on exterior girders which are more exposed to aggressive environmental conditions. All crack injection procedures are recommended to be performed in accordance with the general procedures for epoxy injection presented by ACI Committee 224.1R-07 Causes, Evaluation, and Repair of Cracks in Concrete Structures, referred to as ACI 224.1R-07 (ACI Committee 224 2007). The procedures presented by ACI 224.1R-07 include ? Cleaning the crack, ? Sealing the crack to prevent epoxy contained during injection, ? Installation of entry and venting ports, ? Mixing structural epoxy, ? Pressure injecting the epoxy, and ? Removing the surface seals after the epoxy has cured. 6.9.1.3 4396BSURFACE PREPARATION AND PROFILING After the structural epoxy that has been injected into wide cracks has cured, the surface must be prepared for installation. FRP installation recommendations of ACI 440.2R-08 state that surfaces must be prepared for adequate bonding conditions in accordance with the recommendations of ACI Committee 546 Concrete Repair Guide, referred to as ACI 546R-04 (ACI Committee 546 2004), and International Concrete Repair Institute (ICRI) Committee 310 Guide for Surface Preparation for the Repair of Deteriorated Concrete Resulting from Reinforcing Steel Corrosion, referred to as ICRI 310.1R-2008, formerly ICRI 03730 (ICRI Committee 310 2008). Surface preparation specifications of 325 the NCHRP Report 609 Recommended Construction Specifications and Process Control Manual for Repair and Retrofit of Concrete Structures Using Bonded FRP Composites, referred to as NCHRP Report 609, also recommend consulting with ACI 546R-04 and ICRI 310.1R-2008 for assuring proper surface preparation (Mirmiran et al. 2008). General guidelines for surface preparation include the clearing of all irregularities, unevenness, and sharp protrusions in the surface profile. It is recommended by NCHRP Report 609 that these obstructions be grinded away to a smooth surface with less than 1/32 in. deviation. Any excess epoxy or sealer from the crack injection process should also be removed to provide a smooth surface. It is recommended by ACI 440.2R-08 that all corners be rounded or chamfered to a minimum radius of 0.5 in. during surface preparation. The rounding of corners helps to prevent stress concentrations in the FRP system and voids from forming between the FRP system and the concrete. This stipulation is not critical for applications such as the damage girders in this study in which the primary fiber orientation is parallel to the girder corners. It is also recommended that corners that have been roughened during the rounding process be smoothed with putty prior to installation. After the removal of obstructions, the surface must be profiled to remove any remaining unevenness in the surface. Surface profiling guidelines are presented by ACI 546R-04 and ICRI 310.1R-2008. It is recommended by NCHRP Report 609 to smooth any remaining bug holes, depressions, protrusions, and roughened corners using putty made of epoxy resin mortar, or polymer cement mortar, with a cured strength greater than the strength of the original concrete. It is also recommended that the 326 patching material be cured for a minimum of 7 days prior to installation of the FRP reinforcement system. To complete surface preparation, the bonding surface should be appropriately cleaned. NCHRP Report 609 states that surface cleaning includes the removal of all bond-inhibiting material such as dust, curing compounds, or paint coatings. After completing surface cleaning, the moisture content of the surfaces must be checked. ACI 440.2R-08 states that the clean bonding surfaces must be as dry as recommended by the FRP system manufacturer to ensure appropriate resin penetration. The moisture content can be evaluated in accordance with the requirements of ACI Committee 503 Standard Specifications for Repairing Concrete with Epoxy Mortars, referred to as ACI 503.4-92 (ACI Committee 503 1992). 6.9.2 884BFRP REINFORCEMENT INSTALLATION Installation of the FRP reinforcement system should be conducted in accordance with manufacturer specifications. General guidelines for the installation of FRP reinforcement systems are also presented by ACI 440.2R-08 and NCHRP Report 609. 6.9.2.1 4397BEPOXY SATURATION Due to the large surface area available for bonding around the perimeter of the girder bottom flange, a wet-layup FRP reinforcement system is recommended for this application. Wet-layup systems consist of dry FRP fabrics that are saturated with epoxy during installation. The epoxy of the FRP reinforcement system should be mixed in accordance with manufacturer specifications, which should include recommended batch sizes, mixture ratios, mixing methods, mixing times, and pot-life limits (ACI Committee 440 2008). The epoxy should be applied uniformly on the concrete 327 surface where the FRP is to be installed. The sheets of FRP fabric may also be saturated prior to installation. Immediately following surface saturation, the first layer of FRP reinforcement should be installed. Successive layers of epoxy and FRP should be installed before the previously installed layers have cured (ACI Committee 440 2008). 6.9.2.2 4398BAPPLICATION OF FRP REINFORCEMENT Prior to epoxy saturation, the sheets of dry FRP fabric should be cut to size, which includes cutting different lengths for different layers, and modifying one end to appropriately account for support conditions. FRP fabric materials should be handled in accordance with manufacturer recommendations. Installers should ensure that the fabric is cut and installed so that the primary fiber orientation matches the direction stipulated on the contract drawings. Any signs of kinks, folds, or other forms of severe waviness should be reported appropriately (ACI Committee 440 2008). The sequence of installation should be documented prior to installation. If multiple sheets are required within each layer, then fabric installation sequences should be designed to prevent the alignment of seams in successive layers. FRP reinforcement should be applied without entrapping air between the fabric and concrete surface or successive layers of fabric. Any entrapped air should be released along the reinforcement in the direction parallel to the fibers, and should never be rolled perpendicular to the fiber direction (Mirmiran et al. 2008) 6.9.2.3 4399BPROTECTIVE COATING Protective coatings should be applied to cured FRP reinforcement systems for improved durability from environmental conditions, impact, fire, or vandalism. The protective coating must be approved by the manufacturer and may be a polymer-modified portland 328 cement coating, or a polymer-based latex coating, with a final appearance that matches, within reason, the color and texture of the adjacent concrete (Mirmiran et al. 2008). 6.9.2.4 4400BQUALITY CONTROL TESTING AND INSPECTION The FRP reinforcement system and protective coating should be tested and inspected during and after FRP installation according to ACI 440.2R-08, NCHRP Report 609, and manufacturer recommendations. Topics of concern during inspections include ? Representative tensile strength of FRP reinforcement samples, ? Weather conditions such as temperature and humidity, ? Surface temperature of the concrete, ? Widths of cracks not injected with epoxy, and the ? Location and size of any delaminations or air voids. The tensile strength of a representative sample of the installed FRP reinforcement system should be tested in accordance with the procedures of ASTM D3039 (2008). The definition of a representative sample of FRP reinforcement for tensile testing should be discussed and agreed upon prior to installation. The tension modulus of elasticity of the FRP reinforcement affects the effective debonding strength of the installed repair system. Supplemental anchorage may be recommended for FRP reinforcement materials that are determined to have a tension modulus of elasticity greater than assumed during design. FRP systems should finally be evaluated and accepted based on conformance or nonconformance with the design drawings and specifications of the designer and manufacturer. It is recommended that the selected installation contractor be qualified by the FRP and epoxy manufacturer. 329 330 Chapter 7 11BSUMMARY AND CONCLUSIONS 7.1 73BPROJECT SUMMARY Construction of the elevated portion of I-565 in Huntsville, Alabama began in January of 1988. The elevated highway is composed of simply supported steel or prestressed concrete girders that were constructed to act as two-, three-, and four-span continuous structures in response to post-construction loads. The elevated highway was completed on March 27, 1991. In 1992, Alabama Department of Transportation (ALDOT) bridge inspectors discovered large and unexpected cracks at the continuous end of many prestressed concrete bulb-tee girders. Analysis conducted by Gao (2003) of Auburn University confirmed ALDOT?s suspicion that the damage was a result of the daily variation in temperature gradient between the top of the bridge deck and the bottom of the concrete bridge girders. Warmer temperatures of the bridge deck in relation to the bottom of bridge girders results in upward deflections of the bridge spans, a behavior known as ?sun cambering.? Due to restraint of these temperature-induced deformations at the continuous ends of girders, substantial positive bending moments formed near these girder ends. Gao (2003) also identified the contribution of the positive bending moment continuity reinforcement details to the severity of the cracking. 331 Swenson (2003) of Auburn University examined how the cracks could affect bridge performance. It was determined that the prestressed strands at the cracked girder ends are likely inadequately developed as a result of cracking and may not provide dependable shear and flexural resistance in these regions. Swenson designed a fiber-reinforced polymer (FRP) reinforcement system to provide additional longitudinal reinforcement at the damaged regions that would supply additional tension resistance and strengthen the damaged girders. In late spring of 2005, prior to installation of the recommended FRP reinforcement system, Auburn University researchers measured behavioral bridge responses to service- level truck loads. Four girders (Girders 7 and 8 of Northbound Spans 10 and 11) were instrumented to measure deflections, crack-opening displacements, and surface strains of the concrete during load testing (Fason 2009). Following the pre-repair load testing, a finite-element model (FEM) of the instrumented bridge structure was created for further analysis of the structural behavior of the bridge in response to modeled load conditions. Measurements from the pre-repair load tests were used to refine the pre-repair model. After the pre-repair model was finalized, the recommended FRP reinforcement system was added to the model to allow for analysis of the predicted post-repair behavior of the structure (Shapiro 2007). In December of 2007, the recommended FRP reinforcement system was installed on the eighteen girders of Northbound Spans 10 and 11. The project plans and specifications were developed through the collaborative efforts of the Auburn University Highway Research Center (AUHRC) and ALDOT. 332 This thesis includes the details of the post-repair performance monitoring and load testing of the bridge conducted in the late spring of 2010. The majority of the sensors used during the pre-repair load tests were maintained for post-repair testing, and additional strain gages were installed on the surface of the FRP reinforcement. In addition to repeating the pre-repair load testing procedures, the sensors measuring bridge behavior were also monitored for roughly 24 hours to allow for analysis of the post-repair structure?s behavioral response to a daily cycle in ambient thermal conditions. Initially, the post-repair bridge behavior was compared to the behavior observed during pre-repair testing. It was determined that, due to inconsistent support conditions between pre- and post-repair testing, comparisons between the pre- and post-repair measurements in response to truck loads are not appropriate for assessing the efficacy of the repair system. Thus, the post-repair bridge test results were analyzed independently to gain insight into the post-repair structural performance. It was determined that an FRP reinforcement system is an effective repair solution for damage conditions similar to those observed for the girders of I-565. An updated and simplified FRP-strengthening design procedure that synthesizes the AASHTO LRFD bridge design specifications and the FRP-strengthening recommendations of ACI Committee 440 was developed. This procedure is explained to facilitate application to FRP repair solutions for bridge structures that exhibit damage at the continuous end of concrete girders. A design example was developed for the FRP strengthening of girders in Northbound Spans 10 and 11 using the material properties of the FRP reinforcement used for this project. Recommendations are also provided for appropriate installation of an FRP reinforcement repair solution. 333 7.2 74BCONCLUSIONS Conclusions stated within this thesis include AUHRC findings related to: ? The FRP reinforcement installation process that occurred in December 2007, ? Measured responses to service-level truck loads, ? Theoretical responses to ambient thermal conditions, ? Measured responses to ambient thermal conditions, ? Performance of FRP reinforcement installed in December 2007, and ? Design recommendations for the repair of other bridge structures exhibiting damaged regions at the continuous ends of prestressed concrete girders. 7.2.1 885BFRP REINFORCEMENT INSTALLATION ? The installation process in December 2007 indicated that plans and procedures should be explicitly discussed with the contractor on site before beginning the reinforcement installation process. ? Proper quality control testing procedures should be discussed and monitored. ? The contractor became noticeably more efficient with the installation process, consistently installing four layers of FRP reinforcement in roughly one hour during the repair of the second of the two spans. 7.2.2 886BOBSERVED RESPONSES TO TRUCK LOADS ? Contact between false support bearing pads and bridge girders during pre- repair testing resulted in additional load-bearing support conditions that affected structural behavior observed during pre-repair testing. 334 ? Because of differences in support conditions, comparisons between pre- and post-repair structural behavior measured during testing are not useful for assessing the efficacy of the FRP reinforcement repair. ? The crack closures measured at the COD gage on Girder 8 of Span 10 during both pre- and post-repair load testing are an indication of potential out-of- plane bending behavior in response to truck loads. ? The post-repair structure exhibited an even greater loss of continuity in response to live loads than indicated by the post-repair FEM model, which was modeled to be less continuous than the original undamaged structure. ? The overall bridge structure exhibited a nearly linear elastic response to midspan truck positions during superposition testing. ? The damaged regions of the bridge structure exhibited a localized nonlinear response to midspan truck positions during superposition testing. ? The magnitude of damage exhibited at a cracked region near the continuous end of a concrete girder was observed to relate to the degree of continuity degradation indicated for that girder line in response to live loads. ? It is appropriate to assume that the bridge structure would exhibit simply supported girder behavior in response to strength-limit-state design loads that control the design of repair solutions. ? Truck positions that induced the greatest shear demand on damaged regions resulted in greatest measured FRP tensile demands. 335 ? Strength-limit-state demands for damaged regions should be determined in accordance with AASHTO LRFD or another framework of consistent analysis and design procedures at the discretion of the bridge owner. 7.2.3 887BTHEORETICAL RESPONSES TO AMBIENT THERMAL CONDITIONS ? For design purposes, it is appropriate to assume that a bridge structure with damaged continuous girder ends repaired with FRP reinforcement exhibits fully continuous behavior in response to ambient thermal conditions. ? The stress-induced strain expected in FRP reinforcement installed to repair damaged continuous ends of multi-span continuous girder systems is primarily a function of the structural concrete coefficient of thermal expansion, height of the girder-deck composite cross section, variation of temperature gradient conditions, and distance from the continuity diaphragm to the damaged region. ? For design purposes, it is conservative and simple to assume that the girder stresses in the damaged region are approximately the same as the stresses at the adjacent continuous support. 7.2.4 888BOBSERVED RESPONSES TO AMBIENT THERMAL CONDITIONS ? Upward deflections measured in response to ambient thermal conditions during post-repair bridge monitoring were similar to upward deflections measured in response to solar effects during an ALDOT investigation of the same spans in 1994. 336 ? Linear profiles of bottom-fiber concrete strains measured beyond damaged regions indicate the bridge structure exhibited some preservation of continuous behavior in response to thermal effects. ? The slope of bottom-fiber concrete strain profiles were less than theoretically expected of a fully continuous structure subjected to a linear temperature gradient similar to the gradient measured by ALDOT in 1994, which indicates that either the structure is not exhibiting fully continuous behavior or the actual temperature gradient was less than theoretically assumed. ? Maximum bottom-fiber FRP strains measured at crack locations in response to thermal conditions were similar to the bottom-fiber FRP strain estimated in response to the linear temperature gradient measured by ALDOT in 1994. ? Simplified linear temperature gradient analysis can be used to effectively estimate the tensile strain that an FRP repair system must resist due to daily temperature fluctuations. ? Ambient thermal conditions resulted in damaged region crack-opening displacements and FRP surface strains roughly 3?4.5 times greater than maximum respective measurements in response to service-level truck loads. ? Comparisons of structural responses to thermal gradient effects and truck loads support the conclusion that temperature effects caused initial cracking. 337 7.2.5 889BPERFORMANCE OF FRP REINFORCEMENT ? The FRP reinforcement was observed to carry tension forces and effectively serve as additional longitudinal reinforcement to service-level truck loads and ambient thermal conditions. ? During post-repair testing, the repair system had been in service for more than 2 years without exhibiting signs of debonding or other deterioration. ? No additional signs of severe cracking were observed at the repaired region since the installation of the FRP reinforcement. ? The installed FRP reinforcement does not satisfy the design procedure presented in Chapter 6 of this thesis, but the strength deficiency is less than 5 percent (on the basis of AASHTO LRFD strength-limit-state design loads). ? The FRP reinforcement that has already been installed is acceptable, but future design and installation should conform to guidelines and procedures discussed in Chapter 6 of this thesis. 7.2.6 890BFRP DESIGN RECOMMENDATIONS ? FRP reinforcement product can be selected for bridge girder repair using guidelines presented by ACI 440.2R-08 and NCHRP Report 655. ? FRP reinforcement systems can be designed to resist strength-limit-state demands determined in accordance with AASHTO LRFD bridge design specifications?or other strength-limit-state demands at the discretion of the bridge owner. 338 ? Designed repair solutions should satisfy strength-limit-state demands at all locations of (FRP or internal) reinforcement transitions assuming simply supported girder behavior. ? Debonding failure of FRP reinforcement systems due to tension strains expected in response to combined shear and bending moment demands has been observed to control the design of FRP reinforcement repair solutions. ? A simplified formula (ld = 180db) for approximating prestressed strand development lengths that begin at or beyond damaged regions has been proposed as a guideline for determining the extent of FRP reinforcement. ? Solutions for providing supplemental anchorage at locations of short available bonded length require further research before they can be recommended. ? Temperature demands do not need to be considered in conjunction with strength-limit-state demands because temperature-induced deformations are no longer restrained once the structure transitions to the simply supported behavior recommended for strength-limit-state design. 7.2.7 891BFRP REINFORCEMENT INSTALLATION RECOMMENDATIONS ? The contractor should have experience following the guidelines of the manufacturer for the selected FRP and epoxy reinforcement product. ? Existing cracks should be injected with structural epoxy prior to installation of FRP reinforcement. 339 ? Structural substrates should be appropriately prepared for adequate bonding of the FRP reinforcement to the concrete surface for the entire length installed. ? Protective coatings should be applied to cured FRP reinforcement systems for improved durability. ? Quality control testing and inspections should be conducted during and following the installation process to ensure proper installation. 340 Chapter 8 12BRECOMMENDATIONS 8.1 75BDESIGN OF FRP REINFORCEMENT REPAIR SOLUTIONS FRP reinforcement can be utilized for the repair of prestressed concrete bridge girders with damage conditions near continuous ends, similar to the damage observed near the continuous ends of girders within Northbound Spans 10 and 11 of I-565 in Huntsville, Alabama. The design procedure presented in Chapter 6 of this thesis has been formulated in accordance with specifications of AASHTO LRFD, NCHRP Report 655 (Zureick et al. 2010), and ACI 440.2R-08. An FRP reinforcement system designed in accordance with the guidelines presented in this thesis provides adequate tension reinforcement for the resistance of strength-limit- state demands of combined shear and flexure. The FRP repair solution also provides resistance to the tension stresses induced by daily temperature variations on the continuous structure. The design procedure detailed in this thesis includes guidelines for the determination of ? An appropriate FRP reinforcement product, ? Critical cross-section locations, ? Critical load conditions for those locations, ? Material and dimensional properties at those locations, 341 ? Layers of FRP reinforcement required to satisfy strength demands, and ? Length of FRP reinforcement required for appropriate development of prestressed strands. 8.2 76BINSTALLATION OF FRP REINFORCEMENT SYSTEMS FRP reinforcement installation procedures should be performed in accordance with the specifications of the manufacturer. Guidelines presented in Chapter 6 of this thesis for ensuring proper FRP reinforcement installation include guidelines that are also presented in NCHRP Report 609 (Miller et al. 2008) and ACI 440.2R-08. These guidelines include recommended procedures for ? Crack injection, ? Surface preparation, ? FRP reinforcement installation, and ? Quality control inspection and testing. 8.3 77BNORTHBOUND SPANS 10 AND 11 OF I-565 The FRP reinforcement system installed on Northbound Spans 10 and 11 of I-565 in December 2007 was designed by Auburn University researchers (Swenson 2003). The FRP reinforcement was designed to resist tension forces that were predicted with strut- and-tie models. The reinforcement system was also designed in accordance with the effective debonding strain (?fe) specifications presented by ACI 440.2R-02, which have since been updated to reflect the findings of more recent research as presented by ACI 440.2R-08. 342 The design procedure presented in Chapter 6 of this thesis has been formulated in accordance with AASHTO LRFD specifications (AASHTO 2010) and the updated effective debonding strain specifications of ACI 440.2R-08. An updated FRP reinforcement system design example is presented in Appendix N of this thesis. The FRP reinforcement systems that were installed on Spans 10 and 11 in December 2007 do not satisfy the updated design recommendation, but installation of an additional layer of reinforcement may not be absolutely necessary. The limiting effective debonding strain (?fe < 0.004 in./in.) controls the recommendation of 5 layers of reinforcement instead of 4 layers. The current installation of 4 layers satisfies strength requirements at the interior face of the bearing pad, but results in a strength deficiency of less than 5 percent at the termination of the continuity reinforcement in response to factored shear demand. The installed 4 layers of reinforcement nearly satisfy the requirements of the updated design recommendations of this thesis. The small computed strength deficiency is based on full strength-limit-state AASHTO LRFD design loads for new construction in conjunction with the conservative limiting effective debonding strain of the FRP reinforcement. The length of FRP reinforcement currently installed allows for adequate development of prestressed strands beyond the primary crack locations in these particular spans. It is unknown if an additionally installed fifth layer of reinforcement would perform as expected when bonded to previously installed FRP reinforcement that has been fully cured. Surface preparation procedures required for proper installation of additional FRP reinforcement may also be detrimental to the integrity of the existing FRP reinforcement. Whether or not the computed strength discrepancy justifies the cost, 343 effort, and uncertainty associated with installation of an additional layer of FRP in Spans 10 and 11 is a decision best left to the discretion of ALDOT after consideration of these factors in light of the department?s established maintenance philosophy. On the other hand, FRP reinforcement configurations for new repairs should be designed to satisfy the design recommendations proposed within this thesis. 8.4 78BRECOMMENDATIONS FOR FURTHER RESEARCH Further research would be beneficial to provide a better understanding of the behavioral responses observed during the testing of Northbound Spans 10 and 11. Further testing is also recommended to gain a better understanding of the performance of FRP composite material as a reinforcement solution. 8.4.1 892BIN-SERVICE LOAD TESTING Truck positions that resulted in large shear demand at the damaged region resulted in significant reinforcement tension demand. Future load testing of structures that exhibit damage regions similar to those of Spans 10 and 11 should focus on these high shear demand truck positions. Superposition testing should also be conducted with truck positions that result in significant damaged-region tension demand. For future pre- and post-repair testing of in-service bridge structures, it is recommended that variables which may have an effect on bridge behavior during testing be limited to allow for more appropriate comparisons of pre- and post-repair measured bridge behavior. Variables observed during the research discussed within this thesis that had an effect on the ability to assess the efficacy of the installed FRP reinforcement repair system by directly comparing pre- and post-repair measurements include 344 ? False supports that were unintentionally load-bearing supports during pre- repair testing but were not load-bearing supports during post-repair testing, ? Weather conditions that resulted in significantly cooler ambient temperatures during pre-repair testing compared to the temperatures of post-repair testing, ? Vehicles with different dimensions that required modifications to load block configurations during both pre- and post-repair testing, ? Time elapsed between pre-repair testing and reinforcement installation, and ? Time elapsed between reinforcement installation and post-repair testing. 8.4.2 893BIN-SERVICE BRIDGE MONITORING Bridge monitoring provided information that supports the conclusion that temperature effects are the primary cause of cracking observed in damaged regions near continuous ends of prestressed concrete bridge girders. For future in-service load testing of pre- and post-repair conditions of bridge structures, it is recommended that bridge monitoring be conducted during the days encompassing both the pre- and post-repair in-service load testing. It is also recommended that bridge monitoring be conducted for more than one daily cycle during both pre- and post-repair testing. Additionally, it is recommended to measure ambient, deck, and girder temperatures during future bridge monitoring tests. 8.4.3 894BLABORATORY TESTING The limiting effective debonding strain (?fe < 0.004 in./in.) specified by ACI 440.2R-08 is a conservative assumption that has been observed to frequently control the amount of FRP required when executing the design procedure recommended in Chapter 6 of this thesis. This conservative assumption is recommended until further testing can validate 345 that higher effective debonding strains can be achieved consistently and concervatively. Controlled laboratory testing of longitudinal FRP reinforcement system that wraps around the tension flange at one end of a simply supported girder could provide insight into the actual performance of this repair system near failure (strength limit state) conditions. This testing would require that a girder sustain ?controlled? damage near one end of the girder before installing the FRP reinforcement. Laboratory-controlled testing of solutions for providing additional FRP reinforcement anchorage for locations of short bonded length between critical cross-section locations and FRP reinforcement termination is recommended before permitting the installation of FRP reinforcement systems that require supplemental anchorage. The design effective debonding strain in areas of short bonded lengths is a function of the design modulus of elascticity of the composite FRP reinforcement. For design purposes, it is recommended to assume the design modulus of elasticity of the composite FRP reinforcement product reported by the manufacturer; however, testing of representative samples may indicate that the installed product exhibits more stiffness than originally assumed during design. To better understand the ramifications of this issue, laboratory testing is recommended to assess the effective debonding strain for FRP reinforcement products with varying stiffnesses determined in accordance with the procedures (ASTM D3039 2008) recommended for testing representative samples of installed FRP reinforcement systems. Further testing of FRP reinforcement is recommended to better understand the performance of this composite material; however, the design procedure recommended in this thesis provides appropriately conservative specifications for the design of repair 346 solutions similar to the reinforcement systems installed to repair the damaged girders of Northbound Spans 10 and 11 of I-565 in Huntsville, Alabama. 347 13BREFERENCES AASHTO. 2002. AASHTO LRFD Bridge design specifications: Customary U.S. Units. Second Edition. Washington, D.C.: American Association of State Highway and Transportation Officials (AASHTO). AASHTO. 2010. 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Farmington Hills, MI: American Concrete Institute (ACI). 348 ACI Committee 546. 2004. Concrete repair guide. ACI 546R-04. Farmington Hills, MI: American Concrete Institute (ACI). Alabama Department of Transportation (ALDOT). 1988. Construction plans for Project ID-565-5(21)358. Montgomery, AL: Alabama Department of Transportation (ALDOT). Alabama Department of Transportation (ALDOT). 1994. Cracks in precast prestressed bulb tee girders on Structure No.?s I-565-45-11.5 A. and B. on I-565 in Huntsville, Alabama. Report and attachments (A?L). Montgomery, AL: Alabama Department of Transportation (ALDOT). ASTM Standard D3039. 2008. Test method for tensile properties of polymer matrix composite materials. ASTM D3039-08. West Conshohocken, PA: ASTM International. ASTM Standard D4065. 2006. Practice for plastics: dynamic mechanical properties: determination and report of procedures. ASTM D4065-06. West Conshohocken, PA: ASTM International. ASTM Standard D4541. 2009. Standard test method for pull-off strength of coatings using portable adhesion testers. ASTM D4541-09. West Conshohocken, PA: ASTM International. Barnes, R. W., K. S. Swenson, N. Gao, A. K. Schindler, and W. E. Fason. 2006. Cracking and repair of prestressed concrete bridge girders made continuous for live loads. In the Proceedings of Structural Faults and Repair, Eleventh International Conference: Edinburgh, Scotland. 13?15 June 2006. Ceroni, F. and M. Pecce. 2010. Evaluation of bond strength in concrete elements externally reinforced with CFRP sheets and anchoring devices. ASCE Journal of Composites for Construction 14 (5): 521?530. Fason, W. E. 2009. Static load testing of a damaged, continuous prestressed concrete bridge. M.S. thesis. Auburn, AL: Auburn University. 349 Fyfe Co. Tyfo Fiberwrap Systems. 2010. Tyfo SCH-41 Composite using Tyfo S Epoxy data sheet. San Diego, CA: Fyfe Co. LLC. Gao, N. 2003. Investigation of cracking in prestressed girders made continuous for live load. M.S. thesis. Auburn, AL: Auburn University. Hadzor, T. J. 2011. Acoustic emission testing of repaired prestressed concrete bridge girders. M.S. thesis. Auburn, AL: Auburn University. ICRI Committee 310. 2008. Guide for surface preparation for the repair of deteriorated concrete resulting from reinforcing steel corrosion. ICRI 310.1R-2008. Farmington Hills, MI: International Concrete Repair Institute (ICRI). ISO/IEC Technical Committee. 2005. General requirements for the competence of testing and calibration laboratories (ISO/IEC 17025). Geneva, Switzerland: International Organization for Standardization (ISO) and International Electrotechnical Commission (IEC). Ma, Z., X. Huo, M. K. Tadros, and M. Baishya. 1998. Restraint moments in precast/prestressed concrete continuous bridges. PCI Journal 43 (6): 40?57. Miller, R. A., R. Castrodale, A. Mirmiran, and M. Hastak. 2004. Connection of simple- span precast concrete girders for continuity. NCHRP Report 519. 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Recommended guide specification for the design of externally bonded FRP systems for repair and strengthening of concrete bridge elements. NCHRP Report 655. Washington, D.C.: Transportation Research Board (TRB). 352 Appendix A 14BABBREVIATIONS AND NOTATION AASHTO American Association of State Highway and Transportation Officials ACI American Concrete Institute AE acoustic emissions ALDOT Alabama Department of Transportation ASTM American Society for Testing and Materials AUHRC Auburn University Highway Research Center BT bulb-tee CFRP carbon fiber-reinforced polymer ERSG electrical-resistance strain gauge FEM finite-element modeling FRP fiber-reinforced polymer I-565 Interstate Highway 565 ICRI International Concrete Repair Institute IEC International Electrotechnical Commission ISO International Organization for Standardization LRFD load and resistance factor design NCDC National Climatic Data Center NCHRP National Cooperative Highway Research Program NOAA National Oceanic and Atmospheric Administration PCI Precast/Prestressed Concrete Institute RC reinforced concrete TRB Transportation Research Board 353 a depth of compression zone A area Af area of FRP reinforcement Aps area of prestressed strand reinforcement As area of steel reinforcement Av area of vertical steel reinforcement b width of compression zone bf width (perimeter) of FRP reinforcement bv width of girder web CE environmental reduction factor for composites de effective depth from top of cross section df depth to centroid of FRP reinforcement ds depth to centroid of longitudinal steel reinforcement dv effective shear depth E modulus of elasticity Ef modulus of elasticity?FRP reinforcement Ep modulus of elasticity?prestressed strand Es modulus of elasticity?steel reinforcement f?c design compressive strength of concrete fbot stress at the bottom of the cross section ffe effective debonding stress of FRP reinforcement system fpo modulus of elasticity of prestressing strands multiplied by the locked-in difference in strain between the prestressing strands and the surrounding concrete fy tension yield strength h height of the cross section I moment of inertia of the cross section L span length Lb bonded length of FRP reinforcement ?d development length of prestressed strand Lfd development length of FRP reinforcement 354 M bending moment demand Mn nominal bending moment capacity Mu factored bending moment demand n layers of FRP-epoxy composite P restraint force due to thermal gradient s spacing of reinforcement T temperature; tension demand Tbot temperature of girder bottom flange tf thickness of one layer of FRP fabric tf,n nominal thickness of one layer of FRP-epoxy composite Tg glass transition temperature Tmax,design maximum design temperature based on geographic location Tn,prov nominal longitudinal tension capacity provided Tn,req nominal longitudinal tension capacity required Ttop temperature of bridge deck ?Th temperature gradient?difference between Ttop and Tbot ???Th) change in temperature gradient with respect to time V shear demand Vc shear capacity provided by concrete Vn nominal shear capacity Vp shear capacity provided by prestressed reinforcement Vs shear capacity provided by steel reinforcement Vu factored shear demand x distance along girder from continuous support yt distance from neutral axis to the top of the cross section ybot distance from neutral axis to the bottom of the cross section ycr,bot distance from cracked section neutral axis to the bottom of the cross section yf location of centroid of FRP reinforcement yps location of centroid of prestressed strand reinforcement ys location of centroid of steel reinforcement 355 ? ?T coefficient of thermal expansion?concrete ???FRP coefficient of thermal expansion?FRP ?? factor relating effect of longitudinal strain on the shear capacity, as indicated by the ability of diagonally cracked concrete to transmit tension? ?L? effective debonding strain reduction factor for locations of short bonded length? ?? deflection ?fd debonding strain of FRP reinforcement system? ?fe effective debonding strain of FRP reinforcement system? ?fu tension failure strain of FRP? ?s strain in FRP due to thermal expansion? ?T,FRP strain in FRP due to thermal expansion? ?? curvature ?T? curvature in response to unrestrained temperature gradient effects ? resistance factor ?f resistance factor for flexure ?v resistance factor for shear ?? angle of inclination for shear cracking 356 Appendix B 15BMULTIPOSITION LOAD TEST?GRAPHICAL RESULTS 357 B.1 79BLANE A B.1.1 895BCRACK-OPENING DISPLACEMENTS Figure B.1: Crack-opening displacements?A1 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ack - O p e n i n g D i s p l ace m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 358 Figure B.2: Crack-opening displacements?A2 Figure B.3: Crack-opening displacements?A3 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ack - O p e n i n g D i s p l ace m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ack - O p e n i n g D i s p l ace m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 359 Figure B.4: Crack-opening displacements?A4 Figure B.5: Crack-opening displacements?A5 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ack - O p e n i n g D i s p l ace m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ack - O p e n i n g D i s p l ace m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 360 Figure B.6: Crack-opening displacements?A6 Figure B.7: Crack-opening displacements?A7 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ack - O p e n i n g D i s p l ace m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ack - O p e n i n g D i s p l ace m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 361 Figure B.8: Crack-opening displacements?A8 Figure B.9: Crack-opening displacements?A9 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ack - O p e n i n g D i s p l ace m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ack - O p e n i n g D i s p l ace m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 362 B.1.2 896BDEFLECTIONS Figure B.10: Deflections?A1 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 363 Figure B.11: Deflections?A2 Figure B.12: Deflections?A3 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 364 Figure B.13: Deflections?A4 Figure B.14: Deflections?A5 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 365 Figure B.15: Deflections?A6 Figure B.16: Deflections?A7 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t anc e f r om C e n t e r o f C ont i n u i t y D i aph r ag m ( i n .) G i r d e r 7 G i r d e r 8 366 Figure B.17: Deflections?A8 Figure B.18: Deflections?A9 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t anc e f r om C e n t e r o f C ont i n u i t y D i aph r ag m ( i n .) G i r d e r 7 G i r d e r 8 367 B.1.3 897BCROSS-SECTION STRAINS B.1.3.1 4401BCROSS-SECTION STRAINS?GIRDER 7 B.1.3.1.1 STRAINS?GIRDER 7?CROSS SECTION 1 Figure B.19: Strains?Girder 7?Section 1?A1 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 368 Figure B.20: Strains?Girder 7?Section 1?A2 Figure B.21: Strains?Girder 7?Section 1?A3 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 369 Figure B.22: Strains?Girder 7?Section 1?A4 Figure B.23: Strains?Girder 7?Section 1?A5 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 370 Figure B.24: Strains?Girder 7?Section 1?A6 Figure B.25: Strains?Girder 7?Section 1?A7 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 371 Figure B.26: Strains?Girder 7?Section 1?A8 Figure B.27: Strains?Girder 7?Section 1?A9 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 372 B.1.3.1.2 STRAINS?GIRDER 7?CROSS SECTION 2 Figure B.28: Strains?Girder 7?Section 2?A1 0 5 10 15 20 25 30 - 160 - 140 - 120 - 100 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 373 Figure B.29: Strains?Girder 7?Section 2?A2 Figure B.30: Strains?Girder 7?Section 2?A3 0 5 10 15 20 25 30 - 160 - 140 - 120 - 100 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 160 - 140 - 120 - 100 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 374 Figure B.31: Strains?Girder 7?Section 2?A4 Figure B.32: Strains?Girder 7?Section 2?A5 0 5 10 15 20 25 30 - 160 - 140 - 120 - 100 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 160 - 140 - 120 - 100 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 375 Figure B.33: Strains?Girder 7?Section 2?A6 Figure B.34: Strains?Girder 7?Section 2?A7 0 5 10 15 20 25 30 - 160 - 140 - 120 - 100 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 160 - 140 - 120 - 100 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 376 Figure B.35: Strains?Girder 7?Section 2?A8 Figure B.36: Strains?Girder 7?Section 2?A9 0 5 10 15 20 25 30 - 160 - 140 - 120 - 100 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 160 - 140 - 120 - 100 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 377 B.1.3.1.3 STRAINS?GIRDER 7?CROSS SECTION 3 Figure B.37: Strains?Girder 7?Section 3?A1 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e 378 Figure B.38: Strains?Girder 7?Section 3?A2 Figure B.39: Strains?Girder 7?Section 3?A3 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e 379 Figure B.40: Strains?Girder 7?Section 3?A4 Figure B.41: Strains?Girder 7?Section 3?A5 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e 380 Figure B.42: Strains?Girder 7?Section 3?A6 Figure B.43: Strains?Girder 7?Section 3?A7 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e 381 Figure B.44: Strains?Girder 7?Section 3?A8 Figure B.45: Strains?Girder 7?Section 3?A9 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e 382 B.1.3.1.4 STRAINS?GIRDER 7?CROSS SECTION 4 Figure B.46: Strains?Girder 7?Section 4?A1 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 383 Figure B.47: Strains?Girder 7?Section 4?A2 Figure B.48: Strains?Girder 7?Section 4?A3 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 384 Figure B.49: Strains?Girder 7?Section 4?A4 Figure B.50: Strains?Girder 7?Section 4?A5 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x1 0 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 385 Figure B.51: Strains?Girder 7?Section 4?A6 Figure B.52: Strains?Girder 7?Section 4?A7 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x1 0 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x1 0 - 6 i n ./ i n . ) C o n c r e t e F R P 386 Figure B.53: Strains?Girder 7?Section 4?A8 Figure B.54: Strains?Girder 7?Section 4?A9 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x1 0 - 6 i n ./ i n . ) C o n c r e t e F R P 387 B.1.3.2 4402BCROSS-SECTION STRAINS?GIRDER 8 B.1.3.2.1 STRAINS?GIRDER 8?CROSS SECTION 1 Figure B.55: Strains?Girder 8?Section 1?A1 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 388 Figure B.56: Strains?Girder 8?Section 1?A2 Figure B.57: Strains?Girder 8?Section 1?A3 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 389 Figure B.58: Strains?Girder 8?Section 1?A4 Figure B.59: Strains?Girder 8?Section 1?A5 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 390 Figure B.60: Strains?Girder 8?Section 1?A6 Figure B.61: Strains?Girder 8?Section 1?A7 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 391 Figure B.62: Strains?Girder 8?Section 1?A8 Figure B.63: Strains?Girder 8?Section 1?A9 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 392 B.1.3.2.2 STRAINS?GIRDER 8?CROSS SECTION 2 Figure B.64: Strains?Girder 8?Section 2?A1 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 393 Figure B.65: Strains?Girder 8?Section 2?A2 Figure B.66: Strains?Girder 8?Section 2?A3 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 394 Figure B.67: Strains?Girder 8?Section 2?A4 Figure B.68: Strains?Girder 8?Section 2?A5 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 395 Figure B.69: Strains?Girder 8?Section 2?A6 Figure B.70: Strains?Girder 8?Section 2?A7 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 396 Figure B.71: Strains?Girder 8?Section 2?A8 Figure B.72: Strains?Girder 8?Section 2?A9 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 397 B.1.3.2.3 STRAINS?GIRDER 8?CROSS SECTION 3 Figure B.73: Strains?Girder 8?Section 3?A1 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 398 Figure B.74: Strains?Girder 8?Section 3?A2 Figure B.75: Strains?Girder 8?Section 3?A3 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 399 Figure B.76: Strains?Girder 8?Section 3?A4 Figure B.77: Strains?Girder 8?Section 3?A5 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 400 Figure B.78: Strains?Girder 8?Section 3?A6 Figure B.79: Strains?Girder 8?Section 3?A7 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 401 Figure B.80: Strains?Girder 8?Section 3?A8 Figure B.81: Strains?Girder 8?Section 3?A9 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 402 B.1.3.2.4 STRAINS?GIRDER 8?CROSS SECTION 4 Figure B.82: Strains?Girder 8?Section 4?A1 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 403 Figure B.83: Strains?Girder 8?Section 4?A2 Figure B.84: Strains?Girder 8?Section 4?A3 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 404 Figure B.85: Strains?Girder 8?Section 4?A4 Figure B.86: Strains?Girder 8?Section 4?A5 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 405 Figure B.87: Strains?Girder 8?Section 4?A6 Figure B.88: Strains?Girder 8?Section 4?A7 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 406 Figure B.89: Strains?Girder 8?Section 4?A8 Figure B.90: Strains?Girder 8?Section 4?A9 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 407 B.1.4 898BBOTTOM-FIBER STRAINS?BOTH GIRDERS Figure B.91: Bottom-fiber strains?A1 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 408 Figure B.92: Bottom-fiber strains?A2 Figure B.93: Bottom-fiber strains?A3 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 409 Figure B.94: Bottom-fiber strains?A4 Figure B.95: Bottom-fiber strains?A5 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 410 Figure B.96: Bottom-fiber strains?A6 Figure B.97: Bottom-fiber strains?A7 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 411 Figure B.98: Bottom-fiber strains?A8 Figure B.99: Bottom-fiber strains?A9 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 412 B.1.4.1 4403BBOTTOM-FIBER STRAINS?GIRDER 7 Figure B.100: Bottom-fiber strains?Girder 7?A1 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 7 - F R P 413 Figure B.101: Bottom-fiber strains?Girder 7?A2 Figure B.102: Bottom-fiber strains?Girder 7?A3 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 7 - F R P - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 7 - F R P 414 Figure B.103: Bottom-fiber strains?Girder 7?A4 Figure B.104: Bottom-fiber strains?Girder 7?A5 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 7 - F R P - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 7 - F R P 415 Figure B.105: Bottom-fiber strains?Girder 7?A6 Figure B.106: Bottom-fiber strains?Girder 7?A7 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 7 - F R P - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 7 - F R P 416 Figure B.107: Bottom-fiber strains?Girder 7?A8 Figure B.108: Bottom-fiber strains?Girder 7?A9 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 7 - F R P - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 7 - F R P 417 B.1.4.2 4404BBOTTOM-FIBER STRAINS?GIRDER 8 Figure B.109: Bottom-fiber strains?Girder 8?A1 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - C o n c r e t e G 8 - F R P 418 Figure B.110: Bottom-fiber strains?Girder 8?A2 Figure B.111: Bottom-fiber strains?Girder 8?A3 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - C o n c r e t e G 8 - F R P - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - C o n c r e t e G 8 - F R P 419 Figure B.112: Bottom-fiber strains?Girder 8?A4 Figure B.113: Bottom-fiber strains?Girder 8?A5 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - C o n c r e t e G 8 - F R P - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - C o n c r e t e G 8 - F R P 420 Figure B.114: Bottom-fiber strains?Girder 8?A6 Figure B.115: Bottom-fiber strains?Girder 8?A7 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - C o n c r e t e G 8 - F R P - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - C o n c r e t e G 8 - F R P 421 Figure B.116: Bottom-fiber strains?Girder 8?A8 Figure B.117: Bottom-fiber strains?Girder 8?A9 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - C o n c r e t e G 8 - F R P - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - C o n c r e t e G 8 - F R P 422 B.2 80BLANE C B.2.1 899BCRACK-OPENING DISPLACEMENTS Figure B.118: Crack-opening displacements?C1 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ack - O p e n i n g D i s p l ace m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 423 Figure B.119: Crack-opening displacements?C2 Figure B.120: Crack-opening displacements?C3 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t anc e f r om C e n t e r o f C ont i n u i t y D i aph r ag m ( i n .) G i r d e r 7 G i r d e r 8 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 424 Figure B.121: Crack-opening displacements?C4 Figure B.122: Crack-opening displacements?C5 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 425 Figure B.123: Crack-opening displacements?C6 Figure B.124: Crack-opening displacements?C7 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ack - O p e n i n g D i s p l ace m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 426 Figure B.125: Crack-opening displacements?C8 Figure B.126: Crack-opening displacements?C9 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 427 B.2.2 900BDEFLECTIONS Figure B.127: Deflections?C1 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 428 Figure B.128: Deflections?C2 Figure B.129: Deflections?C3 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 429 Figure B.130: Deflections?C4 Figure B.131: Deflections?C5 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t anc e f r om C e n t e r o f C ont i n u i t y D i aph r ag m ( i n .) G i r d e r 7 G i r d e r 8 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t anc e f r om C e n t e r o f C ont i n u i t y D i aph r ag m ( i n .) G i r d e r 7 G i r d e r 8 430 Figure B.132: Deflections?C6 Figure B.133: Deflections?C7 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t anc e f r om C e n t e r o f C ont i n u i t y D i aph r ag m ( i n .) G i r d e r 7 G i r d e r 8 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 431 Figure B.134: Deflections?C8 Figure B.135: Deflections?C9 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 432 B.2.3 901BCROSS-SECTION STRAINS B.2.3.1 4405BCROSS-SECTION STRAINS?GIRDER 7 B.2.3.1.1 STRAINS?GIRDER 7?CROSS SECTION 1 Figure B.136: Strains?Girder 7?Section 1?C1 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 433 Figure B.137: Strains?Girder 7?Section 1?C2 Figure B.138: Strains?Girder 7?Section 1?C3 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 434 Figure B.139: Strains?Girder 7?Section 1?C4 Figure B.140: Strains?Girder 7?Section 1?C5 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 435 Figure B.141: Strains?Girder 7?Section 1?C6 Figure B.142: Strains?Girder 7?Section 1?C7 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 436 Figure B.143: Strains?Girder 7?Section 1?C8 Figure B.144: Strains?Girder 7?Section 1?C9 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 437 B.2.3.1.2 STRAINS?GIRDER 7?CROSS SECTION 2 Figure B.145: Strains?Girder 7?Section 2?C1 0 5 10 15 20 25 30 - 160 - 140 - 120 - 100 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 438 Figure B.146: Strains?Girder 7?Section 2?C2 Figure B.147: Strains?Girder 7?Section 2?C3 0 5 10 15 20 25 30 - 160 - 140 - 120 - 100 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 160 - 140 - 120 - 100 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 439 Figure B.148: Strains?Girder 7?Section 2?C4 Figure B.149: Strains?Girder 7?Section 2?C5 0 5 10 15 20 25 30 - 160 - 140 - 120 - 100 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 160 - 140 - 120 - 100 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 440 Figure B.150: Strains?Girder 7?Section 2?C6 Figure B.151: Strains?Girder 7?Section 2?C7 0 5 10 15 20 25 30 - 160 - 140 - 120 - 100 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 160 - 140 - 120 - 100 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 441 Figure B.152: Strains?Girder 7?Section 2?C8 Figure B.153: Strains?Girder 7?Section 2?C9 0 5 10 15 20 25 30 - 160 - 140 - 120 - 100 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 160 - 140 - 120 - 100 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 442 B.2.3.1.3 STRAINS?GIRDER 7?CROSS SECTION 3 Figure B.154: Strains?Girder 7?Section 3?C1 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e 443 Figure B.155: Strains?Girder 7?Section 3?C2 Figure B.156: Strains?Girder 7?Section 3?C3 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e 444 Figure B.157: Strains?Girder 7?Section 3?C4 Figure B.158: Strains?Girder 7?Section 3?C5 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e 445 Figure B.159: Strains?Girder 7?Section 3?C6 Figure B.160: Strains?Girder 7?Section 3?C7 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e 446 Figure B.161: Strains?Girder 7?Section 3?C8 Figure B.162: Strains?Girder 7?Section 3?C9 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e 447 B.2.3.1.4 STRAINS?GIRDER 7?CROSS SECTION 4 Figure B.163: Strains?Girder 7?Section 4?C1 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 448 Figure B.164: Strains?Girder 7?Section 4?C2 Figure B.165: Strains?Girder 7?Section 4?C3 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 449 Figure B.166: Strains?Girder 7?Section 4?C4 Figure B.167: Strains?Girder 7?Section 4?C5 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 450 Figure B.168: Strains?Girder 7?Section 4?C6 Figure B.169: Strains?Girder 7?Section 4?C7 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 451 Figure B.170: Strains?Girder 7?Section 4?C8 Figure B.171: Strains?Girder 7?Section 4?C9 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 452 B.2.3.2 4406BCROSS-SECTION STRAINS?GIRDER 8 B.2.3.2.1 STRAINS?GIRDER 8?CROSS SECTION 1 Figure B.172: Strains?Girder 8?Section 1?C1 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 453 Figure B.173: Strains?Girder 8?Section 1?C2 Figure B.174: Strains?Girder 8?Section 1?C3 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 454 Figure B.175: Strains?Girder 8?Section 1?C4 Figure B.176: Strains?Girder8?Section 1?C5 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 455 Figure B.177: Strains?Girder 8?Section 1?C6 Figure B.178: Strains?Girder 8?Section 1?C7 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x1 0 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 456 Figure B.179: Strains?Girder 8?Section 1?C8 Figure B.180: Strains?Girder 8?Section 1?C9 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x1 0 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x1 0 - 6 i n ./ i n . ) C o n c r e t e F R P 457 B.2.3.2.2 STRAINS?GIRDER 8?CROSS SECTION 2 Figure B.181: Strains?Girder 8?Section 2?C1 0 5 10 15 20 25 30 - 100 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 458 Figure B.182: Strains?Girder 8?Section 2?C2 Figure B.183: Strains?Girder 8?Section 2?C3 0 5 10 15 20 25 30 - 100 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 100 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 459 Figure B.184: Strains?Girder 8?Section 2?C4 Figure B.185: Strains?Girder 8?Section 2?C5 0 5 10 15 20 25 30 - 100 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 100 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 460 Figure B.186: Strains?Girder 8?Section 2?C6 Figure B.187: Strains?Girder 8?Section 2?C7 0 5 10 15 20 25 30 - 100 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 100 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 461 Figure B.188: Strains?Girder 8?Section 2?C8 Figure B.189: Strains?Girder 8?Section 2?C9 0 5 10 15 20 25 30 - 100 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 100 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 462 B.2.3.2.3 STRAINS?GIRDER 8?CROSS SECTION 3 Figure B.190: Strains?Girder 8?Section 3?C1 0 5 10 15 20 25 30 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 463 Figure B.191: Strains?Girder 8?Section 3?C2 Figure B.192: Strains?Girder 8?Section 3?C3 0 5 10 15 20 25 30 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 464 Figure B.193: Strains?Girder 8?Section 3?C4 Figure B.194: Strains?Girder 8?Section 3?C5 0 5 10 15 20 25 30 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 465 Figure B.195: Strains?Girder 8?Section 3?C6 Figure B.196: Strains?Girder 8?Section 3?C7 0 5 10 15 20 25 30 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 466 Figure B.197: Strains?Girder 8?Section 3?C8 Figure B.198: Strains?Girder 8?Section 3?C9 0 5 10 15 20 25 30 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 80 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 467 B.2.3.2.4 STRAINS?GIRDER 8?CROSS SECTION 4 Figure B.199: Strains?Girder 8?Section 4?C1 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 80 100 120 140 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 468 Figure B.200: Strains?Girder 8?Section 4?C2 Figure B.201: Strains?Girder 8?Section 4?C3 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 80 100 120 140 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 80 100 120 140 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 469 Figure B.202: Strains?Girder 8?Section 4?C4 Figure B.203: Strains?Girder 8?Section 4?C5 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 80 100 120 140 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 80 100 120 140 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 470 Figure B.204: Strains?Girder 8?Section 4?C6 Figure B.205: Strains?Girder 8?Section 4?C7 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 80 100 120 140 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 80 100 120 140 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x1 0 - 6 i n ./ i n . ) C o n c r e t e F R P 471 Figure B.206: Strains?Girder 8?Section 4?C8 Figure B.207: Strains?Girder 8?Section 4?C9 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 80 100 120 140 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 80 100 120 140 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x1 0 - 6 i n ./ i n . ) C o n c r e t e F R P 472 B.2.4 902BBOTTOM-FIBER STRAINS?BOTH GIRDERS Figure B.208: Bottom-fiber strains?C1 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 473 Figure B.209: Bottom-fiber strains?C2 Figure B.210: Bottom-fiber strains?C3 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 474 Figure B.211: Bottom-fiber strains?C4 Figure B.212: Bottom-fiber strains?C5 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 475 Figure B.213: Bottom-fiber strains?C6 Figure B.214: Bottom-fiber strains?C7 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 476 Figure B.215: Bottom-fiber strains?C8 Figure B.216: Bottom-fiber strains?C9 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 477 B.2.4.1 4407BBOTTOM-FIBER STRAINS?GIRDER 7 Figure B.217: Bottom-fiber strains?Girder 7?C1 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 7 - F R P 478 Figure B.218: Bottom-fiber strains?Girder 7?C2 Figure B.219: Bottom-fiber strains?Girder 7?C3 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 7 - F R P - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 7 - F R P 479 Figure B.220: Bottom-fiber strains?Girder 7?C4 Figure B.221: Bottom-fiber strains?Girder 7?C5 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 7 - F R P - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 7 - F R P 480 Figure B.222: Bottom-fiber strains?Girder 7?C6 Figure B.223: Bottom-fiber strains?Girder 7?C7 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 7 - F R P - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 7 - F R P 481 Figure B.224: Bottom-fiber strains?Girder 7?C8 Figure B.225: Bottom-fiber strains?Girder 7?C9 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 7 - F R P - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 7 - F R P 482 B.2.4.2 4408BBOTTOM-FIBER STRAINS?GIRDER 8 Figure B.226: Bottom-fiber strains?Girder 8?C1 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - C o n c r e t e G 8 - F R P 483 Figure B.227: Bottom-fiber strains?Girder 8?C2 Figure B.228: Bottom-fiber strains?Girder 8?C3 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - C o n c r e t e G 8 - F R P - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - C o n c r e t e G 8 - F R P 484 Figure B.229: Bottom-fiber strains?Girder 8?C4 Figure B.230: Bottom-fiber strains?Girder 8?C5 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - C o n c r e t e G 8 - F R P - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - C o n c r e t e G 8 - F R P 485 Figure B.231: Bottom-fiber strains?Girder 8?C6 Figure B.232: Bottom-fiber strains?Girder 8?C7 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - C o n c r e t e G 8 - F R P - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - C o n c r e t e G 8 - F R P 486 Figure B.233: Bottom-fiber strains?Girder 8?C8 Figure B.234: Bottom-fiber strains?Girder 8?C9 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - C o n c r e t e G 8 - F R P - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - C o n c r e t e G 8 - F R P 487 Appendix C 16BMULTIPOSITION LOAD TEST?MEASUREMENTS 488 C.1 81BLANE A The following tables represent measurements from the multiposition load test due to traversing Lane A Table C.1: Lane A?crack-opening displacements Girder 903BGage 904BHeight from bottom of girder (in.) 905BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 906BCrack-Opening Displacement (mm) ? closing + opening 907BA1 908BA2 909BA3 910BA4 911BA5 912BA6 913BA7 914BA8 915BA9 916B7 917BCO7_10 918B13.5 919B-50 -0.008 0.010 920B0.016 921B0.024 922B0.014 923B-0.005 924B-0.008 925B-0.015 926B-0.016 927BCO7_11 928B13.5 929B48 930B-0.027 931B-0.023 932B-0.005 933B-0.003 934B-0.003 935B0.022 936B0.041 937B0.012 938B-0.014 939B8 940BCO8_10 941B13.5 942B-40 943B-0.011 944B-0.009 945B-0.006 946B-0.004 947B-0.002 948B-0.004 949B-0.005 950B-0.008 951B-0.009 952BCO8_11 953B13.5 954B56 955B-0.013 956B-0.011 957B-0.004 958B-0.002 959B-0.001 960B0.010 961B0.018 962B0.005 963B-0.005 489 Table C.2: Lane A?deflections Girder 964BGage 965BHeight from bottom of girder (in.) 966BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 967BDeflection (in.) ? downward + upward 968BA1 969BA2 970BA3 971BA4 972BA5 973BA6 974BA7 975BA8 976BA9 977B7 978BD7_10_A 979Bn/a 980B-608 -0.32 -0.20 981B-0.11 982B-0.06 983B-0.02 984B0.01 985B0.02 986B0.04 987B0.04 988BD7_10_B 989Bn/a 990B-308 991B-0.22 992B-0.18 993B-0.11 994B-0.07 995B-0.03 996B0.00 997B0.01 998B0.03 999B0.04 1000BD7_11_C 1001Bn/a 1002B158 1003B0.02 1004B0.01 1005B0.00 1006B-0.02 1007B-0.03 1008B-0.05 1009B-0.08 1010B-0.12 1011B-0.12 1012BD7_11_D 1013Bn/a 1014B308 1015B0.04 1016B0.03 1017B0.00 1018B-0.02 1019B-0.04 1020B-0.07 1021B-0.11 1022B-0.20 1023B-0.22 1024BD7_11_E 1025Bn/a 1026B458 1027B0.05 1028B0.03 1029B0.01 1030B-0.02 1031B0.03 1032B-0.08 1033B-0.12 1034B-0.22 1035B-0.29 1036BD7_11_F 1037Bn/a 1038B608 1039B0.05 1040B0.03 1041B0.01 1042B-0.01 1043B-0.03 1044B-0.07 1045B-0.11 1046B-0.22 1047B-0.33 1048B8 1049BD8_10_A 1050Bn/a 1051B-608 1052B-0.26 1053B-0.16 1054B-0.09 1055B-0.05 1056B-0.02 1057B0.01 1058B0.02 1059B0.04 1060B0.04 1061BD8_10_B 1062Bn/a 1063B-308 1064B-0.17 1065B-0.13 1066B-0.08 1067B-0.05 1068B-0.02 1069B0.00 1070B0.01 1071B0.03 1072B0.03 1073BD8_11_C 1074Bn/a 1075B158 1076B0.02 1077B0.01 1078B0.00 1079B-0.01 1080B-0.02 1081B-0.04 1082B-0.06 1083B-0.09 1084B-0.09 1085BD8_11_D 1086Bn/a 1087B308 1088B0.04 1089B0.03 1090B0.00 1091B-0.01 1092B-0.03 1093B-0.06 1094B-0.08 1095B-0.15 1096B-0.17 1097BD8_11_E 1098Bn/a 1099B458 1100B0.04 1101B0.03 1102B0.01 1103B-0.01 1104B-0.03 1105B-0.06 1106B-0.09 1107B-0.18 1108B-0.23 1109BD8_11_F 1110Bn/a 1111B608 1112B0.04 1113B0.03 1114B0.01 1115B-0.01 1116B-0.02 1117B-0.06 1118B-0.09 1119B-0.17 1120B-0.25 490 Table C.3: Lane A?cross-section strains?Girder 7?Span 10 Section 1121BGage 1122BHeight from bottom of girder (in.) 1123BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 1124BStrain (x10-6in./in.) ? compressive + tensile 1125BA1 1126BA2 1127BA3 1128BA4 1129BA5 1130BA6 1131BA7 1132BA8 1133BA9 1134BGirder 7 1135BCro ss Sec tio n 1136B1 1137BS7_10_1V 1138B28.5 1139B-75 -6 2 1140B3 1141B5 1142B3 1143B-2 1144B-3 1145B-6 1146B-6 1147BS7_10_1W 1148B13.5 1149B-75 1150B-7 1151B4 1152B7 1153B10 1154B4 1155B-4 1156B-6 1157B-11 1158B-12 1159BS7_10_1X 1160B13.5 1161B-75 1162B-6 1163B5 1164B8 1165B11 1166B5 1167B-4 1168B-6 1169B-11 1170B-12 1171BS7_10_1Y 1172B3.0 1173B-75 1174B-11 1175B7 1176B14 1177B18 1178B8 1179B-6 1180B-9 1181B-19 1182B-20 1183BF7_10_1M 1184B0.0 1185B-74 1186B-9 1187B11 1188B16 1189B23 1190B13 1191B-6 1192B-9 1193B-18 1194B-19 1195BGirder 7 1196BCro ss Sec tio n 1197B2 1198BS7_10_2V 1199B28.5 1200B-13 1201B2 1202B3 1203B3 1204B3 1205B3 1206B1 1207B-1 1208B-4 1209B-5 1210BS7_10_2W 1211B13.5 1212B-13 1213B0 1214B-1 1215B-1 1216B-3 1217B-1 1218B1 1219B0 1220B-4 1221B-4 1222BS7_10_2X 1223B13.5 1224B-13 1225B6 1226B4 1227B3 1228B0 1229B2 1230B2 1231B1 1232B-1 1233B-2 1234BS7_10_2Y 1235B3.0 1236B-13 1237B-157 1238B-135 1239B-91 1240B-49 1241B-27 1242B-46 1243B-64 1244B-127 1245B-131 1246BF7_10_2Z 1247B3.0 1248B-14 1249B-39 1250B-27 1251B-16 1252B-7 1253B-3 1254B-12 1255B-17 1256B-29 1257B-27 491 Table C.4: Lane A?cross-section strains?Girder 7?Span 11 Section 1258BGage 1259BHeight from bottom of girder (in.) 1260BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 1261BStrain (x10-6in./in.) ? compressive + tensile 1262BA1 1263BA2 1264BA3 1265BA4 1266BA5 1267BA6 1268BA7 1269BA8 1270BA9 1271BGirder 7 1272BCro ss Sec tio n 1273B3 1274BS7_11_3V 1275B28.5 1276B13 -7 -4 1277B-3 1278B-1 1279B0 1280B1 1281B-2 1282B-2 1283B-2 1284BS7_11_3W 1285B13.5 1286B13 1287B-17 1288B-10 1289B0 1290B4 1291B7 1292B12 1293B9 1294B2 1295B-2 1296BS7_11_3X 1297B13.5 1298B13 1299B-8 1300B-2 1301B1 1302B4 1303B7 1304B6 1305B2 1306B4 1307B4 1308BS7_11_3Y 1309B3.0 1310B13 1311B-11 1312B-8 1313B-5 1314B-7 1315B-2 1316B-3 1317B-6 1318B-15 1319B-17 1320BS7_11_3Z 1321B3.0 1322B13 1323B-10 1324B-8 1325B-6 1326B-5 1327B-4 1328B-6 1329B-9 1330B-13 1331B-11 1332BGirder 7 1333BCro ss Sec tio n 1334B4 1335BS7_11_4V 1336B28.5 1337B75 1338B-2 1339B-1 1340B0 1341B-2 1342B-2 1343B-2 1344B-5 1345B-8 1346B-6 1347BS7_11_4W 1348B13.5 1349B75 1350B-10 1351B-7 1352B-3 1353B-1 1354B-1 1355B4 1356B5 1357B-3 1358B-8 1359BS7_11_4X 1360B13.5 1361B75 1362B-11 1363B-8 1364B-2 1365B-1 1366B-1 1367B5 1368B6 1369B-2 1370B-8 1371BS7_11_4Y 1372B3.0 1373B75 1374B-17 1375B-13 1376B-2 1377B0 1378B1 1379B13 1380B22 1381B6 1382B-8 1383BF7_11_4M 1384B0.0 1385B74 1386B-21 1387B-16 1388B-3 1389B0 1390B1 1391B17 1392B28 1393B8 1394B9 492 Table C.5: Lane A?cross-section strains?Girder 8?Span 10 Section 1395BGage 1396BHeight from bottom of girder (in.) 1397BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 1398BStrain (x10-6in./in.) ? compressive + tensile 1399BA1 1400BA2 1401BA3 1402BA4 1403BA5 1404BA6 1405BA7 1406BA8 1407BA9 1408BGirder 8 1409BCro ss Sec tio n 1410B1 1411BS8_10_1V 1412B28.5 1413B-75 -5 -2 1414B-1 1415B0 1416B0 1417B-3 1418B-3 1419B-5 1420B-6 1421BS8_10_1W 1422B13.5 1423B-75 1424B-7 1425B1 1426B3 1427B5 1428B2 1429B-4 1430B-6 1431B-11 1432B-12 1433BS8_10_1X 1434B13.5 1435B-75 1436B-9 1437B1 1438B3 1439B7 1440B4 1441B-4 1442B-7 1443B-12 1444B-12 1445BF8_10_1Y 1446B3.0 1447B-74 1448B-5 1449B1 1450B2 1451B3 1452B1 1453B-3 1454B-4 1455B-8 1456B-8 1457BS8_10_1M 1458B0.0 1459B-75 1460B-11 1461B4 1462B7 1463B13 1464B7 1465B-6 1466B-9 1467B-16 1468B-17 1469BF8_10_1M 1470B0.0 1471B-74 1472B-4 1473B5 1474B6 1475B10 1476B5 1477B-4 1478B-6 1479B-11 1480B-11 1481BGirder 8 1482BCro ss Sec tio n 1483B2 1484BS8_10_2V 1485B28.5 1486B-13 1487B0 1488B1 1489B1 1490B1 1491B2 1492B0 1493B-1 1494B-3 1495B-4 1496BS8_10_2W 1497B13.5 1498B-13 1499B2 1500B4 1501B3 1502B3 1503B2 1504B-1 1505B-2 1506B-7 1507B-9 1508BS8_10_2X 1509B13.5 1510B-13 1511B4 1512B6 1513B5 1514B3 1515B4 1516B1 1517B-2 1518B-6 1519B-8 1520BF8_10_2Y 1521B3.0 1522B-14 1523B-32 1524B-21 1525B-14 1526B-10 1527B-7 1528B-14 1529B-18 1530B-28 1531B-30 1532BF8_10_2Z 1533B3.0 1534B-14 1535B-28 1536B-19 1537B-11 1538B-5 1539B-2 1540B-4 1541B-8 1542B-13 1543B-13 493 Table C.6: Lane A?cross-section strains?Girder 8?Span 11 Section 1544BGage 1545BHeight from bottom of girder (in.) 1546BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 1547BStrain (x10-6in./in.) ? compressive + tensile 1548BA1 1549BA2 1550BA3 1551BA4 1552BA5 1553BA6 1554BA7 1555BA8 1556BA9 1557BGirder 8 1558BCro ss Sec tio n 1559B3 1560BS8_11_3V 1561B28.5 1562B13 -42 -35 1563B-26 1564B-22 1565B-17 1566B-13 1567B-17 1568B-26 1569B-32 1570BS8_11_3W 1571B13.5 1572B13 1573B-18 1574B-10 1575B-5 1576B-1 1577B1 1578B0 1579B-3 1580B-6 1581B-7 1582BS8_11_3X 1583B13.5 1584B13 1585B-31 1586B-21 1587B-5 1588B-2 1589B2 1590B15 1591B17 1592B-1 1593B-14 1594BF8_11_3Y 1595B3.0 1596B14 1597B-33 1598B-25 1599B-15 1600B-11 1601B-7 1602B-2 1603B-5 1604B-15 1605B-22 1606BF8_11_3Z 1607B3.0 1608B14 1609B-28 1610B-22 1611B-17 1612B-15 1613B-12 1614B-12 1615B-22 1616B-48 1617B-49 1618BGirder 8 1619BCro ss Sec tio n 1620B4 1621BS8_11_4V 1622B28.5 1623B75 1624B-4 1625B-2 1626B-2 1627B-4 1628B-4 1629B-5 1630B-12 1631B-16 1632B-12 1633BS8_11_4W 1634B13.5 1635B75 1636B-11 1637B-8 1638B-4 1639B-3 1640B-2 1641B0 1642B-2 1643B-8 1644B-12 1645BS8_11_4X 1646B13.5 1647B75 1648B-9 1649B-16 1650B-2 1651B-3 1652B-1 1653B3 1654B2 1655B-2 1656B-5 1657BF8_11_4Y 1658B3.0 1659B74 1660B-11 1661B-8 1662B-3 1663B-1 1664B0 1665B4 1666B6 1667B1 1668B-5 1669BS8_11_4M 1670B0.0 1671B75 1672B-39 1673B-32 1674B-11 1675B-4 1676B-1 1677B27 1678B58 1679B26 1680B-7 1681BF8_11_4M 1682B0.0 1683B74 1684B-23 1685B-18 1686B-6 1687B-1 1688B0 1689B14 1690B25 1691B9 1692B-6 494 Table C.7: Lane A?bottom-fiber strains?Girder 7 Span 1693BGage 1694BHeight from bottom of girder (in.) 1695BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 1696BStrain (x10-6in./in.) ? compressive + tensile 1697BA1 1698BA2 1699BA3 1700BA4 1701BA5 1702BA6 1703BA7 1704BA8 1705BA9 1706B10 1707BF7_10_1M 1708B0 1709B-74 -9 11 1710B16 1711B23 1712B13 1713B-6 1714B-9 1715B-18 1716B-19 1717BF7_10_CK 1718B0 1719B-47 1720B-87 1721B21 1722B58 1723B108 1724B73 1725B-33 1726B-60 1727B-125 1728B-132 1729B11 1730BF7_11_CK 1731B0 1732B47 1733B-148 1734B-119 1735B-36 1736B-25 1737B-13 1738B90 1739B128 1740B-8 1741B-93 1742BF7_11_4M 1743B0 1744B74 1745B-21 1746B-16 1747B-3 1748B0 1749B1 1750B17 1751B28 1752B8 1753B-9 1754BF7_11_5M 1755B0 1756B104 1757B-20 1758B-15 1759B-3 1760B3 1761B3 1762B17 1763B32 1764B14 1765B-5 1766BS7_11_5M 1767B0 1768B105 1769B-18 1770B-15 1771B-3 1772B2 1773B3 1774B15 1775B29 1776B13 1777B-5 1778BS7_11_6M 1779B0 1780B273 1781B-19 1782B-15 1783B-6 1784B4 1785B12 1786B30 1787B42 1788B84 1789B35 1790BS7_11_7M 1791B0 1792B441 1793B-14 1794B-11 1795B-3 1796B4 1797B9 1798B22 1799B36 1800B69 1801B75 1802BS7_11_8M 1803B0 1804B609 1805B-8 1806B-6 1807B-3 1808B1 1809B4 1810B10 1811B16 1812B40 1813B75 495 Table C.8: Lane A?bottom-fiber strains?Girder 8 Span 1814BGage 1815BHeight from bottom of girder (in.) 1816BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 1817BStrain (x10-6in./in.) ? compressive + tensile 1818BA1 1819BA2 1820BA3 1821BA4 1822BA5 1823BA6 1824BA7 1825BA8 1826BA9 1827B10 1828BS8_10_1M 1829B0 1830B-75 -11 4 1831B7 1832B13 1833B7 1834B-6 1835B-9 1836B-16 1837B-17 1838BF8_10_1M 1839B0 1840B-74 1841B-4 1842B5 1843B6 1844B10 1845B5 1846B-4 1847B-6 1848B-11 1849B-11 1850BF8_10_CK 1851B0 1852B-41 1853B-104 1854B-17 1855B8 1856B53 1857B41 1858B-42 1859B-71 1860B-126 1861B-139 1862B11 1863BF8_11_CK 1864B0 1865B52 1866B-65 1867B-51 1868B-21 1869B-17 1870B-10 1871B21 1872B27 1873B-18 1874B-44 1875BF8_11_4M 1876B0 1877B74 1878B-23 1879B-18 1880B-6 1881B-1 1882B0 1883B14 1884B25 1885B9 1886B-6 1887BS8_11_4M 1888B0 1889B75 1890B-39 1891B-32 1892B-11 1893B-4 1894B-1 1895B27 1896B58 1897B26 1898B-7 1899BF8_11_5M 1900B0 1901B104 1902B-20 1903B-14 1904B-3 1905B1 1906B2 1907B11 1908B22 1909B9 1910B-4 1911BS8_11_5M 1912B0 1913B105 1914B-18 1915B-14 1916B-4 1917B1 1918B1 1919B10 1920B20 1921B7 1922B-5 1923BS8_11_6M 1924B0 1925B273 1926B-15 1927B-11 1928B-4 1929B3 1930B9 1931B21 1932B28 1933B56 1934B26 1935BS8_11_7M 1936B0 1937B441 1938B-11 1939B-8 1940B-3 1941B2 1942B6 1943B17 1944B27 1945B54 1946B61 1947BS8_11_8M 1948B0 1949B609 1950B-8 1951B-6 1952B-3 1953B1 1954B4 1955B10 1956B16 1957B40 1958B75 496 Table C.9: Lane A?FRP strains?Girder 7 Span 1959BGage 1960BHeight from bottom of girder (in.) 1961BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 1962BStrain (x10-6in./in.) ? compressive + tensile 1963BA1 1964BA2 1965BA3 1966BA4 1967BA5 1968BA6 1969BA7 1970BA8 1971BA9 1972B10 1973BF7_10_1M 1974B0 1975B-74 -9 11 1976B16 1977B23 1978B13 1979B-6 1980B-9 1981B-18 1982B-19 1983BF7_10_CK 1984B0 1985B-47 1986B-87 1987B21 1988B58 1989B108 1990B73 1991B-33 1992B-60 1993B-125 1994B-132 1995BF7_10_2Z 1996B3 1997B-13 1998B-39 1999B-27 2000B-16 2001B-7 2002B-3 2003B-12 2004B-17 2005B-29 2006B-27 2007B11 2008BF7_11_CK 2009B0 2010B47 2011B-148 2012B-119 2013B-36 2014B-25 2015B-13 2016B90 2017B128 2018B-8 2019B-93 2020BF7_11_4M 2021B0 2022B74 2023B-21 2024B-16 2025B-3 2026B0 2027B1 2028B17 2029B28 2030B8 2031B-9 2032BF7_11_5M 2033B0 2034B104 2035B-20 2036B-15 2037B-3 2038B3 2039B3 2040B17 2041B32 2042B14 2043B-5 497 Table C.10: Lane A?FRP strains?Girder 8 Span 2044BGage 2045BHeight from bottom of girder (in.) 2046BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 2047BStrain (x10-6in./in.) ? compressive + tensile 2048BA1 2049BA2 2050BA3 2051BA4 2052BA5 2053BA6 2054BA7 2055BA8 2056BA9 2057B10 2058BF8_10_1Y 2059B3 2060B-74 2061B-5 2062B1 2063B2 2064B3 2065B1 2066B-3 2067B-4 2068B-8 2069B-8 2070BF8_10_1M 2071B0 2072B-74 2073B-4 2074B5 2075B6 2076B10 2077B5 2078B-4 2079B-6 2080B-11 2081B-11 2082BF8_10_CK 2083B0 2084B-41 2085B-104 2086B-17 2087B8 2088B53 2089B41 2090B-42 2091B-71 2092B-126 2093B-139 2094BF8_10_2Y 2095B3 2096B-14 2097B-32 2098B-21 2099B-14 2100B-10 2101B-7 2102B-14 2103B-18 2104B-28 2105B-30 2106BF8_10_2Z 2107B3 2108B-14 2109B-28 2110B-19 2111B-11 2112B-5 2113B-2 2114B-4 2115B-8 2116B-13 2117B-13 2118B11 2119BF8_11_3Y 2120B3 2121B14 2122B-33 2123B-25 2124B-15 2125B-11 2126B-7 2127B-2 2128B-5 2129B-15 2130B-22 2131BF8_11_3Z 2132B3 2133B14 2134B-28 2135B-22 2136B-17 2137B-15 2138B-12 2139B-12 2140B-22 2141B-48 2142B-49 2143BF8_11_CK 2144B0 2145B52 2146B-65 2147B-51 2148B-21 2149B-17 2150B-10 2151B21 2152B27 2153B-18 2154B-44 2155BF8_11_4Y 2156B3 2157B74 2158B-11 2159B-8 2160B-3 2161B-1 2162B0 2163B4 2164B6 2165B1 2166B-5 2167BF8_11_4M 2168B0 2169B74 2170B-23 2171B-18 2172B-6 2173B-1 2174B0 2175B14 2176B25 2177B9 2178B-6 2179BF8_11_5M 2180B0 2181B104 2182B-20 2183B-14 2184B-3 2185B1 2186B2 2187B11 2188B22 2189B9 2190B-4 498 C.2 82BLANE C The following tables represent measurements from the multiposition load test due to traversing Lane C. Table C.11: Lane C?crack-opening displacements Girder 2191BGage 2192BHeight from bottom of girder (in.) 2193BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 2194BCrack-Opening Displacement (mm) ? closing + opening 2195BC1 2196BC2 2197BC3 2198BC4 2199BC5 2200BC6 2201BC7 2202BC8 2203BC9 2204B7 2205BCO7_10 2206B13.5 2207B-50 -0.003 0.010 2208B0.016 2209B0.022 2210B0.011 2211B-0.006 2212B-0.009 2213B-0.015 2214B-0.017 2215BCO7_11 2216B13.5 2217B48 2218B-0.025 2219B-0.022 2220B-0.008 2221B-0.006 2222B-0.004 2223B0.020 2224B0.039 2225B0.015 2226B-0.008 2227B8 2228BCO8_10 2229B13.5 2230B-40 2231B-0.016 2232B-0.013 2233B-0.008 2234B-0.005 2235B-0.002 2236B-0.005 2237B-0.008 2238B-0.015 2239B-0.015 2240BCO8_11 2241B13.5 2242B56 2243B-0.020 2244B-0.018 2245B-0.007 2246B-0.004 2247B-0.002 2248B0.017 2249B0.032 2250B0.011 2251B-0.007 499 Table C.12: Lane C?deflections Girder 2252BGage 2253BHeight from bottom of girder (in.) 2254BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 2255BDeflection (in.) ? downward + upward 2256BC1 2257BC2 2258BC3 2259BC4 2260BC5 2261BC6 2262BC7 2263BC8 2264BC9 2265B7 2266BD7_10_A 2267Bn/a 2268B-608 -0.29 -0.18 2269B-0.10 2270B-0.05 2271B-0.02 2272B0.01 2273B0.02 2274B0.03 2275B0.04 2276BD7_10_B 2277Bn/a 2278B-308 2279B-0.20 2280B-0.17 2281B-0.10 2282B-0.06 2283B-0.03 2284B0.00 2285B0.01 2286B0.03 2287B0.03 2288BD7_11_C 2289Bn/a 2290B158 2291B0.02 2292B0.01 2293B0.00 2294B-0.02 2295B-0.02 2296B-0.05 2297B-0.07 2298B-0.11 2299B-0.11 2300BD7_11_D 2301Bn/a 2302B308 2303B0.04 2304B0.03 2305B0.00 2306B-0.02 2307B-0.03 2308B-0.07 2309B-0.10 2310B-0.19 2311B-0.21 2312BD7_11_E 2313Bn/a 2314B458 2315B0.04 2316B0.03 2317B0.00 2318B-0.02 2319B-0.03 2320B-0.07 2321B-0.11 2322B-0.21 2323B-0.27 2324BD7_11_F 2325Bn/a 2326B608 2327B0.04 2328B0.03 2329B0.00 2330B-0.02 2331B-0.03 2332B-0.07 2333B-0.11 2334B-0.22 2335B-0.31 2336B8 2337BD8_10_A 2338Bn/a 2339B-608 2340B-0.35 2341B-0.21 2342B-0.12 2343B-0.06 2344B-0.02 2345B0.01 2346B0.02 2347B0.04 2348B0.05 2349BD8_10_B 2350Bn/a 2351B-308 2352B-0.22 2353B-0.18 2354B-0.11 2355B-0.06 2356B-0.03 2357B0.01 2358B0.02 2359B0.04 2360B0.04 2361BD8_11_C 2362Bn/a 2363B158 2364B0.03 2365B0.02 2366B0.00 2367B-0.02 2368B-0.03 2369B-0.05 2370B-0.08 2371B-0.13 2372B-0.13 2373BD8_11_D 2374Bn/a 2375B308 2376B0.04 2377B0.03 2378B0.00 2379B-0.02 2380B-0.04 2381B-0.08 2382B-0.12 2383B-0.22 2384B-0.24 2385BD8_11_E 2386Bn/a 2387B458 2388B0.05 2389B0.03 2390B0.01 2391B-0.02 2392B-0.04 2393B-0.09 2394B-0.13 2395B-0.26 2396B-0.33 2397BD8_11_F 2398Bn/a 2399B608 2400B0.05 2401B0.04 2402B0.01 2403B-0.02 2404B-0.03 2405B-0.08 2406B-0.12 2407B-0.25 2408B-0.35 500 Table C.13: Lane C?cross-section strains?Girder 7?Span 10 Section 2409BGage 2410BHeight from bottom of girder (in.) 2411BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 2412BStrain (x10-6in./in.) ? compressive + tensile 2413BC1 2414BC2 2415BC3 2416BC4 2417BC5 2418BC6 2419BC7 2420BC8 2421BC9 2422BGirder 7 2423BCro ss Sec tio n 2424B1 2425BS7_10_1V 2426B28.5 2427B-75 -4 1 2428B2 2429B4 2430B2 2431B-4 2432B-3 2433B-5 2434B-6 2435BS7_10_1W 2436B13.5 2437B-75 2438B-5 2439B4 2440B8 2441B9 2442B4 2443B-4 2444B-5 2445B-10 2446B-11 2447BS7_10_1X 2448B13.5 2449B-75 2450B-5 2451B3 2452B7 2453B9 2454B4 2455B-4 2456B-5 2457B-9 2458B-10 2459BS7_10_1Y 2460B3.0 2461B-75 2462B-8 2463B7 2464B15 2465B18 2466B7 2467B-6 2468B-9 2469B-17 2470B-18 2471BF7_10_1M 2472B0.0 2473B-74 2474B-6 2475B9 2476B15 2477B22 2478B11 2479B-5 2480B-8 2481B-16 2482B-17 2483BGirder 7 2484BCro ss Sec tio n 2485B2 2486BS7_10_2V 2487B28.5 2488B-13 2489B2 2490B3 2491B2 2492B2 2493B2 2494B1 2495B-1 2496B-3 2497B-4 2498BS7_10_2W 2499B13.5 2500B-13 2501B2 2502B2 2503B1 2504B-1 2505B-1 2506B1 2507B0 2508B-3 2509B-4 2510BS7_10_2X 2511B13.5 2512B-13 2513B4 2514B2 2515B1 2516B-1 2517B1 2518B2 2519B1 2520B-1 2521B-2 2522BS7_10_2Y 2523B3.0 2524B-13 2525B-154 2526B-135 2527B-87 2528B-45 2529B-24 2530B-37 2531B-47 2532B-99 2533B-105 2534BF7_10_2Z 2535B3.0 2536B-14 2537B-18 2538B-9 2539B-6 2540B-2 2541B0 2542B-10 2543B-16 2544B-28 2545B-27 501 Table C.14: Lane C?cross-section strains?Girder 7?Span 11 Section 2546BGage 2547BHeight from bottom of girder (in.) 2548BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 2549BStrain (x10-6in./in.) ? compressive + tensile 2550BC1 2551BC2 2552BC3 2553BC4 2554BC5 2555BC6 2556BC7 2557BC8 2558BC9 2559BGirder 7 2560BCro ss Sec tio n 2561B3 2562BS7_11_3V 2563B28.5 2564B13 -7 -5 2565B-3 2566B-2 2567B0 2568B0 2569B-3 2570B-3 2571B-2 2572BS7_11_3W 2573B13.5 2574B13 2575B-14 2576B-8 2577B-1 2578B2 2579B6 2580B9 2581B7 2582B1 2583B-2 2584BS7_11_3X 2585B13.5 2586B13 2587B-7 2588B-3 2589B-1 2590B2 2591B6 2592B4 2593B0 2594B2 2595B3 2596BS7_11_3Y 2597B3.0 2598B13 2599B-11 2600B-9 2601B-6 2602B-5 2603B-6 2604B-6 2605B-9 2606B-17 2607B-20 2608BS7_11_3Z 2609B3.0 2610B13 2611B-11 2612B-9 2613B-6 2614B-5 2615B-3 2616B-3 2617B-5 2618B-6 2619B-7 2620BGirder 7 2621BCro ss Sec tio n 2622B4 2623BS7_11_4V 2624B28.5 2625B75 2626B-2 2627B-2 2628B0 2629B-1 2630B-1 2631B0 2632B-3 2633B-5 2634B-4 2635BS7_11_4W 2636B13.5 2637B75 2638B-9 2639B-7 2640B-2 2641B-2 2642B-1 2643B4 2644B6 2645B-1 2646B-6 2647BS7_11_4X 2648B13.5 2649B75 2650B-9 2651B-7 2652B-3 2653B-3 2654B-2 2655B3 2656B4 2657B-3 2658B-8 2659BS7_11_4Y 2660B3.0 2661B75 2662B-15 2663B-12 2664B-3 2665B0 2666B1 2667B13 2668B23 2669B8 2670B-6 2671BF7_11_4M 2672B0.0 2673B74 2674B-18 2675B-14 2676B-4 2677B-2 2678B-1 2679B14 2680B25 2681B7 2682B-8 502 Table C.15: Lane C?cross-section strains?Girder 8?Span 10 Section 2683BGage 2684BHeight from bottom of girder (in.) 2685BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 2686BStrain (x10-6in./in.) ? compressive + tensile 2687BC1 2688BC2 2689BC3 2690BC4 2691BC5 2692BC6 2693BC7 2694BC8 2695BC9 2696BGirder 8 2697BCro ss Sec tio n 2698B1 2699BS8_10_1V 2700B28.5 2701B-75 -10 -3 2702B0 2703B3 2704B1 2705B-4 2706B-5 2707B-9 2708B-10 2709BS8_10_1W 2710B13.5 2711B-75 2712B-13 2713B1 2714B7 2715B10 2716B4 2717B-6 2718B-10 2719B-18 2720B-19 2721BS8_10_1X 2722B13.5 2723B-75 2724B-14 2725B0 2726B6 2727B11 2728B5 2729B-6 2730B-10 2731B-18 2732B-19 2733BF8_10_1Y 2734B3.0 2735B-74 2736B-9 2737B2 2738B8 2739B10 2740B5 2741B-4 2742B-7 2743B-13 2744B-14 2745BS8_10_1M 2746B0.0 2747B-75 2748B-15 2749B7 2750B14 2751B23 2752B11 2753B-9 2754B-14 2755B-25 2756B-27 2757BF8_10_1M 2758B0.0 2759B-74 2760B-10 2761B5 2762B10 2763B16 2764B9 2765B-5 2766B-9 2767B-16 2768B-17 2769BGirder 8 2770BCro ss Sec tio n 2771B2 2772BS8_10_2V 2773B28.5 2774B-13 2775B0 2776B2 2777B2 2778B3 2779B3 2780B0 2781B-2 2782B-5 2783B-6 2784BS8_10_2W 2785B13.5 2786B-13 2787B1 2788B5 2789B5 2790B5 2791B4 2792B-1 2793B-4 2794B-12 2795B-15 2796BS8_10_2X 2797B13.5 2798B-13 2799B4 2800B6 2801B6 2802B4 2803B6 2804B2 2805B-2 2806B-10 2807B-12 2808BF8_10_2Y 2809B3.0 2810B-14 2811B-74 2812B-51 2813B-30 2814B-19 2815B-10 2816B-19 2817B-26 2818B-47 2819B-46 2820BF8_10_2Z 2821B3.0 2822B-14 2823B-26 2824B-18 2825B-10 2826B-4 2827B0 2828B-5 2829B-12 2830B-23 2831B-23 503 Table C.16: Lane C?cross-section strains?Girder 8?Span 11 Section 2832BGage 2833BHeight from bottom of girder (in.) 2834BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 2835BStrain (x10-6in./in.) ? compressive + tensile 2836BC1 2837BC2 2838BC3 2839BC4 2840BC5 2841BC6 2842BC7 2843BC8 2844BC9 2845BGirder 8 2846BCro ss Sec tio n 2847B3 2848BS8_11_3V 2849B28.5 2850B13 -65 -57 2851B-43 2852B-36 2853B-27 2854B-17 2855B-25 2856B-42 2857B-51 2858BS8_11_3W 2859B13.5 2860B13 2861B-27 2862B-18 2863B-9 2864B-3 2865B2 2866B1 2867B-7 2868B-15 2869B-16 2870BS8_11_3X 2871B13.5 2872B13 2873B-54 2874B-40 2875B-9 2876B-3 2877B5 2878B25 2879B28 2880B-2 2881B-22 2882BF8_11_3Y 2883B3.0 2884B14 2885B-45 2886B-38 2887B-23 2888B-17 2889B-11 2890B-5 2891B-14 2892B-45 2893B-54 2894BF8_11_3Z 2895B3.0 2896B14 2897B-44 2898B-37 2899B-25 2900B-22 2901B-15 2902B-11 2903B-25 2904B-53 2905B-53 2906BGirder 8 2907BCro ss Sec tio n 2908B4 2909BS8_11_4V 2910B28.5 2911B75 2912B-6 2913B-5 2914B-3 2915B-6 2916B-5 2917B-6 2918B-17 2919B-23 2920B-16 2921BS8_11_4W 2922B13.5 2923B75 2924B-17 2925B-13 2926B-5 2927B-4 2928B-2 2929B3 2930B2 2931B-11 2932B-16 2933BS8_11_4X 2934B13.5 2935B75 2936B-12 2937B-9 2938B-3 2939B-4 2940B-2 2941B1 2942B-2 2943B-11 2944B-14 2945BF8_11_4Y 2946B3.0 2947B74 2948B-16 2949B-12 2950B-3 2951B-1 2952B0 2953B10 2954B17 2955B0 2956B-10 2957BS8_11_4M 2958B0.0 2959B75 2960B-56 2961B-48 2962B-13 2963B-4 2964B2 2965B56 2966B121 2967B32 2968B-23 2969BF8_11_4M 2970B0.0 2971B74 2972B-31 2973B-25 2974B-6 2975B-2 2976B1 2977B26 2978B52 2979B14 2980B-13 504 Table C.17: Lane C?bottom-fiber strains?Girder 7 Span 2981BGage 2982BHeight from bottom of girder (in.) 2983BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 2984BStrain (x10-6in./in.) ? compressive + tensile 2985BC1 2986BC2 2987BC3 2988BC4 2989BC5 2990BC6 2991BC7 2992BC8 2993BC9 2994B10 2995BF7_10_1M 2996B0 2997B-74 -6 9 2998B15 2999B22 3000B11 3001B-5 3002B-8 3003B-16 3004B-17 3005BF7_10_CK 3006B0 3007B-47 3008B-67 3009B14 3010B51 3011B95 3012B59 3013B-37 3014B-60 3015B-115 3016B-122 3017B11 3018BF7_11_CK 3019B0 3020B47 3021B-132 3022B-110 3023B-46 3024B-34 3025B-21 3026B76 3027B116 3028B-8 3029B-82 3030BF7_11_4M 3031B0 3032B74 3033B-18 3034B-14 3035B-4 3036B-2 3037B-1 3038B14 3039B25 3040B7 3041B-8 3042BF7_11_5M 3043B0 3044B104 3045B-17 3046B-13 3047B-4 3048B1 3049B0 3050B12 3051B28 3052B12 3053B-4 3054BS7_11_5M 3055B0 3056B105 3057B-16 3058B-13 3059B-4 3060B0 3061B1 3062B14 3063B27 3064B12 3065B-4 3066BS7_11_6M 3067B0 3068B273 3069B-18 3070B-14 3071B-5 3072B3 3073B10 3074B25 3075B37 3076B79 3077B34 3078BS7_11_7M 3079B0 3080B441 3081B-12 3082B-11 3083B-4 3084B2 3085B7 3086B14 3087B31 3088B63 3089B71 3090BS7_11_8M 3091B0 3092B609 3093B-9 3094B-8 3095B-2 3096B3 3097B7 3098B15 3099B24 3100B52 3101B105 505 Table C.18: Lane C?bottom-fiber strains?Girder 8 Span 3102BGage 3103BHeight from bottom of girder (in.) 3104BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 3105BStrain (x10-6in./in.) ? compressive + tensile 3106BC1 3107BC2 3108BC3 3109BC4 3110BC5 3111BC6 3112BC7 3113BC8 3114BC9 3115B10 3116BS8_10_1M 3117B0 3118B-75 -15 7 3119B14 3120B23 3121B11 3122B-9 3123B-14 3124B-25 3125B-27 3126BF8_10_1M 3127B0 3128B-74 3129B-10 3130B5 3131B10 3132B16 3133B9 3134B-5 3135B-9 3136B-16 3137B-17 3138BF8_10_CK 3139B0 3140B-41 3141B-165 3142B-30 3143B32 3144B113 3145B82 3146B-58 3147B-108 3148B-211 3149B-222 3150B11 3151BF8_11_CK 3152B0 3153B52 3154B-100 3155B-87 3156B-38 3157B-30 3158B-18 3159B44 3160B56 3161B-21 3162B-67 3163BF8_11_4M 3164B0 3165B74 3166B-31 3167B-25 3168B-6 3169B-2 3170B1 3171B26 3172B52 3173B14 3174B-13 3175BS8_11_4M 3176B0 3177B75 3178B-56 3179B-48 3180B-13 3181B-4 3182B2 3183B56 3184B121 3185B32 3186B-23 3187BF8_11_5M 3188B0 3189B104 3190B-29 3191B-22 3192B-4 3193B1 3194B1 3195B16 3196B32 3197B10 3198B-12 3199BS8_11_5M 3200B0 3201B105 3202B-26 3203B-21 3204B-5 3205B1 3206B2 3207B17 3208B32 3209B10 3210B-11 3211BS8_11_6M 3212B0 3213B273 3214B-20 3215B-16 3216B-4 3217B7 3218B16 3219B34 3220B46 3221B91 3222B38 3223BS8_11_7M 3224B0 3225B441 3226B-16 3227B-13 3228B-4 3229B 3230B9 3231B23 3232B39 3233B82 3234B87 3235BS8_11_8M 3236B0 3237B609 3238B-10 3239B-7 3240B-2 3241B2 3242B6 3243B14 3244B24 3245B58 3246B113 506 Table C.19: Lane C?FRP strains?Girder 7 Span 3247BGage 3248BHeight from bottom of girder (in.) 3249BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 3250BStrain (x10-6in./in.) ? compressive + tensile 3251BC1 3252BC2 3253BC3 3254BC4 3255BC5 3256BC6 3257BC7 3258BC8 3259BC9 3260B10 3261BF7_10_1M 3262B0 3263B-74 -6 9 3264B15 3265B22 3266B11 3267B-5 3268B-8 3269B-16 3270B-17 3271BF7_10_CK 3272B0 3273B-47 3274B-67 3275B14 3276B51 3277B95 3278B59 3279B-37 3280B-60 3281B-115 3282B-122 3283BF7_10_2Z 3284B3 3285B-14 3286B-18 3287B-9 3288B-6 3289B-2 3290B0 3291B-10 3292B-16 3293B-28 3294B-27 3295B11 3296BF7_11_CK 3297B0 3298B47 3299B-132 3300B-110 3301B-46 3302B-34 3303B-21 3304B76 3305B116 3306B-8 3307B-82 3308BF7_11_4M 3309B0 3310B74 3311B-18 3312B-14 3313B-4 3314B-2 3315B-1 3316B14 3317B25 3318B7 3319B-8 3320BF7_11_5M 3321B0 3322B104 3323B-17 3324B-13 3325B-4 3326B1 3327B0 3328B12 3329B28 3330B12 3331B-4 507 Table C.20: Lane C?FRP strains?Girder 8 Span 3332BGage 3333BHeight from bottom of girder (in.) 3334BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 3335BStrain (x10-6in./in.) ? compressive + tensile 3336BC1 3337BC2 3338BC3 3339BC4 3340BC5 3341BC6 3342BC7 3343BC8 3344BC9 3345B10 3346BF8_10_1Y 3347B3 3348B-74 3349B-9 3350B2 3351B8 3352B10 3353B5 3354B-4 3355B-7 3356B-13 3357B-14 3358BF8_10_1M 3359B0 3360B-74 3361B-10 3362B5 3363B10 3364B16 3365B9 3366B-5 3367B-9 3368B-16 3369B-17 3370BF8_10_CK 3371B0 3372B-41 3373B-165 3374B-30 3375B32 3376B113 3377B82 3378B-58 3379B-108 3380B-211 3381B-222 3382BF8_10_2Y 3383B3 3384B-14 3385B-74 3386B-51 3387B-30 3388B-19 3389B-10 3390B-19 3391B-26 3392B-47 3393B-46 3394BF8_10_2Z 3395B3 3396B-14 3397B-26 3398B-18 3399B-10 3400B-4 3401B0 3402B-5 3403B-12 3404B-23 3405B-23 3406B11 3407BF8_11_3Y 3408B3 3409B14 3410B-45 3411B-38 3412B-23 3413B-17 3414B-11 3415B-5 3416B-14 3417B-45 3418B-54 3419BF8_11_3Z 3420B3 3421B14 3422B-44 3423B-37 3424B-25 3425B-22 3426B-15 3427B-11 3428B-25 3429B-53 3430B-53 3431BF8_11_CK 3432B0 3433B52 3434B-100 3435B-87 3436B-38 3437B-30 3438B-18 3439B44 3440B56 3441B-21 3442B-67 3443BF8_11_4Y 3444B3 3445B74 3446B-16 3447B-12 3448B-3 3449B-1 3450B0 3451B10 3452B17 3453B0 3454B-10 3455BF8_11_4M 3456B0 3457B74 3458B-31 3459B-25 3460B-6 3461B-2 3462B1 3463B26 3464B52 3465B14 3466B-13 3467BF8_11_5M 3468B0 3469B104 3470B-29 3471B-22 3472B-4 3473B1 3474B1 3475B16 3476B32 3477B10 3478B-12 508 Appendix D 17BBRIDGE MONITORING?GRAPHICAL RESULTS 509 D.1 83BCRACK-OPENING DISPLACEMENTS Figure D.1: Crack-opening displacements?24 hrs - 0.05 0. 00 0.05 0.10 0.15 0.20 2: 30 5/ 25 6: 30 5/ 25 10: 30 5/ 25 14: 30 5/ 25 18: 30 5/ 25 22: 30 5/ 25 2: 30 5/ 26 C r a c k - O p e n i n g D i s p l a c e m e n t ( m m ) T i m e o f D a y ( h r : m i n m o n t h / d a y ) C O 7_1 0 C O 8_ 10 C O 7_1 1 C O 8_1 1 510 D.2 84BDEFLECTIONS Figure D.2: Deflections?24 hrs?Girder 7 Figure D.3: Deflections?24 hrs?Girder 8 - 0 . 2 - 0 . 1 0 . 0 0 . 1 0 . 2 0 . 3 0 . 4 0 . 5 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 Bo tto m - F i b e r D e fl e c ti o n (i n .) Ti m e o f D a y (h r :m i n m o n th / d a y ) G 7 - S P 1 0 - M i d s p a n G 7 - S P 1 0 - Q . S p a n G 7 - S P 1 1 - Q . S p a n G 7 - S P 1 1 - M i d s p a n - 0 . 2 - 0 . 1 0 . 0 0 . 1 0 . 2 0 . 3 0 . 4 0 . 5 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 Bo tto m - F i b e r D e fl e c ti o n (i n .) Ti m e o f D a y (h r :m i n m o n th / d a y ) G 8 - S P 1 0 - M i d s p a n G 8 - S P 1 0 - Q . S p a n G 8 - S P 1 1 - Q . S p a n G 8 - S P 1 1 - M i d s p a n 511 D.3 85BBOTTOM-FIBER STRAINS Figure D.4: Bottom-fiber strains?24 hrs?Girder 7?within 80 in. from diaphragm Figure D.5: Bottom-fiber strains?24 hrs?Girder 7?beyond 80 in. from diaphragm - 200 - 100 0 100 200 300 400 500 600 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 Bo tto m - F i b e r S tr a i n (x 1 0 - 6 i n ./ i n .) Ti m e o f D a y (h r :m i n m o n th / d a y ) F 7 _ 1 0 _ 1 M F 7 _ 1 0 _ C K F 7 _ 1 1 _ C K F 7 _ 1 1 _ 4 M - 100 - 75 - 50 - 25 0 25 50 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 Bo tto m - F i b e r S tr a i n (x 1 0 - 6 i n ./ i n .) Ti m e o f D a y (h r :m i n m o n th / d a y ) S 7 _ 1 1 _ 5 M F 7 _ 1 1 _ 5 M S 7 _ 1 1 _ 6 M S 7 _ 1 1 _ 7 M S 7 _ 1 1 _ 8 M 512 Figure D.6: Bottom-fiber strains?24 hrs?Girder 8?within 80 in. from diaphragm Figure D.7: Bottom-fiber strains?24 hrs?Girder 8?beyond 80 in. from diaphragm - 200 - 100 0 100 200 300 400 500 600 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 Bo tto m - F i b e r S tr a i n (x 1 0 - 6 i n ./ i n .) Ti m e o f D a y (h r :m i n m o n th / d a y ) S 8 _ 1 0 _ 1 M F 8 _ 1 0 _ 1 M F 8 _ 1 0 _ C K F 8 _ 1 1 _ C K S 8 _ 1 1 _ 4 M F 8 _ 1 1 _ 4 M - 100 - 75 - 50 - 25 0 25 50 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 Bo tto m - F i b e r S tr a i n (x 1 0 - 6 i n ./ i n .) Ti m e o f D a y (h r :m i n m o n th / d a y ) S 8 _ 1 1 _ 5 M F 8 _ 1 1 _ 5 M S 8 _ 1 1 _ 6 M S 8 _ 1 1 _ 7 M S 8 _ 1 1 _ 8 M 513 Figure D.8: Bottom-fiber strains?24 hrs?FRP near crack locations - 200 - 100 0 100 200 300 400 500 600 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 S tr ai n (x10 - 6 i n ./ i n .) Ti me of D ay (h r :mi n mon th / d ay) F 7 _ 1 0 _ CK F 7 _ 1 1 _ CK F 8 _ 1 0 _ CK F 8 _ 1 1 _ CK 514 D.4 86BBOTTOM-FIBER STRAINS AND CRACK-OPENING DISPLACEMENTS Figure D.9: Bottom-fiber strain and COD?24 hrs?Girder 7?Span 10 Figure D.10: Bottom-fiber strain and COD?24 hrs?Girder 7?Span 11 - 0.06 - 0.03 0.00 0.03 0.06 0.09 0.12 0.15 0.18 - 200 - 100 0 100 200 300 400 500 600 2: 30 5/ 25 6: 30 5/ 25 10: 30 5/ 25 14 : 30 5/ 25 18 : 30 5/ 25 22 : 30 5/ 25 2: 30 5/ 26 C r a c k - O p e n in g D is p la c e m e n t ( m m ) B o t t o m - F ib e r S t r a in ( x 1 0 - 6 in ./ in .) T i m e o f D a y ( h r : m i n m o n t h / d a y ) F 7_1 0_C K C O 7_1 0 - 0.03 - 0.06 - 0.06 - 0.03 0.00 0.03 0.06 0.09 0.12 0.15 0.18 - 200 - 100 0 100 200 300 400 500 600 2: 30 5/ 25 6: 30 5/ 25 10 : 30 5/ 25 14: 30 5/ 25 18: 30 5/ 25 22 : 30 5/ 25 2: 30 5/ 26 C r a c k - O p e n in g D is p la c e m e n t ( m m ) B o t t o m - F ib e r S t r a in ( x 1 0 - 6 in ./ in .) T i m e o f D a y ( h r : m i n m o n t h / d a y ) F 7_1 1_C K C O 7_1 1 - 0.03 - 0.06 515 Figure D.11: Bottom-fiber strain and COD?24 hrs?Girder 8?Span 10 Figure D.12: Bottom-fiber strain and COD?24 hrs?Girder 8?Span 11 - 0.06 - 0.03 0.00 0.03 0.06 0.09 0.12 0.15 0.18 - 200 - 100 0 100 200 300 400 500 600 2: 30 5/ 25 6: 30 5/ 25 10: 30 5/ 25 14: 30 5/ 25 18: 30 5/ 25 22: 30 5/ 25 2: 30 5/ 26 C r a c k - O p e n in g D is p la c e m e n t ( m m ) B o t t o m - F ib e r S t r a in ( x 1 0 - 6 in ./ in .) T i m e o f D a y ( h r : m i n m o n t h / d a y ) F 8_1 0_C K C O 8_ 10 - 0.03 - 0.06 - 0.06 - 0.03 0.00 0.03 0.06 0.09 0.12 0.15 0.18 - 200 - 100 0 100 200 300 400 500 600 2: 30 5/ 25 6: 30 5/ 25 10: 30 5/ 25 14: 30 5/ 25 18: 30 5/ 25 22: 30 5/ 25 2: 30 5/ 26 C r a c k - O p e n in g D is p la c e m e n t ( m m ) B o t t o m - F ib e r S t r a in ( x 1 0 - 6 in ./ in .) T i m e o f D a y ( h r : m i n m o n t h / d a y ) F 8_1 1_C K C O 8_1 1 - 0. 03 - 0. 06 516 Appendix E 18BBRIDGE MONITORING MEASUREMENTS 517 E.1 87BCRACK-OPENING DISPLACEMENTS Table E.1: Bridge monitoring?crack-opening displacements Girder 7 Girder 8 CO7_1 0 CO7_1 1 CO8_1 0 CO8_1 1 Ht. from girder base (in.) 13.5 13.5 13.5 13.5 Dist. from center of cont. dia. (in.) -50 48 -40 56 Units mm Date Time 5/25/2010 2:30 0.000 0.000 0.000 0.000 3:30 -0.009 -0.008 -0.009 -0.007 4:30 -0.011 -0.013 -0.011 -0.010 5:30 -0.012 -0.018 -0.012 -0.012 6:30 -0.014 -0.022 -0.014 -0.014 7:30 -0.014 -0.020 -0.013 -0.013 8:30 -0.009 -0.011 -0.009 -0.009 9:30 0.000 0.008 -0.002 0.001 10:30 0.013 0.029 0.006 0.014 11:30 0.024 0.046 0.013 0.027 12:30 0.049 0.082 0.031 0.051 13:30 0.079 0.127 0.055 0.083 14:30 0.101 0.159 0.072 0.108 15:30 0.109 0.169 0.077 0.120 16:30 0.108 0.168 0.076 0.122 17:30 0.101 0.158 0.070 0.118 18:30 0.086 0.134 0.058 0.102 19:15 0.071 0.114 0.047 0.088 20:30 0.049 0.078 0.029 0.060 21:30 0.033 0.055 0.019 0.041 22:30 0.023 0.037 0.013 0.028 23:00 0.017 0.028 0.009 0.021 5/26/2010 0:50 0.004 0.006 0.003 0.008 1:30 0.002 -0.005 -0.003 -0.002 2:30 -0.006 -0.009 -0.007 -0.004 518 E.2 88BDEFLECTIONS Table E.2: Bridge monitoring?deflections?Girder 7 Span 10 Span 11 D7_ 10_A D7_ 10_B D7_ 11_C D7_ 11_D D7_ 11_E D7_ 11_F Ht. from girder base (in.) n/a n/a n/a n/a n/a n/a Dist. from center of cont. dia. (in.) -608 -308 158 308 458 608 Units in. Date Time 5/25/2010 2:30 0.00 0.00 0.00 0.00 0.00 0.00 3:30 -0.04 -0.03 -0.03 -0.04 -0.04 -0.04 4:30 -0.07 -0.04 0.00 -0.04 -0.04 -0.13 5:30 -0.10 -0.07 -0.01 -0.06 -0.06 -0.10 6:30 -0.11 -0.08 -0.01 -0.07 -0.09 -0.10 7:30 0.00 0.00 0.00 -0.02 0.00 -0.07 8:30 0.00 0.00 0.00 0.00 0.00 0.00 9:30 0.00 0.00 0.00 0.00 0.00 0.00 10:30 0.00 0.00 0.00 0.00 0.00 0.00 11:30 0.21 0.18 0.17 0.00 0.17 0.17 12:30 0.26 0.22 0.19 0.23 0.21 0.21 13:30 0.34 0.31 0.23 0.28 0.28 0.29 14:30 0.39 0.35 0.27 0.32 0.34 0.35 15:30 0.41 0.38 0.29 0.35 0.36 0.38 16:30 0.41 0.37 0.28 0.34 0.38 0.39 17:30 0.37 0.35 0.26 0.32 0.35 0.37 18:30 0.30 0.28 0.23 0.30 0.30 0.32 19:15 0.24 0.21 0.19 0.26 0.24 0.26 20:30 0.13 0.11 0.13 0.19 0.16 0.18 21:30 0.07 0.06 0.09 0.14 0.10 0.12 22:30 0.02 0.01 0.06 0.09 0.06 0.09 23:00 0.00 0.00 0.05 0.08 0.04 0.08 5/26/2010 0:50 -0.07 -0.06 -0.02 0.00 -0.05 0.00 1:30 -0.10 -0.09 -0.04 -0.02 -0.07 -0.03 2:30 -0.14 -0.11 -0.06 -0.05 -0.10 -0.05 519 Table E.3: Bridge monitoring?deflections?Girder 8 Span 10 Span 11 D8_ 10_A D8_ 10_B D8_ 11_C D8_ 11_D D8_ 11_E D8_ 11_F Ht. from girder base (in.) n/a n/a n/a n/a n/a n/a Dist. from center of cont. dia. (in.) -608 -308 158 308 458 608 Units in. Date Time 5/25/2010 2:30 0.00 0.00 0.00 0.00 0.00 0.00 3:30 -0.04 -0.02 -0.03 -0.03 -0.03 -0.04 4:30 -0.06 -0.05 -0.03 -0.08 -0.04 -0.08 5:30 -0.08 -0.06 -0.05 -0.07 -0.02 -0.05 6:30 -0.03 -0.01 -0.06 -0.06 0.00 -0.02 7:30 0.00 0.00 -0.03 -0.03 0.02 0.00 8:30 0.00 0.00 0.00 0.00 0.00 0.00 9:30 0.00 0.00 0.00 0.00 0.00 0.00 10:30 0.00 0.00 0.00 0.00 0.00 0.00 11:30 0.00 0.00 0.00 0.00 0.00 0.00 12:30 0.37 0.36 0.17 0.30 0.32 0.33 13:30 0.42 0.38 0.20 0.33 0.36 0.37 14:30 0.46 0.40 0.22 0.37 0.39 0.40 15:30 0.49 0.39 0.22 0.36 0.39 0.40 16:30 0.48 0.38 0.22 0.34 0.36 0.37 17:30 0.45 0.36 0.20 0.32 0.34 0.35 18:30 0.44 0.36 0.18 0.30 0.28 0.28 19:15 0.37 0.29 0.16 0.26 0.23 0.24 20:30 0.25 0.20 0.10 0.17 0.17 0.16 21:30 0.20 0.16 0.06 0.09 0.11 0.12 22:30 0.14 0.12 0.03 0.05 0.07 0.06 23:00 0.13 0.10 0.03 0.04 0.06 0.05 5/26/2010 0:50 0.06 0.04 -0.04 -0.02 -0.03 -0.03 1:30 0.04 0.02 -0.06 -0.04 -0.05 -0.06 2:30 0.01 0.01 -0.08 -0.06 -0.08 -0.08 520 E.3 89BCROSS-SECTION STRAINS Table E.4: Bridge monitoring?strains?Girder 7?Section 1 S7_10 _1V S7_10 _1W S7_10 _1X S7_10 _1Y F7 _10_1M Ht. from girder base (in.) 28.5 13.5 13.5 3.0 0.0 Dist. from center of cont. dia. (in.) -75 -75 -75 -75 -74 Units x10-6 in/in Date Time 5/25/2010 2:30 0 0 0 0 0 3:30 -1 0 0 -3 0 4:30 -5 -3 -1 -1 0 5:30 -8 -6 -2 -4 2 6:30 -10 -9 -4 -9 -1 7:30 -10 -9 -4 -9 -1 8:30 -6 -7 -3 -9 -1 9:30 0 -3 0 -5 0 10:30 4 0 4 2 5 11:30 6 3 6 4 9 12:30 11 9 10 15 16 13:30 17 17 17 27 27 14:30 24 25 23 39 35 15:30 24 26 25 41 38 16:30 24 26 26 40 38 17:30 23 24 24 36 34 18:30 20 20 21 30 30 19:15 17 16 18 24 23 20:30 14 11 14 18 20 21:30 10 7 12 11 15 22:30 6 4 10 7 12 23:00 4 2 7 6 9 5/26/2010 0:50 -2 -4 0 -1 3 1:30 -3 -4 0 -3 3 2:30 -5 -6 -1 -3 1 521 Table E.5: Bridge monitoring?strains?Girder 7?Section 2 S7_10 _2V S7_10 _2W S7_10 _2X S7_10 _2Y F7 _10_2Z Ht. from girder base (in.) 28.5 13.5 13.5 3.0 3.0 Dist. from center of cont. dia. (in.) -13 -13 -13 -13 -14 Units x10-6 in/in Date Time 5/25/2010 2:30 0 0 0 0 0 3:30 -1 -1 0 -67 -4 4:30 -3 -2 5 -79 -5 5:30 -4 8 8 -90 -6 6:30 -7 5 13 -109 -7 7:30 -7 5 16 -111 -7 8:30 -6 6 16 -90 -3 9:30 -5 7 17 5 6 10:30 -4 9 16 135 15 11:30 -4 9 15 201 20 12:30 -2 10 12 425 33 13:30 0 11 11 743 55 14:30 3 13 11 963 72 15:30 3 12 10 1039 77 16:30 3 12 10 1038 76 17:30 3 12 12 940 68 18:30 2 12 15 768 57 19:15 1 11 17 611 46 20:30 1 12 19 376 32 21:30 0 10 19 254 24 22:30 -1 9 20 169 19 23:00 -1 9 21 126 14 5/26/2010 0:50 -6 4 21 19 6 1:30 -6 5 20 -29 4 2:30 -7 4 21 -75 0 522 Table E.6: Bridge monitoring?strains?Girder 7?Section 3 S7_11 _3V S7_11 _3W S7_11 _3X S7_11 _3Y S7_11 _3 Z Ht. from girder base (in.) 28.5 13.5 13.5 3.0 3.0 Dist. from center of cont. dia. (in.) 13 13 13 13 13 Units x10-6 in/in Date Time 5/25/2010 2:30 0 0 0 0 0 3:30 -2 -6 0 -15 2 4:30 1 -6 1 -49 4 5:30 0 -6 1 -70 4 6:30 -2 -8 2 -91 1 7:30 -3 -8 1 5761 1 8:30 -4 -7 1 5296 4 9:30 -1 -3 -2 4918 4 10:30 9 3 0 4489 12 11:30 8 3 -3 3784 12 12:30 14 7 -7 3110 21 13:30 27 13 -11 2500 30 14:30 39 20 -9 2175 35 15:30 38 19 -14 2037 31 16:30 36 17 -17 1955 29 17:30 35 17 -13 1795 29 18:30 35 16 -8 1738 31 19:15 28 14 -4 1701 29 20:30 21 10 -3 1631 18 21:30 13 6 -5 1584 12 22:30 10 3 -2 1559 8 23:00 9 3 -1 1549 7 5/26/2010 0:50 2 -2 -6 1492 -3 1:30 5 -4 3 1478 5 2:30 1 -8 -2 1428 3 523 Table E.7: Bridge monitoring?strains?Girder 7?Section 4 S7_11 _4V S7_11 _4W S7_11 _4X S7_11 _4Y F7 _11_4M Ht. from girder base (in.) 28.5 13.5 13.5 3.0 0.0 Dist. from center of cont. dia. (in.) 75 75 75 75 74 Units x10-6 in/in Date Time 5/25/2010 2:30 0 0 0 0 0 3:30 -1 0 0 1 0 4:30 -3 -3 -1 -3 -2 5:30 -5 -3 -1 -4 -4 6:30 -7 -4 -4 -6 -6 7:30 -7 -5 -5 -7 -4 8:30 -4 -2 -4 -4 -4 9:30 -1 0 -1 1 1 10:30 3 5 5 7 6 11:30 5 8 6 11 11 12:30 12 16 13 24 21 13:30 19 25 21 36 34 14:30 25 35 31 50 44 15:30 25 36 29 50 46 16:30 24 35 31 48 46 17:30 22 34 29 46 43 18:30 17 29 28 40 38 19:15 15 27 24 36 32 20:30 9 20 17 25 23 21:30 5 16 12 19 16 22:30 3 12 9 16 15 23:00 2 9 7 13 12 5/26/2010 0:50 -4 0 -2 3 6 1:30 -3 1 -1 7 4 2:30 -6 -1 -4 4 6 524 Table E.8: Bridge monitoring?strains?Girder 8?Section 1 S8_10 _1V S8_10 _1W S8_10 _1X F8 _10_1Y S8_10 _1M F8 _10_1M Ht. from girder base (in.) 28.5 13.5 13.5 3.0 0.0 0.0 Dist. from center of cont. dia. (in.) -75 -75 -75 -74 -75 -74 Units x10-6 in/in Date Time 5/25/2010 2:30 0 0 0 0 0 0 3:30 -2 -5 0 0 -7 1 4:30 -5 -1 -3 0 -11 1 5:30 -3 -5 -6 0 -15 0 6:30 -6 -10 -9 -1 -20 -1 7:30 -5 -12 -9 2 -17 0 8:30 0 -10 -6 0 -23 0 9:30 6 -4 0 1 -16 0 10:30 13 2 5 3 -12 0 11:30 19 6 9 4 -11 1 12:30 26 14 16 7 -4 0 13:30 36 24 25 11 9 7 14:30 43 32 34 15 22 13 15:30 44 33 35 14 24 16 16:30 44 32 35 13 25 15 17:30 44 32 35 12 23 15 18:30 40 29 31 11 21 13 19:15 37 26 28 9 19 10 20:30 30 20 21 6 9 8 21:30 24 13 15 3 0 5 22:30 20 10 12 5 1 6 23:00 17 8 9 4 0 5 5/26/2010 0:50 9 0 1 3 -14 -1 1:30 8 1 2 4 -18 -1 2:30 5 -2 -1 4 -18 -1 525 Table E.9: Bridge monitoring?strains?Girder 8?Section 2 S8_10 _2V S8_10 _2W S8_10 _2X F8 _10_2Y F8 _10_2Z Ht. from girder base (in.) 28.5 13.5 13.5 3.0 3.0 Dist. from center of cont. dia. (in.) -13 -13 -13 -14 -14 Units x10-6 in/in Date Time 5/25/2010 2:30 0 0 0 0 0 3:30 -2 -2 1 -11 1 4:30 -3 -4 0 9 -1 5:30 -5 -3 0 23 -1 6:30 -5 -5 -1 43 -2 7:30 -4 -5 -1 42 -2 8:30 -3 -4 0 52 0 9:30 -1 -3 -1 69 3 10:30 1 -4 -1 84 2 11:30 2 -5 -1 90 4 12:30 5 -4 -2 125 9 13:30 8 -4 -5 167 16 14:30 11 -1 -5 202 23 15:30 10 -2 -5 210 23 16:30 10 -1 -5 208 23 17:30 10 0 -4 195 21 18:30 10 -1 -3 170 18 19:15 9 -1 -2 147 14 20:30 7 4 0 110 9 21:30 5 3 0 90 6 22:30 4 2 0 80 6 23:00 4 1 0 75 5 5/26/2010 0:50 0 -2 -1 58 4 1:30 0 -5 -1 57 3 2:30 -1 -5 1 51 3 526 Table E.10: Bridge monitoring?strains?Girder 8?Section 3 S8_11 _3V S8_11 _3W S8_11 _3X F8 _11_3Y F8 _11_3Z Ht. from girder base (in.) 28.5 13.5 13.5 3.0 3.0 Dist. from center of cont. dia. (in.) 13 13 13 14 14 Units x10-6 in/in Date Time 5/25/2010 2:30 0 0 0 0 0 3:30 -21 -1 -11 -11 -13 4:30 -29 -5 -15 -18 -14 5:30 -40 -6 -17 -22 -16 6:30 -50 -8 -20 -26 -21 7:30 -52 -7 -21 -28 -21 8:30 -33 -4 -20 -18 -11 9:30 5 -3 -16 -5 -8 10:30 60 0 -9 10 5 11:30 101 2 -2 25 20 12:30 196 5 13 57 53 13:30 318 4 37 94 97 14:30 405 -2 69 119 130 15:30 430 0 84 125 140 16:30 429 2 85 126 142 17:30 409 7 83 118 132 18:30 365 8 72 101 112 19:15 320 9 65 87 91 20:30 228 7 46 57 58 21:30 167 4 34 36 35 22:30 126 1 28 22 20 23:00 109 -2 24 15 12 5/26/2010 0:50 75 -7 15 -1 3 1:30 -3 -7 -9 -9 -11 2:30 -29 -10 -19 -16 -12 527 Table E.11: Bridge monitoring?strains?Girder 8?Section 4 S8_11 _4V S8_11 _4W S8_11 _4X F8 _11_4Y S8_11 _4M F8 _11_4M Ht. from girder base (in.) 28.5 13.5 13.5 3.0 0.0 0.0 Dist. from center of cont. dia. (in.) 75 75 75 74 75 74 Units x10-6 in/in Date Time 5/25/2010 2:30 0 0 0 0 0 0 3:30 -2 -1 -1 -4 -12 -4 4:30 -3 -2 0 -5 -18 -3 5:30 -4 -1 -1 -7 -25 -5 6:30 -6 -2 -3 -10 -36 -9 7:30 -6 -3 -4 -11 -39 -11 8:30 -3 -1 -4 -10 -32 -12 9:30 -1 3 -1 -7 -19 -9 10:30 3 9 6 -2 4 2 11:30 2 11 5 1 26 7 12:30 5 16 9 9 77 23 13:30 9 24 17 22 165 54 14:30 11 29 23 32 239 82 15:30 8 28 24 37 279 97 16:30 7 30 22 38 297 101 17:30 6 28 23 37 284 98 18:30 8 27 22 31 241 84 19:15 5 22 18 25 195 68 20:30 5 18 11 14 116 41 21:30 1 12 7 6 76 25 22:30 -1 9 4 1 45 14 23:00 0 7 4 0 33 10 5/26/2010 0:50 -2 -1 -2 -4 7 -1 1:30 -2 -1 0 -7 -13 -7 2:30 -5 -4 -2 -9 -20 -8 528 E.4 90BBOTTOM-FIBER STRAINS Table E.12: Bridge monitoring?bottom-fiber strains?Girder 7 Span 10 Span 11 F7 _10_1M F7 _10_C K F7 _11_C K F7 _11_4M Ht. from girder base (in.) 0 0 0 0 Dist. from center of cont. dia. (in.) -74 -47 47 74 Units x10-6 in/in Date Time 5/25/2010 2:30 0 0 0 0 3:30 0 -50 -37 0 4:30 0 -60 -51 -2 5:30 2 -67 -62 -4 6:30 -1 -78 -79 -6 7:30 -1 -79 -79 -4 8:30 -1 -59 -58 -4 9:30 0 -15 -3 1 10:30 5 38 65 6 11:30 9 77 116 11 12:30 16 167 228 21 13:30 27 277 368 34 14:30 35 358 475 44 15:30 38 385 504 46 16:30 38 387 502 46 17:30 34 359 466 43 18:30 30 312 401 38 19:15 23 261 340 32 20:30 20 185 233 23 21:30 15 125 160 16 22:30 12 88 112 15 23:00 9 61 84 12 5/26/2010 0:50 3 14 23 6 1:30 3 -6 -7 4 2:30 1 -39 -28 6 529 2228HTable E.12 cont.: Bridge monitoring?bottom-fiber strains?Girder 7 Span 11 S7_11 _5M F7 _11_5M S7_11 _6M S7_11 _7M S7_11 _8M Ht. from girder base (in.) 0 0 0 0 0 Dist. from center of cont. dia. (in.) 105 104 273 441 609 Units x10-6 in/in Date Time 5/25/2010 2:30 0 0 0 0 0 3:30 -2 1 -7 -16 -24 4:30 4 3 -15 -30 -38 5:30 -2 3 -16 -29 -32 6:30 -12 0 -16 -24 -22 7:30 -13 0 -15 -22 -19 8:30 -12 -5 -23 -37 -51 9:30 -11 -6 -19 -27 -34 10:30 1 -2 -20 -33 -52 11:30 -2 1 -15 -27 -45 12:30 4 4 -12 -29 -55 13:30 16 14 -4 -21 -50 14:30 19 25 2 -16 -53 15:30 25 23 5 -13 -54 16:30 31 25 7 -14 -56 17:30 27 25 9 -8 -45 18:30 33 27 4 -14 -51 19:15 20 23 6 -8 -37 20:30 15 17 0 -19 -52 21:30 14 13 0 -16 -47 22:30 -1 11 1 -11 -29 23:00 -1 9 -1 -15 -38 5/26/2010 0:50 0 7 -10 -28 -58 1:30 -11 8 -10 -29 -55 2:30 -11 7 -11 -27 -50 530 Table E.13: Bridge monitoring?bottom-fiber strains?Girder 8 Span 10 Span 11 S8_10 _1M F8 _10_1M F8 _10_C K F8 _11_C K S8_11 _4M F8 _11_4M Ht. from girder base (in.) 0 0 0 0 0 0 Dist. from center of cont. dia. (in.) -75 -74 -41 52 75 74 Units x10-6 in/in Date Time 5/25/2010 2:30 0 0 0 0 0 0 3:30 -7 1 -43 -45 -12 -4 4:30 -11 1 -66 -52 -18 -3 5:30 -15 0 -86 -60 -25 -5 6:30 -20 -1 -111 -69 -36 -9 7:30 -17 0 -114 -71 -39 -11 8:30 -23 0 -85 -62 -32 -12 9:30 -16 0 -29 -37 -19 -9 10:30 -12 0 34 -6 4 2 11:30 -11 1 72 27 26 7 12:30 -4 0 159 82 77 23 13:30 9 7 268 156 165 54 14:30 22 13 355 215 239 82 15:30 24 16 391 244 279 97 16:30 25 15 404 251 297 101 17:30 23 15 383 241 284 98 18:30 21 13 334 213 241 84 19:15 19 10 283 185 195 68 20:30 9 8 190 126 116 41 21:30 0 5 124 85 76 25 22:30 1 6 76 57 45 14 23:00 0 5 50 43 33 10 5/26/2010 0:50 -14 -1 -13 16 7 -1 1:30 -18 -1 -47 -27 -13 -7 2:30 -18 -1 -86 -36 -20 -8 2229H 531 Table E.13 cont.: Bridge monitoring?bottom-fiber strains?Girder 8 Span 11 S8_11 _5M F8 _11_5M S8_11 _6M S8_11 _7M S8_11 _8M Ht. from girder base (in.) 0 0 0 0 0 Dist. from center of cont. dia. (in.) 105 104 273 441 609 Units x10-6 in/in Date Time 5/25/2010 2:30 0 0 0 0 0 3:30 0 -1 -10 -19 9 4:30 -1 3 -19 -35 10 5:30 -6 -1 -20 -31 5 6:30 -11 -5 -21 -28 1 7:30 -16 -8 -20 -23 0 8:30 -14 -16 -29 -40 8 9:30 -14 -18 -24 -27 1 10:30 -5 -17 -25 -33 8 11:30 -1 -10 -20 -27 5 12:30 5 -12 -17 -28 7 13:30 15 0 -8 -19 9 14:30 25 14 1 -11 11 15:30 32 18 7 -9 11 16:30 37 24 7 -9 14 17:30 37 25 10 -4 13 18:30 33 27 5 -11 13 19:15 26 22 6 -3 9 20:30 23 17 -2 -18 12 21:30 18 11 -4 -18 12 22:30 6 8 -4 -8 4 23:00 4 5 -7 -15 5 5/26/2010 0:50 -1 2 -19 -29 7 1:30 -2 1 -19 -32 6 2:30 -9 0 -21 -28 1 532 E.5 91BFRP STRAINS Table E.14: Bridge monitoring?FRP strains?Girder 7 Span 10 Span 11 F7 _10_1M F7 _10_C K F7 _10_2Z F7 _11_C K F7 _11_4M F7 _11_5M Ht. from girder base (in.) 0 0 3 0 0 0 Dist. from center of cont. dia. (in.) -74 -47 -14 47 74 104 Units x10-6 in/in Date Time 5/25/2010 2:30 0 0 0 0 0 0 3:30 0 -50 -4 -37 0 1 4:30 0 -60 -5 -51 -2 3 5:30 2 -67 -6 -62 -4 3 6:30 -1 -78 -7 -79 -6 0 7:30 -1 -79 -7 -79 -4 0 8:30 -1 -59 -3 -58 -4 -5 9:30 0 -15 6 -3 1 -6 10:30 5 38 15 65 6 -2 11:30 9 77 20 116 11 1 12:30 16 167 33 228 21 4 13:30 27 277 55 368 34 14 14:30 35 358 72 475 44 25 15:30 38 385 77 504 46 23 16:30 38 387 76 502 46 25 17:30 34 359 68 466 43 25 18:30 30 312 57 401 38 27 19:15 23 261 46 340 32 23 20:30 20 185 32 233 23 17 21:30 15 125 24 160 16 13 22:30 12 88 19 112 15 11 23:00 9 61 14 84 12 9 5/26/2010 0:50 3 14 6 23 6 7 1:30 3 -6 4 -7 4 8 2:30 1 -39 0 -28 6 7 533 Table E.15: Bridge monitoring?FRP strains?Girder 8 Span 10 F8 _10_1Y F8 _10_1M F8 _10_C K F8 _10_2Y F8 _10_2Z Ht. from girder base (in.) 3 0 0 3 3 Dist. from center of cont. dia. (in.) -74 -74 -41 -14 -14 Units x10-6 in/in Date Time 5/25/2010 2:30 0 0 0 0 0 3:30 0 1 -43 -11 1 4:30 0 1 -66 9 -1 5:30 0 0 -86 23 -1 6:30 -1 -1 -111 43 -2 7:30 2 0 -114 42 -2 8:30 0 0 -85 52 0 9:30 1 0 -29 69 3 10:30 3 0 34 84 2 11:30 4 1 72 90 4 12:30 7 0 159 125 9 13:30 11 7 268 167 16 14:30 15 13 355 202 23 15:30 14 16 391 210 23 16:30 13 15 404 208 23 17:30 12 15 383 195 21 18:30 11 13 334 170 18 19:15 9 10 283 147 14 20:30 6 8 190 110 9 21:30 3 5 124 90 6 22:30 5 6 76 80 6 23:00 4 5 50 75 5 5/26/2010 0:50 3 -1 -13 58 4 1:30 4 -1 -47 57 3 2:30 4 -1 -86 51 3 2230H 534 Table E.15 cont.: Bridge monitoring?FRP strains?Girder 8 Span 11 F8 _11_3Y F8 _11_3Z F8 _11_C K F8 _11_4Y F8 _11_4M F8 _11_5M Ht. from girder base (in.) 3 3 0 3 0 0 Dist. from center of cont. dia. (in.) 14 14 52 74 74 104 Units x10-6 in/in Date Time 5/25/2010 2:30 0 0 0 0 0 0 3:30 -11 -13 -45 -4 -4 -1 4:30 -18 -14 -52 -5 -3 3 5:30 -22 -16 -60 -7 -5 -1 6:30 -26 -21 -69 -10 -9 -5 7:30 -28 -21 -71 -11 -11 -8 8:30 -18 -11 -62 -10 -12 -16 9:30 -5 -8 -37 -7 -9 -18 10:30 10 5 -6 -2 2 -17 11:30 25 20 27 1 7 -10 12:30 57 53 82 9 23 -12 13:30 94 97 156 22 54 0 14:30 119 130 215 32 82 14 15:30 125 140 244 37 97 18 16:30 126 142 251 38 101 24 17:30 118 132 241 37 98 25 18:30 101 112 213 31 84 27 19:15 87 91 185 25 68 22 20:30 57 58 126 14 41 17 21:30 36 35 85 6 25 11 22:30 22 20 57 1 14 8 23:00 15 12 43 0 10 5 5/26/2010 0:50 -1 3 16 -4 -1 2 1:30 -9 -11 -27 -7 -7 1 2:30 -16 -12 -36 -9 -8 0 535 Appendix F 19BBRIDGE MONITORING?MEASUREMENT ADJUSTMENTS F.1 92BINCONSISTENT MEASUREMENTS Sensors were balanced at the beginning of bridge monitoring. During the duration of the bridge monitoring test, some of the instruments provided inconsistent measurements at different points in time that may have had an effect on the remaining measurements. These inconsistent measurements could be a result of electrical noise/interference or physical effects at the sensor location. The sensors that were the most inconsistent were the deflectometers. The bottom-fiber strain gage near the crack location of Girder 8 in Span 10 also measured inconsistencies. During the analysis of bridge monitoring measurements, efforts were made to decrease the effects associated with inconsistent sensor behavior. F.2 93BDEFLECTOMETER BEHAVIOR The deflectometers seemed to be sensitive to temporary direct sunlight on the aluminum bar during the sunrise hours. An example of this type of sensitivity is evident during the morning hours plotted in 2231HFigure F.1. Unexpected physical movement of a deflectometer could also have an effect relative to the original baseline and cause a permanent data shift. Electrical noise or interference could have also caused a momentary or permanent movement relative to the original baseline. Instruments not returning to a similar 536 measurement at the end of the test, in relation to either the initial measurement of that sensor or the concluding measurements of other comparable sensors, were the primary reason for deciding to adjust certain results. An example of this type of offset can be readily observed in the response of Sensor D7_10_B in the early afternoon in 2232HFigure F.1. Measurements that seemed to be inconsistent with the expected result were inspected and adjustments were proposed and implemented when deemed appropriate. F.3 94BDEFLECTION ADJUSTMENTS Deflection measurements considered to be affected by deflectometers exposed to direct sunlight were disregarded. When plotting the deflection results, a straight line was used to connect measurements on either side of a discarded time interval during the sunrise period when this was a particular problem. Results that seemed to be inconsistent compared to adjacent time intervals were disregarded and replaced with an estimated value based on the following procedure. The estimated adjusted value was created by projecting a change in value over time from the prior measurement. This projected change in value over time was based on the average of two slopes bounding the time intervals to be replaced. All time intervals following the last adjusted result maintain their original relative change in value between time intervals. Measurements following the last adjusted measurement are shifted by the same magnitude. 537 F.4 95BGRAPHICAL PRESENTATIONS OF DEFLECTION ADJUSTMENTS The graphical presentations within this section, Figures F2233H.1?F2234H.28, have been provided to illustrate the deflection adjustments that were made during the analysis of bridge monitoring measurements. F.4.1 3479BORIGINAL DEFLECTIONS?GIRDERS 7 AND 8 Figure F.1: Original deflection results?Girder 7 - 1 . 0 0 - 0 . 8 0 - 0 . 6 0 - 0 . 4 0 - 0 . 2 0 0 . 0 0 0 . 2 0 0 . 4 0 0 . 6 0 0 . 8 0 1 . 0 0 0 2 : 3 0 5 / 2 5 0 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 0 2 : 3 0 5 / 2 6 D e fl e c ti on (i n ) Ti me of D ay (h r :mi n mo n th / d ay) D 7 _ 1 0 _ A D 7 _ 1 0 _ B D 7 _ 1 1 _ C D 7 _ 1 1 _ D D 7 _ 1 1 _ E D 7 _ 1 1 _ F 538 Figure F.2: Original deflection results?Girder 8 F.4.2 3480BADJUSTED DEFLECTIONS OF GIRDER 7 IN SPAN 10 Figure F.3: Original deflection results?Girder 7?Span 10 - 1 . 0 0 - 0 . 8 0 - 0 . 6 0 - 0 . 4 0 - 0 . 2 0 0 . 0 0 0 . 2 0 0 . 4 0 0 . 6 0 0 . 8 0 1 . 0 0 0 2 : 3 0 5 / 2 5 0 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 0 2 : 3 0 5 / 2 6 D e fl e c ti on (i n ) Ti me of D ay (h r :mi n mo n th / d ay) D 8 _ 1 0 _ A D 8 _ 1 0 _ B D 8 _ 1 1 _ C D 8 _ 1 1 _ D D 8 _ 1 1 _ E D 8 _ 1 1 _ F - 0 . 5 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 0 . 2 0 . 3 0 . 4 0 . 5 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 D e fl e c ti on (i n .) Ti me of D ay (h r :mi n mo n th / d ay) D 7 _ 1 0 _ A D 7 _ 1 0 _ B 539 Figure F.4: Adjusted deflection results?D7_10_A Figure F.5: Adjusted deflection results?D7_10_B - 0 . 5 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 0 . 2 0 . 3 0 . 4 0 . 5 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 D e fl e c ti on (i n .) Ti me of D ay (h r :mi n mo n th / d ay) D 7 _ 1 0 _ A ( O r i g i n a l ) D 7 _ 1 0 _ A ( A d j u s t e d ) - 0 . 5 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 0 . 2 0 . 3 0 . 4 0 . 5 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 D e fl e c ti on (i n .) Ti me of D ay (h r :mi n mo n th / d ay) D 7 _ 1 0 _ B ( O r i g i n a l ) D 7 _ 1 0 _ B ( A d j u s t e d ) 540 Figure F.6: Adjusted deflection results?Girder 7?Span 10 Figure F.7: Final deflection results?Girder 7?Span 10 - 0 . 5 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 0 . 2 0 . 3 0 . 4 0 . 5 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 D e fl e c ti on (i n .) Ti me of D ay (h r :mi n mo n th / d ay) D 7 _ 1 0 _ A ( O r i g i n a l ) D 7 _ 1 0 _ A ( A d j u s t e d ) D 7 _ 1 0 _ B ( O r i g i n a l ) D 7 _ 1 0 _ B ( A d j u s t e d ) - 0 . 2 - 0 . 1 0 . 0 0 . 1 0 . 2 0 . 3 0 . 4 0 . 5 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 D e fl e c ti on (i n .) Ti me of D ay (h r :mi n mo n th / d ay) D 7 _ 1 0 _ A ( A d j u s t e d ) D 7 _ 1 0 _ B ( A d j u s t e d ) 541 F.4.3 3481BADJUSTED DEFLECTIONS OF GIRDER 7 IN SPAN 11 Figure F.8: Original deflection results?Girder 7?Span 11 Figure F.9: Adjusted deflection results?D7_11_C - 0 . 5 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 0 . 2 0 . 3 0 . 4 0 . 5 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 D e fl e c ti on (i n .) Ti me of D ay (h r :mi n mo n th / d ay) D 7 _ 1 1 _ C D 7 _ 1 1 _ D D 7 _ 1 1 _ E D 7 _ 1 1 _ F - 0 . 5 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 0 . 2 0 . 3 0 . 4 0 . 5 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 D e fl e c ti on (i n .) Ti me of D ay (h r :mi n mo n th / d ay) D 7 _ 1 1 _ C ( O r i g i n a l ) D 7 _ 1 1 _ C ( A d j u s t e d ) 542 Figure F.10: Adjusted deflection results?D7_11_D Figure F.11: Adjusted deflection results?D7_11_E - 0 . 5 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 0 . 2 0 . 3 0 . 4 0 . 5 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 D e fl e c ti on (i n .) Ti me of D ay (h r :mi n mo n th / d ay) D 7 _ 1 1 _ D ( O r i g i n a l ) D 7 _ 1 1 _ D ( A d j u s t e d ) - 0 . 5 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 0 . 2 0 . 3 0 . 4 0 . 5 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 D e fl e c ti on (i n .) Ti me of D ay (h r :mi n mo n th / d ay) D 7 _ 1 1 _ E ( O r i g i n a l ) D 7 _ 1 1 _ E ( A d j u s t e d ) 543 Figure F.12: Adjusted deflection results?D7_11_F Figure F.13: Adjusted deflection results?Girder 7?Span 11 - 0 . 5 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 0 . 2 0 . 3 0 . 4 0 . 5 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 D e fl e c ti on (i n .) Ti me of D ay (h r :mi n mo n th / d ay) D 7 _ 1 1 _ F ( O r i g i n a l ) D 7 _ 1 1 _ F ( A d j u s t e d ) - 0 . 5 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 0 . 2 0 . 3 0 . 4 0 . 5 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 D e fl e c ti on (i n .) Ti me of D ay (h r :mi n mo n th / d ay) D 7 _ 1 1 _ C ( O r i g i n a l ) D 7 _ 1 1 _ C ( A d j u s t e d ) D 7 _ 1 1 _ D ( O r i g i n a l ) D 7 _ 1 1 _ D ( A d j u s t e d ) D 7 _ 1 1 _ E ( O r i g i n a l ) D 7 _ 1 1 _ E ( A d j u s t e d ) D 7 _ 1 1 _ F ( O r i g i n a l ) D 7 _ 1 1 _ F ( A d j u s t e d ) 544 Figure F.14: Final deflection results?Girder 7?Span 11 F.4.4 3482BADJUSTED DEFLECTIONS OF GIRDER 8 IN SPAN 10 Figure F.15: Original deflection results?Girder 8?Span 10 - 0 . 2 - 0 . 1 0 . 0 0 . 1 0 . 2 0 . 3 0 . 4 0 . 5 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 D e fl e c ti on (i n .) Ti me of D ay (h r :mi n mo n th / d ay) D 7 _ 1 1 _ C ( A d j u s t e d ) D 7 _ 1 1 _ D ( A d j u s t e d ) D 7 _ 1 1 _ E ( A d j u s t e d ) D 7 _ 1 1 _ F ( A d j u s t e d ) - 1 . 0 - 0 . 8 - 0 . 6 - 0 . 4 - 0 . 2 0 . 0 0 . 2 0 . 4 0 . 6 0 . 8 1 . 0 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 D e fl e c ti on (i n .) Ti me of D ay (h r :mi n mo n th / d ay) D 8 _ 1 0 _ A D 8 _ 1 0 _ B 545 Figure F.16: Adjusted deflection results?D8_10_A Figure F.17: Adjusted deflection results?D8_10_B - 1 . 0 - 0 . 8 - 0 . 6 - 0 . 4 - 0 . 2 0 . 0 0 . 2 0 . 4 0 . 6 0 . 8 1 . 0 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 D e fl e c ti on (i n .) Ti me of D ay (h r :mi n mo n th / d ay) D 8 _ 1 0 _ A ( O r i g i n a l ) D 8 _ 1 0 _ A ( A d j u s t e d ) - 1 . 0 - 0 . 8 - 0 . 6 - 0 . 4 - 0 . 2 0 . 0 0 . 2 0 . 4 0 . 6 0 . 8 1 . 0 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 D e fl e c ti on (i n .) Ti me of D ay (h r :mi n mo n th / d ay) D 8 _ 1 0 _ B ( O r i g i n a l ) D 8 _ 1 0 _ B ( A d j u s t e d ) 546 Figure F.18: Adjusted deflection results?Girder 8?Span 10 Figure F.19: Final deflection results?Girder 8?Span 10 - 1 . 0 - 0 . 8 - 0 . 6 - 0 . 4 - 0 . 2 0 . 0 0 . 2 0 . 4 0 . 6 0 . 8 1 . 0 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 D e fl e c ti on (i n .) Ti me of D ay (h r :mi n mo n th / d ay) D 8 _ 1 0 _ A ( O r i g i n a l ) D 8 _ 1 0 _ A ( A d j u s t e d ) D 8 _ 1 0 _ B ( O r i g i n a l ) D 8 _ 1 0 _ B ( A d j u s t e d ) - 0 . 2 - 0 . 1 0 . 0 0 . 1 0 . 2 0 . 3 0 . 4 0 . 5 0 . 6 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 D e fl e c ti on (i n .) Ti me of D ay (h r :mi n mo n th / d ay) D 8 _ 1 0 _ A ( A d j u s t e d ) D 8 _ 1 0 _ B ( A d j u s t e d ) 547 F.4.5 3483BADJUSTED DEFLECTIONS OF GIRDER 8 IN SPAN 11 Figure F.20: Original deflection results?Girder 8?Span 11 Figure F.21: Adjusted deflection results?D8_11_C - 1 . 0 - 0 . 8 - 0 . 6 - 0 . 4 - 0 . 2 0 . 0 0 . 2 0 . 4 0 . 6 0 . 8 1 . 0 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 D e fl e c ti on (i n .) Ti me of D ay (h r :mi n mo n th / d ay) D 8 _ 1 1 _ C D 8 _ 1 1 _ D D 8 _ 1 1 _ E D 8 _ 1 1 _ F - 1 . 0 - 0 . 8 - 0 . 6 - 0 . 4 - 0 . 2 0 . 0 0 . 2 0 . 4 0 . 6 0 . 8 1 . 0 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 D e fl e c ti on (i n .) Ti me of D ay (h r :mi n mo n th / d ay) D 8 _ 1 1 _ C ( O r i g i n a l ) D 8 _ 1 1 _ C ( A d j u s t e d ) 548 Figure F.22: Adjusted deflection results?D8_11_D Figure F.23: Adjusted deflection results?D8_11_E - 1 . 0 - 0 . 8 - 0 . 6 - 0 . 4 - 0 . 2 0 . 0 0 . 2 0 . 4 0 . 6 0 . 8 1 . 0 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 D e fl e c ti on (i n .) Ti me of D ay (h r :mi n mo n th / d ay) D 8 _ 1 1 _ D ( O r i g i n a l ) D 8 _ 1 1 _ D ( A d j u s t e d ) - 1 . 0 - 0 . 8 - 0 . 6 - 0 . 4 - 0 . 2 0 . 0 0 . 2 0 . 4 0 . 6 0 . 8 1 . 0 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 D e fl e c ti on (i n .) Ti me of D ay (h r :mi n mo n th / d ay) D 8 _ 1 1 _ E ( O r i g i n a l ) D 8 _ 1 1 _ E ( A d j u s t e d ) 549 Figure F.24: Adjusted deflection results?D8_11_F Figure F.25: Adjusted deflection results?Girder 8?Span 11 - 1 . 0 - 0 . 8 - 0 . 6 - 0 . 4 - 0 . 2 0 . 0 0 . 2 0 . 4 0 . 6 0 . 8 1 . 0 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 D e fl e c ti on (i n .) Ti me of D ay (h r :mi n mo n th / d ay) D 8 _ 1 1 _ F ( O r i g i n a l ) D 8 _ 1 1 _ F ( A d j u s t e d ) - 1 . 0 - 0 . 8 - 0 . 6 - 0 . 4 - 0 . 2 0 . 0 0 . 2 0 . 4 0 . 6 0 . 8 1 . 0 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 D e fl e c ti on (i n .) Ti me of D ay (h r :mi n mo n th / d ay) D 7 _ 1 1 _ C ( O r i g i n a l ) D 7 _ 1 1 _ C ( A d j u s t e d ) D 8 _ 1 1 _ D ( O r i g i n a l ) D 8 _ 1 1 _ D ( A d j u s t e d ) D 8 _ 1 1 _ E ( O r i g i n a l ) D 8 _ 1 1 _ E ( A d j u s t e d ) D 8 _ 1 1 _ F ( O r i g i n a l ) D 8 _ 1 1 _ F ( A d j u s t e d ) 550 Figure F.26: Final deflection results?Girder 8?Span 11 F.4.6 3484BFINAL ADJUSTED DEFLECTIONS?GIRDERS 7 AND 8 Figure F.27: Final deflection results?Girder 7 - 0 . 2 - 0 . 1 0 . 0 0 . 1 0 . 2 0 . 3 0 . 4 0 . 5 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 D e fl e c ti on (i n .) Ti me of D ay (h r :mi n mo n th / d ay) D 8 _ 1 1 _ C ( A d j u s t e d ) D 8 _ 1 1 _ D ( A d j u s t e d ) D 8 _ 1 1 _ E ( A d j u s t e d ) D 8 _ 1 1 _ F ( A d j u s t e d ) - 0 . 2 - 0 . 1 0 . 0 0 . 1 0 . 2 0 . 3 0 . 4 0 . 5 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 D e fl e c ti on (i n .) Ti me of D ay (h r :mi n mo n th / d ay) D 7 _ 1 0 _ A D 7 _ 1 0 _ B D 7 _ 1 1 _ C D 7 _ 1 1 _ D D 7 _ 1 1 _ E D 7 _ 1 1 _ F 551 Figure F.28: Final deflection results?Girder 8 F.5 96BSTRAIN MEASUREMENT ADJUSTMENTS Some of the strain gages also contained inconsistent results. Strain gages that displayed data shifts similar to deflectometer data shifts were also investigated. For the bottom- fiber strain gage sensors, only the measurements on the FRP at the crack location of Girder 8 in Span 10 were adjusted. Some measurements during the early morning hours (3:30 a.m. through 5:30 a.m.) were disregarded and estimated using the same method for estimating deflection measurements that were inconsistent compared to adjacent measurements. The original FRP strains measured near the crack locations are presented in 2235HFigure F.29. The adjusted FRP strains measured near the crack location of Girder 8 in Span 10 are presented with the other crack location FRP strains in 2236HFigure F.30. - 0 . 2 - 0 . 1 0 . 0 0 . 1 0 . 2 0 . 3 0 . 4 0 . 5 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 D e fl e c ti on (i n .) Ti me of D ay (h r :mi n mo n th / d ay) D 8 _ 1 0 _ A D 8 _ 1 0 _ B D 8 _ 1 1 _ C D 8 _ 1 1 _ D D 8 _ 1 1 _ E D 8 _ 1 1 _ F 552 Figure F.29: Crack location FRP strain measurements?original F8_10_CK Figure F.30: Crack location FRP strain measurements?adjusted F8_10_CK - 400 - 300 - 200 - 100 0 100 200 300 400 500 600 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 S tr ai n (x10 - 6 i n ./ i n .) Ti me of D ay (h r :mi n mon th / d ay) F 7 _ 1 0 _ CK F 7 _ 1 1 _ CK F 8 _ 1 0 _ CK F 8 _ 1 1 _ CK - 400 - 300 - 200 - 100 0 100 200 300 400 500 600 2 : 3 0 5 / 2 5 6 : 3 0 5 / 2 5 1 0 : 3 0 5 / 2 5 1 4 : 3 0 5 / 2 5 1 8 : 3 0 5 / 2 5 2 2 : 3 0 5 / 2 5 2 : 3 0 5 / 2 6 S tr ai n (x10 - 6 i n ./ i n .) Ti me of D ay (h r :mi n mon th / d ay) F 7 _ 1 0 _ CK F 7 _ 1 1 _ CK F 8 _ 1 0 _ CK F 8 _ 1 1 _ CK 553 Appendix G 20BSUPERPOSITION?GRAPHICAL RESULTS 554 G.1 97BCRACK-OPENING DISPLACEMENTS Figure G.1: Crack-opening displacements?A1 (east) - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C h an ge - O p e n i n g D i s p l ace m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 7 8 555 Figure G.2: Crack-opening displacements?A9 (east) Figure G.3: Crack-opening displacements?A1 (east) + A9 (east) - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C h an ge - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 7 8 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C h an ge - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 7 8 556 Figure G.4: Crack-opening displacements?superposition?actual and predicted Figure G.5: COD?superposition?actual and predicted?Girder 7 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - P r e d i c t e d G 8 - P r e d i c t e d G 7 - M e a su r e d G 8 - M e a su r e d 7 8 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - P r e d i c t e d G 7 - M e a s u r e d 7 8 557 Figure G.6: COD?superposition?actual and predicted?Girder 8 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - P r e d i c t e d G 8 - M e a su r e d 7 8 558 G.2 98BDEFLECTIONS Figure G.7: Deflections?A1 (east) - 0 . 3 0 - 0 . 2 5 - 0 . 2 0 - 0 . 1 5 - 0 . 1 0 - 0 . 0 5 0 . 0 0 0 . 0 5 0 . 1 0 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 7 8 559 Figure G.8: Deflections?A9 (east) Figure G.9: Deflections?A1 (east) + A9 (east) - 0 . 3 0 - 0 . 2 5 - 0 . 2 0 - 0 . 1 5 - 0 . 1 0 - 0 . 0 5 0 . 0 0 0 . 0 5 0 . 1 0 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 7 8 - 0 . 3 0 - 0 . 2 5 - 0 . 2 0 - 0 . 1 5 - 0 . 1 0 - 0 . 0 5 0 . 0 0 0 . 0 5 0 . 1 0 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on d u e t o T r u c k L oad i n g ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 7 8 560 Figure G.10: Deflections?superposition?actual and predicted Figure G.11: Deflections?superposition?actual and predicted?Girder 7 - 0 . 3 0 - 0 . 2 5 - 0 . 2 0 - 0 . 1 5 - 0 . 1 0 - 0 . 0 5 0 . 0 0 0 . 0 5 0 . 1 0 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - P r e d i c t e d G 8 - P r e d i c t e d G 7 - M e a s u r e d G 8 - M e a s u r e d 7 8 - 0 . 3 0 - 0 . 2 5 - 0 . 2 0 - 0 . 1 5 - 0 . 1 0 - 0 . 0 5 0 . 0 0 0 . 0 5 0 . 1 0 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - P r e d i c t e d G 7 - A c t u a l 7 8 561 Figure G.12: Deflections?superposition?actual and predicted?Girder 8 - 0 . 3 0 - 0 . 2 5 - 0 . 2 0 - 0 . 1 5 - 0 . 1 0 - 0 . 0 5 0 . 0 0 0 . 0 5 0 . 1 0 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - P r e d i c t e d G 8 - A c t u a l 7 8 562 G.3 99BBOTTOM-FIBER STRAINS Figure G.13: Bottom-fiber strains?A1 (east) - 210 - 180 - 150 - 120 - 90 - 60 - 30 0 30 60 90 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x1 0 - 6 i n ./ i n . ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 7 8 563 Figure G.14: Bottom-fiber strains?A9 (east) Figure G.15: Bottom-fiber strains?A1 (east) + A9 (east) - 210 - 180 - 150 - 120 - 90 - 60 - 30 0 30 60 90 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x1 0 - 6 i n ./ i n . ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 7 8 - 210 - 180 - 150 - 120 - 90 - 60 - 30 0 30 60 90 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n . ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 7 8 564 Figure G.16: Bottom-fiber strains?superposition?actual and predicted Figure G.17: Bottom-fiber strains?superposition?actual and predicted?Girder 7 - 210 - 180 - 150 - 120 - 90 - 60 - 30 0 30 60 90 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x 1 0 - 6 i n . / i n . ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - P r e d i c t e d G 8 - P r e d i c t e d G 7 - M e a su r e d G 8 - M e a su r e d 7 8 - 210 - 180 - 150 - 120 - 90 - 60 - 30 0 30 60 90 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x 1 0 - 6 i n . / i n . ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - P r e d i c t e d G 7 - M e a su r e d 7 8 565 Figure G.18: Bottom-fiber strains?superposition?actual and predicted?Girder 8 - 210 - 180 - 150 - 120 - 90 - 60 - 30 0 30 60 90 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x 1 0 - 6 i n . / i n . ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - P r e d i c t e d G 8 - M e a s u r e d 7 8 566 Appendix H 21BSUPERPOSITION?MEASUREMENTS 567 Table H.1: Superposition?crack-opening displacements Girder 3485BGage 3486BHeight from bottom of girder (in.) 3487BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 3488BCrack-Opening Displacement (mm) ? closing + opening 3489BLoad Position 3490BSuperposition 3491BDifference 3492B(Pred.?Meas.) 3493BA1 3494BA9 3495BPredicted 3496B(A1+A9) 3497BMeasured 3498B(A1 and A9) 3499Bmm 3500B% 3501B7 3502BCO7_10 3503B13.5 3504B-50 -0.003 -0.008 3505B-0.011 3506B-0.014 3507B0.003 3508B21 3509BCO7_11 3510B13.5 3511B48 3512B-0.013 3513B-0.005 3514B-0.018 3515B-0.024 3516B0.006 3517B25 3518B8 3519BCO8_10 3520B13.5 3521B-40 3522B-0.008 3523B-0.006 3524B-0.014 3525B-0.015 3526B0.001 3527B7 3528BCO8_11 3529B13.5 3530B56 3531B-0.007 3532B-0.003 3533B-0.010 3534B-0.012 3535B0.002 3536B17 3537B Note: Percent difference is reported as a percentage of the measured superposition 568 Table H.2: Superposition?deflections Girder 3538BGage 3539BHeight from bottom 3540Bof 3541Bgirder (in.) 3542BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 3543BDeflection (in.) ? downward + upward 3544BLoad Position 3545BSuperposition 3546BDifference 3547B(Pred.?Meas.) 3548BA1 3549BA9 3550BPredicted 3551B(A1+A9) 3552BMeasured 3553B(A1 and A9) 3554Bin. 3555B% 3556B7 3557BD7_10_A n/a 3558B-608 -0.18 0.02 3559B-0.16 3560B-0.16 3561B0.00 3562B0 3563BD7_10_B 3564B-308 3565B-0.13 3566B0.01 3567B-0.12 3568B-0.11 3569B-0.01 3570B-9 3571BD7_11_C 3572B158 3573B0.01 3574B-0.06 3575B-0.05 3576B-0.05 3577B0.00 3578B0 3579BD7_11_D 3580B308 3581B0.01 3582B-0.12 3583B-0.11 3584B-0.10 3585B-0.01 3586B-10 3587BD7_11_E 3588B458 3589B0.01 3590B-0.16 3591B-0.15 3592B-0.14 3593B-0.01 3594B-7 3595BD7_11_F 3596B608 3597B0.01 3598B-0.18 3599B-0.17 3600B-0.16 3601B-0.01 3602B-6 3603B8 3604BD8_10_A n/a 3605B-608 3606B-0.18 3607B0.02 3608B-0.16 3609B-0.15 3610B-0.01 3611B-7 3612BD8_10_B 3613B-308 3614B-0.12 3615B0.02 3616B-0.10 3617B-0.09 3618B-0.01 3619B-10 3620BD8_11_C 3621B158 3622B0.01 3623B-0.07 3624B-0.06 3625B-0.05 3626B-0.01 3627B-20 3628BD8_11_D 3629B308 3630B0.01 3631B-0.12 3632B-0.11 3633B-0.10 3634B-0.01 3635B-10 3636BD8_11_E 3637B458 3638B0.01 3639B-0.17 3640B-0.16 3641B-0.14 3642B-0.02 3643B-14 3644BD8_11_F 3645B608 3646B0.01 3647B-0.17 3648B-0.16 3649B-0.15 3650B-0.01 3651B-7 Note: Percent difference is reported as a percentage of the measured superposition 569 Table H.3: Superposition?bottom-fiber strains?Girder 7 Span 3652BGage 3653BHeight from bottom 3654Bof 3655Bgirder (in.) 3656BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 3657BStrain (x10-6 in/in) ? compressive + tensile 3658BLoad Position 3659BSuperposition 3660BDifference 3661B(Pred.?Meas.) 3662BA1 3663BA9 3664BPredicted 3665B(A1+A9) 3666BMeasured 3667B(A1 and A9) 3668Bx10-6 3669Bin./in. 3670B% 3671B10 3672BF7_10_1M 0 3673B-74 -2 -8 3674B-10 3675B-17 3676B7 3677B41 3678BF7_10_CK 3679B-47 3680B-36 3681B-58 3682B-94 3683B-134 3684B40 3685B30 3686B11 3687BF7_11_CK 0 3688B47 3689B-67 3690B-40 3691B-107 3692B-149 3693B42 3694B28 3695BF7_11_4M 3696B74 3697B-8 3698B-5 3699B-13 3700B-19 3701B6 3702B32 3703BF7_11_5M 3704B104 3705B-7 3706B-1 3707B-8 3708B-14 3709B6 3710B40 3711BS7_11_5M 3712B105 3713B-9 3714B-3 3715B-12 3716B-17 3717B5 3718B29 3719BS7_11_6M 3720B273 3721B-8 3722B19 3723B11 3724B7 3725B4 3726B60 3727BS7_11_7M 3728B441 3729B-6 3730B41 3731B35 3732B34 3733B1 3734B3 3735BS7_11_8M 3736B609 3737B-5 3738B65 3739B60 3740B60 3741B0 3742B0 Note: Percent difference is reported as a percentage of the measured superposition 570 Table H.4: Superposition?bottom-fiber strains?Girder 8 Span 3743BGage 3744BHeight from bottom 3745Bof 3746Bgirder (in.) 3747BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 3748BStrain (x10-6 in/in) ? compressive + tensile 3749BLoad Position 3750BSuperposition 3751BDifference 3752B(Pred.?Meas.) 3753BA1 3754BA9 3755BPredicted 3756B(A1+A9) 3757BMeasured 3758B(A1 and A9) 3759Bx10-6 3760Bin./in. 3761B% 3762B10 3763BS8_10_1M 0 3764B-75 -6 -12 3765B-18 3766B-24 3767B6 3768B25 3769BF8_10_1M 3770B-74 3771B-3 3772B-8 3773B-11 3774B-15 3775B4 3776B27 3777BF8_10_CK 3778B-41 3779B-73 3780B-93 3781B-166 3782B-204 3783B38 3784B19 3785B11 3786BF8_11_CK 0 3787B52 3788B-44 3789B-29 3790B-73 3791B-85 3792B12 3793B14 3794BF8_11_4M 3795B74 3796B-11 3797B-5 3798B-16 3799B-24 3800B8 3801B33 3802BS8_11_4M 3803B75 3804B-25 3805B-5 3806B-30 3807B-41 3808B11 3809B27 3810BF8_11_5M 3811B104 3812B-10 3813B-3 3814B-13 3815B-19 3816B6 3817B32 3818BS8_11_5M 3819B105 3820B-11 3821B-4 3822B-15 3823B-20 3824B5 3825B25 3826BS8_11_6M 3827B273 3828B-8 3829B18 3830B10 3831B7 3832B3 3833B40 3834BS8_11_7M 3835B441 3836B-6 3837B43 3838B37 3839B36 3840B1 3841B3 3842BS8_11_8M 3843B609 3844B-4 3845B56 3846B52 3847B50 3848B2 3849B4 Note: Percent difference is reported as a percentage of the measured superposition 571 Appendix I 22BAE STATIC POSITIONS?GRAPHICAL RESULTS 572 I.1 100BCRACK-OPENING DISPLACEMENTS Figure I.1: Crack-opening displacements?LC 6.5?AE Span 10 (east) - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 7 8 573 Figure I.2: Crack-opening displacements?LC 6.5?AE Span 10 (both) Figure I.3: Crack-opening displacements?LC 6.5?AE Span 11 (east) - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 7 8 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ack - O p e n i n g D i s p l ace m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 7 8 574 Figure I.4: Crack-opening displacements?LC 6.5?AE Span 11 (both) Figure I.5: Crack-opening displacements?LC 6?AE Span 10 (east) - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 7 8 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 7 8 575 Figure I.6: Crack-opening displacements?LC 6?AE Span 10 (both) Figure I.7: Crack-opening displacements?LC 6?AE Span 11 (east) - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 7 8 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 7 8 576 Figure I.8: Crack-opening displacements?LC 6?AE Span 11 (both) - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 7 8 577 I.2 101BDEFLECTIONS Figure I.9: Deflections?LC 6.5?AE Span 10 (east) - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 7 8 578 Figure I.10: Deflections?LC 6.5?AE Span 10 (both) Figure I.11: Deflections?LC 6.5?AE Span 11 (east) - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 7 8 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 7 8 579 Figure I.12: Deflections?LC 6.5?AE Span 11 (both) Figure I.13: Deflections?LC 6?AE Span 10 (east) - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 7 8 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 7 8 580 Figure I.14: Deflections?LC 6?AE Span 10 (both) Figure I.15: Deflections?LC 6?AE Span 11 (east) - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t anc e f r om C e n t e r o f C ont i n u i t y D i aph r ag m ( i n .) G i r d e r 7 G i r d e r 8 7 8 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 7 8 581 Figure I.16: Deflections?LC 6?AE Span 11 (both) - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 G i r d e r 8 7 8 582 I.3 102BBOTTOM-FIBER STRAINS Figure I.17: Bottom-fiber strains?LC 6.5?AE Span 10 (east) - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 7 8 583 Figure I.18: Bottom-fiber strains?LC 6.5?AE Span 10 (both) Figure I.19: Bottom-fiber strains?LC 6.5?AE Span 11 (east) - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 7 8 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 7 8 584 Figure I.20: Bottom-fiber strains?LC 6.5?AE Span 11 (both) Figure I.21: Bottom-fiber strains?LC 6?AE Span 10 (east) - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 7 8 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 7 8 585 Figure I.22: Bottom-fiber strains?LC 6?AE Span 10 (both) Figure I.23: Bottom-fiber strains?LC 6?AE Span 11 (east) - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 7 8 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 7 8 586 Figure I.24: Bottom-fiber strains?LC 6?AE Span 11 (both) - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 8 - C o n c r e t e G 7 - F R P G 8 - F R P 7 8 587 I.3.1 3850BBOTTOM-FIBER STRAINS?GIRDER 7 Figure I.25: Bottom-fiber strains?Girder 7?LC 6.5?AE Span 10 (east) - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 7 - F R P 7 8 588 Figure I.26: Bottom-fiber strains?Girder 7?LC 6.5?AE Span 10 (both) Figure I.27: Bottom-fiber strains?Girder 7?LC 6.5?AE Span 11 (east) - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x1 0 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 7 - F R P 7 8 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x1 0 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 7 - F R P 7 8 589 Figure I.28: Bottom-fiber strains?Girder 7?LC 6.5?AE Span 11 (both) Figure I.29: Bottom-fiber strains?Girder 7?LC 6?AE Span 10 (east) - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t anc e f r om C e n t e r o f C ont i n u i t y D i aph r ag m ( i n .) G 7 - C o n c r e t e G 7 - F R P 7 8 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x1 0 - 6 i n ./ i n .) D i s t anc e f r om C e n t e r o f C ont i n u i t y D i aph r ag m ( i n .) G 7 - C o n c r e t e G 7 - F R P 7 8 590 Figure I.30: Bottom-fiber strains?Girder 7?LC 6?AE Span 10 (both) Figure I.31: Bottom-fiber strains?Girder 7?LC 6?AE Span 11 (east) - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x1 0 - 6 i n ./ i n .) D i s t anc e f r om C e n t e r o f C ont i n u i t y D i aph r ag m ( i n .) G 7 - C o n c r e t e G 7 - F R P 7 8 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 7 - F R P 7 8 591 Figure I.32: Bottom-fiber strains?Girder 7?LC 6?AE Span 11 (both) - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x1 0 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e G 7 - F R P 7 8 592 I.3.2 3851BBOTTOM-FIBER STRAINS?GIRDER 8 Figure I.33: Bottom-fiber strains?Girder 8?LC 6.5?AE Span 10 (east) - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - C o n c r e t e G 8 - F R P 7 8 593 Figure I.34: Bottom-fiber strains?Girder 8?LC 6.5?AE Span 10 (both) Figure I.35: Bottom-fiber strains?Girder 8?LC 6.5?AE Span 11 (east) - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x1 0 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - C o n c r e t e G 8 - F R P 7 8 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - C o n c r e t e G 8 - F R P 7 8 594 Figure I.36: Bottom-fiber strains?Girder 8?LC 6.5?AE Span 11 (both) Figure I.37: Bottom-fiber strains?Girder 8?LC 6?AE Span 10 (east) - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - C o n c r e t e G 8 - F R P 7 8 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - C o n c r e t e G 8 - F R P 7 8 595 Figure I.38: Bottom-fiber strains?Girder 8?LC 6?AE Span 10 (both) Figure I.39: Bottom-fiber strains?Girder 8?LC 6?AE Span 11 (east) - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - C o n c r e t e G 8 - F R P 7 8 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - C o n c r e t e G 8 - F R P 7 8 596 Figure I.40: Bottom-fiber strains?Girder 8?LC 6?AE Span 11 (both) - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 8 - C o n c r e t e G 8 - F R P 7 8 597 Appendix J 23BAE STATIC POSITIONS?MEASUREMENTS 598 Figure J.1: Transverse load position?AE testing?Lane C?east truck Figure J.2: Transverse load position?AE testing?Lane C?both trucks 40.5? 96? Cast-in-place concrete barrier 64? - 0? 70? - 9? 6.5? Girder 7 Girder 8 73.5? 75? 49? ST-6538 west truck ST-6400 east truck AASHTO BT-54 Girders 40.5? 96? Cast-in-place concrete barrier 64? - 0? 70? - 9? 6.5? Girder 7 Girder 8 75? ST-6400 east truck AASHTO BT-54 Girders 599 Figure J.3: Longitudinal stop positions?AE testing?Spans 10 and 11 70? 70? Bent 10 Simple Support Span 11 Bent 11 Continuity Diaphragm Span 10 Bent 12 Simple Support 6 4 Span 10 Static Position (C6) ST-6400 (east) ST-6538 (west) Span 11 Static Position (C4) ST-6400 (east) ST-6538 (west) Legend: Stop Position Centerline of Continuity Diaphragm False Support False Support 600 Table J.1: AE static positions?crack-opening displacements Girder 3852BGage 3853BHeight from bottom of girder (in.) 3854BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 3855BCrack-Opening Displacement (mm) ? closing + opening 3856BAE?Night 1 (LC-6.5) 3857BAE?Night 2 (LC-6) 3858BSpan 10 Loading 3859BSpan 11 Loading 3860BSpan 10 Loading 3861BSpan 11 Loading 3862BEast Truck 3863BBoth Trucks 3864BEast Truck 3865BBoth Trucks 3866BEast Truck 3867BBoth Trucks 3868BEast Truck 3869BBoth Trucks 3870B7 3871BCO7_10 3872B13.5 3873B-50 0.002 0.024 -0.005 -0.013 0.002 0.023 -0.005 -0.014 3874BCO7_11 3875B13.5 3876B48 -0.008 -0.021 0.004 0.047 -0.008 -0.021 0.004 0.044 3877B8 3878BCO8_10 3879B13.5 3880B-40 -0.005 -0.010 -0.006 -0.010 -0.006 -0.010 -0.006 -0.010 3881BCO8_11 3882B13.5 3883B56 -0.013 -0.019 0.023 0.038 -0.013 -0.019 0.026 0.040 601 Table J.2: AE static positions?deflections Girder 3884BGage 3885BHeight from bottom of girder (in.) 3886BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 3887BDeflection (in.) ? downward + upward 3888BAE?Night 1 (LC-6.5) 3889BAE?Night 2 (LC-6) 3890BSpan 10 3891BSpan 11 3892BSpan 10 3893BSpan 11 3894BEast Truck 3895BBoth Trucks 3896BEast Truck 3897BBoth Trucks 3898BEast Truck 3899BBoth Trucks 3900BEast Truck 3901BBoth Trucks 3902B7 3903BD7_10_A 3904Bn/a 3905B-608 -0.06 -0.12 0.01 0.01 -0.05 -0.11 0.00 0.01 3906BD7_10_B 3907B-308 -0.05 -0.11 0.01 0.01 -0.04 -0.10 0.00 0.00 3908BD7_11_C 3909B158 -0.01 -0.01 -0.03 -0.08 0.01 0.00 -0.03 -0.07 3910BD7_11_D 3911B308 -0.01 -0.01 -0.04 -0.12 0.00 0.01 -0.05 -0.12 3912BD7_11_E 3913B458 -0.01 -0.01 -0.05 -0.12 0.00 0.01 -0.06 -0.12 3914BD7_11_F 3915B608 -0.01 -0.01 -0.05 -0.12 0.00 0.00 -0.06 -0.12 3916B8 3917BD8_10_A 3918Bn/a 3919B-608 -0.09 -0.14 0.01 0.01 -0.08 -0.13 0.00 0.01 3920BD8_10_B 3921B-308 -0.08 -0.13 0.01 0.01 -0.07 -0.12 0.00 0.01 3922BD8_11_C 3923B158 0.00 0.00 -0.05 -0.09 0.01 0.01 -0.06 -0.09 3924BD8_11_D 3925B308 -0.01 0.00 -0.08 -0.13 0.01 0.01 -0.08 -0.13 3926BD8_11_E 3927B458 -0.01 0.00 -0.08 -0.14 0.00 0.01 -0.10 -0.15 3928BD8_11_F 3929B608 -0.01 0.00 -0.07 -0.13 0.01 0.01 -0.08 -0.12 602 Table J.3: AE static positions?cross-section strains?Girder 7?Span 10 Cross Section 3930BGage 3931BHeight from bottom of girder (in.) 3932BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 3933BStrain (x10-6 in/in) ? compressive + tensile 3934BAE?Night 1 (LC-6.5) 3935BAE?Night 2 (LC-6) 3936BSpan 10 3937BSpan 11 3938BSpan 10 3939BSpan 11 3940BEast Truck 3941BBoth Trucks 3942BEast Truck 3943BBoth Trucks 3944BEast Truck 3945BBoth Trucks 3946BEast Truck 3947BBoth Trucks 3948BGirder 7 3949BCro ss Sec tio n 3950B1 3951BS7_10_1V 3952B28.5 3953B-75 0 5 -1 -3 0 5 -2 -3 3954BS7_10_1W 3955B13.5 3956B-75 2 12 -2 -5 2 11 -3 -6 3957BS7_10_1X 3958B13.5 3959B-75 0 10 -1 -4 1 11 -2 -5 3960BS7_10_1Y 3961B3.0 3962B-75 0 21 -4 -10 2 22 -4 -8 3963BF7_10_1M 3964B0.0 3965B-74 1 24 -3 -9 3 23 -4 -9 3966BGirder 7 3967BCro ss Sec tio n 3968B2 3969BS7_10_2V 3970B28.5 3971B-13 0 3 0 1 2 3 -1 -1 3972BS7_10_2W 3973B13.5 3974B-13 0 -1 1 3 8 4 -1 2 3975BS7_10_2X 3976B13.5 3977B-13 -1 -1 0 2 1 5 0 1 3978BS7_10_2Y 3979B3.0 3980B-13 -47 -108 -12 -63 -51 -107 -23 -69 3981BF7_10_2Z 3982B3.0 3983B-14 0 -4 -4 -21 1 -3 -5 -20 603 Table J.4: AE static positions?cross-section strains?Girder 7?Span 11 Cross Section 3984BGage 3985BHeight from bottom of girder (in.) 3986BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 3987BStrain (x10-6 in./in.) ? compressive + tensile 3988BAE?Night 1 (LC-6.5) 3989BAE?Night 2 (LC-6) 3990BSpan 10 3991BSpan 11 3992BSpan 10 3993BSpan 11 3994BEast Truck 3995BBoth Trucks 3996BEast Truck 3997BBoth Trucks 3998BEast Truck 3999BBoth Trucks 4000BEast Truck 4001BBoth Trucks 4002BGirder 7 4003BCro ss Sec tio n 4004B3 4005BS7_11_3V 4006B28.5 4007B13 -4 -3 0 -5 -2 -1 -7 -7 4008BS7_11_3W 4009B13.5 4010B13 -3 -3 1 5 -4 -4 -2 3 4011BS7_11_3X 4012B13.5 4013B13 1 3 -2 -4 2 5 -6 -7 4014BS7_11_3Y 4015B3.0 4016B13 -2 -4 -3 -7 0 -5 -10 -10 4017BS7_11_3Z 4018B3.0 4019B13 -2 -3 2 -6 3 -1 -6 -7 4020BGirder 7 4021BCro ss Sec tio n 4022B4 4023BS7_11_4V 4024B28.5 4025B75 0 0 -1 -3 1 1 -1 -4 4026BS7_11_4W 4027B13.5 4028B75 0 -2 1 7 0 -3 0 6 4029BS7_11_4X 4030B13.5 4031B75 -2 -4 -1 5 -1 -3 -3 4 4032BS7_11_4Y 4033B3.0 4034B75 -1 -5 4 26 0 -5 3 23 4035BF7_11_4M 4036B0.0 4037B74 -5 -11 2 28 -4 -10 3 28 604 Table J.5: AE static positions?cross-section strains?Girder 8?Span 10 Cross Section 4038BGage 4039BHeight from bottom of girder (in.) 4040BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 4041BStrain (x10-6 in./in.) ? compressive + tensile 4042BAE?Night 1 (LC-6.5) 4043BAE?Night 2 (LC-6) 4044BSpan 10 4045BSpan 11 4046BSpan 10 4047BSpan 11 4048BEast Truck 4049BBoth Trucks 4050BEast Truck 4051BBoth Trucks 4052BEast Truck 4053BBoth Trucks 4054BEast Truck 4055BBoth Trucks 4056BGirder 8 4057BCro ss Sec tio n 4058B1 4059BS8_10_1V 4060B28.5 4061B-75 3 3 -4 -6 3 3 -5 -7 4062BS8_10_1W 4063B13.5 4064B-75 10 13 -6 -12 10 13 -8 -11 4065BS8_10_1X 4066B13.5 4067B-75 8 14 -6 -11 7 13 -7 -12 4068BF8_10_1Y 4069B3.0 4070B-74 10 11 -5 -8 11 12 -5 -7 4071BS8_10_1M 4072B0.0 4073B-75 11 20 -10 -16 16 28 -7 -14 4074BF8_10_1M 4075B0.0 4076B-74 11 19 -6 -10 11 19 -7 -10 4077BGirder 8 4078BCro ss Sec tio n 4079B2 4080BS8_10_2V 4081B28.5 4082B-13 2 3 -1 -2 3 5 -2 -2 4083BS8_10_2W 4084B13.5 4085B-13 6 6 0 -1 5 7 -2 -1 4086BS8_10_2X 4087B13.5 4088B-13 5 7 0 0 5 7 0 0 4089BF8_10_2Y 4090B3.0 4091B-14 -16 -24 -14 -26 -17 -25 -16 -26 4092BF8_10_2Z 4093B3.0 4094B-14 0 -5 -6 -14 1 -4 -4 -12 605 Table J.6: AE static positions?cross-section strains?Girder 8?Span 11 Cross Section 4095BGage 4096BHeight from bottom of girder (in.) 4097BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 4098BStrain (x10-6 in/in) ? compressive + tensile 4099BAE?Night 1 (LC-6.5) 4100BAE?Night 2 (LC-6) 4101BSpan 10 4102BSpan 11 4103BSpan 10 4104BSpan 11 4105BEast Truck 4106BBoth Trucks 4107BEast Truck 4108BBoth Trucks 4109BEast Truck 4110BBoth Trucks 4111BEast Truck 4112BBoth Trucks 4113BGirder 8 4114BCro ss Sec tio n 4115B3 4116BS8_11_3V 4117B28.5 4118B13 -76 -107 -23 -28 -71 -100 -24 -27 4119BS8_11_3W 4120B13.5 4121B13 -1 -2 -4 -6 -2 -3 -6 -6 4122BS8_11_3X 4123B13.5 4124B13 -8 -14 8 10 -5 -9 7 10 4125BF8_11_3Y 4126B3.0 4127B14 -13 -27 -11 -15 -15 -27 -10 -16 4128BF8_11_3Z 4129B3.0 4130B14 -19 -33 -3 -20 -15 -29 0 -16 4131BGirder 8 4132BCro ss Sec tio n 4133B4 4134BS8_11_4V 4135B28.5 4136B75 -2 -3 -10 -19 -2 -1 -11 -19 4137BS8_11_4W 4138B13.5 4139B75 -5 -8 4 3 -4 -6 2 1 4140BS8_11_4X 4141B13.5 4142B75 -5 -7 -2 -3 -2 -3 -6 -1 4143BF8_11_4Y 4144B3.0 4145B74 -6 -8 15 16 -6 -8 13 16 4146BS8_11_4M 4147B0.0 4148B75 -27 -40 77 136 -29 -44 80 148 4149BF8_11_4M 4150B0.0 4151B74 -15 -21 34 55 -15 -20 31 59 606 Table J.7: AE static positions?bottom-fiber strains?Girder 7 Span 4152BGage 4153BHeight from bottom of girder (in.) 4154BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 4155BStrain (x10-6 in/in) ? compressive + tensile 4156BAE?Night 1 (LC-6.5) 4157BAE?Night 2 (LC-6) 4158BSpan 10 4159BSpan 11 4160BSpan 10 4161BSpan 11 4162BEast Truck 4163BBoth Trucks 4164BEast Truck 4165BBoth Trucks 4166BEast Truck 4167BBoth Trucks 4168BEast Truck 4169BBoth Trucks 4170B10 4171BF7_10_1M 4172B0 4173B-74 1 24 -3 -9 3 23 -4 -9 4174BF7_10_CK 4175B-47 -1 96 -22 -70 0 92 -26 -74 4176B11 4177BF7_11_CK 4178B0 4179B47 -37 -93 6 140 -31 -87 1 130 4180BF7_11_4M 4181B74 -5 -11 2 28 -4 -10 3 28 4182BF7_11_5M 4183B104 -4 -7 3 30 -5 -8 -2 25 4184BS7_11_5M 4185B105 -7 -10 8 28 -8 -13 -3 35 4186BS7_11_6M 4187B273 -9 -13 10 38 -2 -5 17 38 4188BS7_11_7M 4189B441 -18 -19 11 30 0 0 25 30 4190BS7_11_8M 4191B609 -23 -26 7 22 3 6 37 20 607 Table J.8: AE static positions?bottom-fiber strains?Girder 8 Span 4192BGage 4193BHeight from bottom of girder (in.) 4194BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 4195BStrain (x10-6 in/in) ? compressive + tensile 4196BAE?Night 1 (LC-6.5) 4197BAE?Night 2 (LC-6) 4198BSpan 10 4199BSpan 11 4200BSpan 10 4201BSpan 11 4202BEast Truck 4203BBoth Trucks 4204BEast Truck 4205BBoth Trucks 4206BEast Truck 4207BBoth Trucks 4208BEast Truck 4209BBoth Trucks 4210B10 4211BS8_10_1M 4212B0 4213B-75 11 20 -10 -16 16 28 -7 -14 4214BF8_10_1M 4215B-74 11 19 -6 -10 11 19 -7 -10 4216BF8_10_CK 4217B-41 69 117 -72 -125 63 106 -72 -120 4218B11 4219BF8_11_CK 4220B0 4221B52 -56 -87 48 69 -54 -81 52 71 4222BF8_11_4M 4223B74 -15 -21 34 55 -15 -20 31 59 4224BS8_11_4M 4225B75 -27 -40 77 136 -29 -44 80 148 4226BF8_11_5M 4227B104 -9 -13 22 34 -10 -14 21 34 4228BS8_11_5M 4229B105 -5 -10 24 34 -9 -14 16 34 4230BS8_11_6M 4231B273 -13 -16 30 49 -4 -6 36 47 4232BS8_11_7M 4233B441 -19 -22 23 42 0 0 41 41 4234BS8_11_8M 4235B609 5 4 16 24 -4 -7 4 22 608 Table J.9: AE static positions?FRP strains?Girder 7 Span 4236BGage 4237BHeight from bottom of girder (in.) 4238BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 4239BStrain (x10-6 in/in) ? compressive + tensile 4240BAE?Night 1 (LC-6.5) 4241BAE?Night 2 (LC-6) 4242BSpan 10 4243BSpan 11 4244BSpan 10 4245BSpan 11 4246BEast Truck 4247BBoth Trucks 4248BEast Truck 4249BBoth Trucks 4250BEast Truck 4251BBoth Trucks 4252BEast Truck 4253BBoth Trucks 4254B10 4255BF7_10_1M 4256B0 4257B-74 1 24 -3 -9 3 23 -4 -9 4258BF7_10_CK 4259B0 4260B-47 -1 96 -22 -70 0 92 -26 -74 4261BF7_10_2Z 4262B3 4263B-13 0 -4 -4 -21 1 -3 -5 -20 4264B11 4265BF7_11_CK 4266B0 4267B47 -37 -93 6 140 -31 -87 1 130 4268BF7_11_4M 4269B0 4270B74 -5 -11 2 28 -4 -10 3 28 4271BF7_11_5M 4272B0 4273B104 -4 -7 3 30 -5 -8 -2 25 609 Table J.10: AE static positions?FRP strains?Girder 8 Span 4274BGage 4275BHeight from bottom of girder (in.) 4276BDistance from center of continuity diaphragm (in.) ? Span 10 + Span 11 4277BStrain (x10-6 in/in) ? compressive + tensile 4278BAE?Night 1 (LC-6.5) 4279BAE?Night 2 (LC-6) 4280BSpan 10 4281BSpan 11 4282BSpan 10 4283BSpan 11 4284BEast Truck 4285BBoth Trucks 4286BEast Truck 4287BBoth Trucks 4288BEast Truck 4289BBoth Trucks 4290BEast Truck 4291BBoth Trucks 4292B10 4293BF8_10_1Y 4294B3 4295B-74 10 11 -5 -8 11 12 -5 -7 4296BF8_10_1M 4297B0 4298B-74 11 19 -6 -10 11 19 -7 -10 4299BF8_10_CK 4300B0 4301B-41 69 117 -72 -125 63 106 -72 -120 4302BF8_10_2Y 4303B3 4304B-14 -16 -24 -14 -26 -17 -25 -16 -26 4305BF8_10_2Z 4306B3 4307B-14 0 -5 -6 -14 1 -4 -4 -12 4308B11 4309BF8_11_3Y 4310B3 4311B14 -13 -27 -11 -15 -15 -27 -10 -16 4312BF8_11_3Z 4313B3 4314B14 -19 -33 -3 -20 -15 -29 0 -16 4315BF8_11_CK 4316B0 4317B52 -56 -87 48 69 -54 -81 52 71 4318BF8_11_4Y 4319B3 4320B74 -6 -8 15 16 -6 -8 13 16 4321BF8_11_4M 4322B0 4323B74 -15 -21 34 55 -15 -20 31 59 4324BF8_11_5M 4325B0 4326B104 -9 -13 22 34 -10 -14 21 34 610 Appendix K 24BFALSE SUPPORT BEARING PAD EFFECTS DURING LOAD TESTING K.1 103BINSTALLATION OF FALSE SUPPORTS WITH BEARING PADS In response to the severity of cracking observed at the continuous ends of prestressed concrete girders of I-565, ALDOT installed steel frame false supports under spans containing damaged girders, as shown in 2237HFigure K.1. False supports were installed within ten feet of the bents, allowing the cracked regions of damaged girders to be contained between false supports and the nearest bent. Figure K.1: Steel frame false supports 611 The false supports were installed to leave a gap of at least one inch between the top of false supports and the bottom of girders before adding bearing pads. Elastomeric bearing pads were then installed under each girder, attaching them to the tops of the false supports, as shown in Figure K2238H.2 Figure K.2: Bearing pad between false support and exterior girder A small gap between the bearing pad and girder bottom remained after false support installation. Bearing pads were installed to prevent catastrophic collapse in case of further deterioration of the bridge girders, but it was undesirable for bearing pads to remain in contact with bridge girders during load testing. An installed bearing pad with space remaining between the pad and girder is shown in Figure K2239H.3. A bearing pad that is in contact with a girder and likely transferring loads through the false support is shown in Figure K2240H.4. 612 Figure K.3: Bearing pad location with space between the bearing pad and girder Figure K.4: Bearing pad location without space between the bearing pad and girder 613 K.2 104BPRE-REPAIR BEARING PAD CONDITIONS During initial test preparation, it was observed that some of the gaps between bearing pads and false supports had closed, and bearing pads were in contact with instrumented girders, as shown in Figure K2241H.5. The closure of gaps between girders and false support bearing pads was likely due to downward creep deformations of the girders or settlement of the bridge structure. Figure K.5: Bearing pad in contact with girder during pre-repair testing An attempt was made to remove the bearing pads; however, initial removal attempts were unsuccessful. A surface-mounted strain gage was attached to one column of the false supports to determine if the false supports were supporting normal traffic loads due to the bearing pads being in direct contact with the girders. Due to the measurement of small 614 compressive strains, it was determined that the bearing pads were transmitting some load through the false supports during normal traffic conditions (Fason 2009). For research purposes, it was desirable to test the bridge without additional load- bearing supports. The removal of bearing pads was scheduled to take place on the day of the pre-repair testing; however, the overcast weather conditions on that day were not conducive to the upward movement expected of the girders during the warmest time of the day in late spring. Under the overcast weather conditions, the gap between the bearing pads and the girders was so small?in some cases non-existent?that the complete removal of all bearing pads prior to the scheduled pre-repair tests was not possible using the available equipment and methods. After realizing that complete removal of all bearing pads would not be possible before conducting pre-repair load tests, holes were drilled in the bearing pads to alleviate pressure and reduce the effective stiffness of the pads (Fason 2009). Fason (2009) reported that, prior to the pre-repair tests, one bearing pad was completely removed (Girder 8 of Span 10), one half of another bearing pad was removed (east half of Girder 7 of Span 10), and holes were drilled in the remaining bearing pads to reduce their effective stiffness (west half of Girder 7 of Span 10, Girder 7 of Span 11, and Girder 8 of Span 11). The pre-repair tests were conducted without complete removal of all bearing pads. Following the pre-repair tests, it was suggested that the presence of the bearing pads could have had an effect on the measured bridge behavior (Fason 2009). K.3 105BBEARING PAD REMOVAL DURING FRP INSTALLATION The installation of the FRP reinforcement required that all bearing pads be removed. 615 These bearing pads inhibited FRP installation to the bottom of the girder at false-support locations. The bearing pads under Span 11 were, in general, more difficult to remove than the bearing pads under Span 10. Initially, the contractor attempted to remove each bearing pad by punching it out of place using a chisel and hammer. When a bearing pad was under enough pressure to prevent removal, the contractor then used a reciprocating saw on the pad in an attempt to alleviate some of that pressure, as shown in Figure K2242H.6. Figure K.6: Use of reciprocating saw during bearing pad removal In some cases, saw cutting alone was not effective at alleviating enough pressure for successful bearing pad removal. In these cases, a propane torch was used to soften the rubber, as shown in Figure K2243H.7, which then allowed for a more effective sawing process. 616 Figure K.7: Use of propane torch during bearing pad removal After successful pressure alleviation, the bearing pad was removed using the initial chisel-and-hammer removal method, as shown in Figure K2244H.8. An example of a bearing pad that required forceful removal is shown in Figure K2245H.9. Bearing pads were not replaced following the installation of the FRP reinforcement. 617 Figure K.8: Successful removal of bearing pad Figure K.9: Bearing pad after forceful removal 618 K.4 106BPOST-REPAIR BEARING PAD CONDITIONS The post-repair tests were conducted without the presence of any bearing pads. Fason (2009) indicated that direct relationships between structural behavior measured and observed during pre-repair and post-repair load testing may be affected by the variation of support conditions. K.5 107BANALYSIS OF NUMERICAL RESULTS The measurements of the pre- and post-repair tests were compared to better determine the effects related to the presence of the bearing pads. These comparisons include: deflections, crack opening displacements, and surface strains measured during multiposition load testing as well as deflections measured during superposition testing. K.5.1 4327BDEFLECTIONS?MULTIPOSITION LOAD TESTING Truck positions resulting in maximum downward deflections measured during pre- and post-repair multiposition load testing have been analyzed to assess whether the bearing pads had an effect on the pre-repair support conditions and general pre-repair bridge behavior. Pre- and post-repair deflections measured in response to four midspan truck positions (A1, C1, A9, and C9) are shown in Figures K2246H.10?K2247H.13. The arrows in the figures represent the position of the wheel loads on the bridge. For each midspan truck position, the midspan and quarterspan deflection measurements?and the differences between pre- and post-repair testing?are presented in Tables K2248H.1?K2249H.4. For each midspan truck position, the table of measurements follows the figure that illustrates the measured deflections. 619 Figure K.10: Deflections?A1 Table K.1: Deflections?A1 Span Girder Location (span) Post- Repair (in.) Pre- Repair (in.) Diff. (in.) Percent Diff. (%) 10 7 mid -0.32 -0.31 -0.01 3 quarter -0.22 -0.20 -0.02 10 8 mid -0.26 -0.24 -0.02 8 quarter -0.17 -0.16 -0.01 6 11 7 quarter 0.04 0.05 -0.01 20 mid 0.05 0.06 -0.01 20 8 quarter 0.04 0.05 -0.01 20 mid 0.04 0.05 -0.01 20 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 ( P r e - R e p a i r ) G 8 ( P r e - R e p a i r ) G 7 ( P o s t - R e p a i r ) G 8 ( P o s t - R e p a i r ) 620 Figure K.11: Deflections?A9 Table K.2: Deflections?A9 Span Girder Location (span) Post- Repair (in.) Pre- Repair (in.) Diff. (in.) Percent Diff. (%) 10 7 mid 0.04 0.05 -0.01 20 quarter 0.04 0.05 -0.01 20 8 mid 0.04 0.05 -0.01 20 quarter 0.03 0.04 -0.01 30 11 7 quarter -0.22 -0.20 -0.02 10 mid -0.33 -0.30 -0.03 10 8 quarter -0.17 -0.15 -0.02 13 mid -0.25 -0.23 -0.02 8 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 ( P r e - R e p a i r ) G 8 ( P r e - R e p a i r ) G 7 ( P o st - R e p a i r ) G 8 ( P o st - R e p a i r ) 621 Figure K.12: Deflections?C1 Table K.3: Deflections?C1 Span Girder Location (span) Post- Repair (in.) Pre- Repair (in.) Diff. (in.) Percent Diff. (%) 10 7 mid -0.29 -0.28 -0.01 4 quarter -0.20 -0.19 -0.01 5 8 mid -0.35 -0.33 -0.02 6 quarter -0.22 -0.21 -0.01 5 11 7 quarter 0.04 0.05 -0.01 20 mid 0.04 0.06 -0.02 40 8 quarter 0.04 0.06 -0.02 40 mid 0.05 0.07 -0.02 30 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 ( P r e - R e p a i r ) G 8 ( P r e - R e p a i r ) G 7 ( P o s t - R e p a i r ) G 8 ( P o s t - R e p a i r ) 622 Figure K.13: Deflections?C9 Table K.4: Deflections?C9 Span Girder Location (span) Post- Repair (in.) Pre- Repair (in.) Diff. (in.) Percent Diff. (%) 10 7 mid 0.04 0.05 -0.01 20 quarter 0.03 0.05 -0.02 50 8 mid 0.05 0.06 -0.01 20 quarter 0.04 0.05 -0.01 20 11 7 quarter -0.21 -0.18 -0.03 15 mid -0.31 -0.27 -0.04 14 8 quarter -0.24 -0.21 -0.03 13 mid -0.35 -0.32 -0.03 9 - 0 . 4 - 0 . 3 - 0 . 2 - 0 . 1 0 . 0 0 . 1 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G i r d e r 7 ( P r e - R e p a i r ) G i r d e r 8 ( P r e - R e p a i r ) G i r d e r 7 ( P o s t - R e p a i r ) G i r d e r 8 ( P o s t - R e p a i r ) 623 During the post-repair load tests, the measured downward deflections of the loaded span were increased while the upward deflections of the unloaded span were decreased when compared to pre-repair measurements. This behavior could be attributed to the false support of the loaded span acting as an active load-bearing support during the pre- repair test but not during the post-repair test. If the false supports were acting as load- bearing supports, the loaded span would have a shorter effective span length. The post- repair downward deflections of the loaded span could have been larger due to an increased effective span length causing a decrease in apparent stiffness when compared to the pre-repair test conditions. The post-repair upward deflections of the non-loaded span could have been smaller due to the bent becoming the only active support during post-repair testing. If the false support acted as an active support during pre-repair testing, that support could have shifted the inflection point further from the main support, which could result in greater upward deflections being measured in the non-loaded span, when compared to the post- repair conditions that had just one true support condition at the bent. K.5.2 4328BCRACK-OPENING DISPLACEMENTS?MULTIPOSITION LOAD TESTING Truck positions that resulted in crack openings during pre- and post-repair multiposition load testing were analyzed to assess bearing pad effects on pre-repair damaged region behavior. Truck position locations are described in Section 4.4 of this thesis. During both pre- and post-repair testing, Stop Position 4 had the greatest effect on the Span 10 crack openings, and Stop Position 7 had the greatest effect on the Span 11 crack openings. The pre- and post-repair crack-opening displacements measured for Stop 624 Positions A4, A7, C4, and C7 are presented in Figures K2250H.14?K2251H.17 and 2252HTable K.5. The arrows in the figures represent the position of the wheel loads on the bridge. Figure K.14: Crack-opening displacements?pre- and post-repair?A4 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 300 - 250 - 200 - 150 - 100 - 50 0 50 100 150 200 250 300 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t anc e f r om C e n t e r o f C ont i n u i t y D i aph r ag m ( i n .) G 7 ( P r e - R e p a i r ) G 8 ( P r e - R e p a i r ) G 7 ( P o s t - R e p a i r ) G 8 ( P o s t - R e p a i r ) 625 Figure K.15: Crack-opening displacements?pre- and post-repair?A7 Figure K.16: Crack-opening displacements?pre- and post-repair?C4 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 300 - 250 - 200 - 150 - 100 - 50 0 50 100 150 200 250 300 C r ack - O p e n i n g D i s p l ace m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 ( P r e - R e p a i r ) G 8 ( P r e - R e p a i r ) G 7 ( P o s t - R e p a i r ) G 8 ( P o s t - R e p a i r ) - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 300 - 250 - 200 - 150 - 100 - 50 0 50 100 150 200 250 300 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 ( P r e - R e p a i r ) G 8 ( P r e - R e p a i r ) G 7 ( P o s t - R e p a i r ) G 8 ( P o s t - R e p a i r ) 626 Figure K.17: Crack-opening displacements?pre- and post-repair?C7 - 0 . 0 5 - 0 . 0 4 - 0 . 0 3 - 0 . 0 2 - 0 . 0 1 0 . 0 0 0 . 0 1 0 . 0 2 0 . 0 3 0 . 0 4 0 . 0 5 - 300 - 250 - 200 - 150 - 100 - 50 0 50 100 150 200 250 300 C r ac k - O p e n i n g D i s p l ac e m e n t ( m m ) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 ( P r e - R e p a i r ) G 8 ( P r e - R e p a i r ) G 7 ( P o s t - R e p a i r ) G 8 ( P o s t - R e p a i r ) 627 Table K.5: Bearing pad effects?crack-opening displacements Girder Span Pre- or Post- Repair Crack-Opening Displacement (mm) ? closing + opening A4 A7 C4 C7 7 10 Pre- 0.021 -0.010 0.019 -0.010 Post- 0.024 -0.008 0.022 -0.009 11 Pre- -0.008 0.019 -0.008 0.020 Post- -0.003 0.041 -0.006 0.039 8 10 Pre- -0.003 -0.005 -0.004 -0.008 Post- -0.004 -0.005 -0.005 -0.008 11 Pre- -0.003 0.004 -0.004 0.010 Post- -0.002 0.018 -0.004 0.032 Notes: Measurements presented in bold represent the crack openings with the greatest difference between pre- and post-repair testing 1 in. = 25.4 mm The crack-opening displacements measured in Span 10 were similar for both pre- and post-repair testing, but the crack-opening displacements measured in Span 11 in response to the Stop Position 7 load condition of the post-repair test increased in comparison to the crack-opening displacements measured in response to the same load condition during pre-repair testing. This behavior corresponds with the Span 10 bearing pads being partially removed prior to pre-repair testing, and the Span 11 bearing pads being under enough pressure to prevent any removal prior to pre-repair testing. It is apparent that girder contact with the false support bearing pads under Span 11 resulted in additional support conditions that affected pre-repair measurements. 628 K.5.3 4329BSURFACE STRAINS Truck positions that resulted in tension strains measured within damaged regions during pre- and post-repair multiposition load testing were analyzed to assess bearing pad effects on pre-repair damaged region behavior. During both pre- and post-repair testing, Stop Position 4 had the greatest effect on the Span 10 damaged region tension strains, and Stop Position 7 had the greatest effect on the Span 11 damaged region tension strains. The cross-section locations that contain the most sensors near the false support locations are Section 1 in Span 10 and Section 4 in Span 11. Stop Positions A4, A7, C4, and C7 of pre- and post-repair testing have been analyzed to assess the bearing pad effects exhibited by bottom-fiber strains as well as strain profiles at Sections 1 and 4. It should be noted that some of the concrete strain gages from the pre-repair tests that were covered during the FRP repair had become defective and were discontinued for the post-repair tests. At the locations of discontinued sensors, strain gages were installed on the surface of the FRP reinforcement. The comparison of pre-repair concrete strains and post-repair FRP strains may not be appropriate for analyzing bearing pad effects. The bottom-fiber strains measured in response to truck position A4 are shown in 2253HFigure K.18. The strains measured within the Section 1 cross section of Girders 7 and 8 in response to truck position A4 are shown in Figures K2254H.19 and K2255H.20 respectively. 629 Figure K.18: Bottom-fiber strain?A4 Figure K.19: Strain profile?Girder 7?Section 1?A4 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x10 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e ( P r e - R e p a i r ) G 8 - C o n c r e t e ( P r e - R e p a i r ) G 7 - C o n c r e t e ( P o s t - R e p a i r ) G 8 - C o n c r e t e ( P o s t - R e p a i r ) G 7 - F R P G 8 - F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e ( P r e - R e p a i r ) C o n c r e t e ( P o s t - R e p a i r ) F R P 630 Figure K.20: Strain profile?Girder 8?Section 1?A4 The bottom-fiber strains measured in response to truck position C4 are shown in 2256HFigure K.21. The strains measured within the Section 1 cross section of Girders 7 and 8 in response to truck position C4 are shown in Figures K2257H.22 and K2258H.23 respectively. 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e ( P r e - R e p a i r ) C o n c r e t e ( P o s t - R e p a i r ) F R P 631 Figure K.21: Bottom-fiber strain?C4 Figure K.22: Strain profile?Girder 7?Section 1?C4 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x1 0 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e ( P r e - R e p a i r ) G 8 - C o n c r e t e ( P r e - R e p a i r ) G 7 - C o n c r e t e ( P o s t - R e p a i r ) G 8 - C o n c r e t e ( P o s t - R e p a i r ) G 7 - F R P G 8 - F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e ( P r e - R e p a i r ) C o n c r e t e ( P o s t - R e p a i r ) F R P 632 Figure K.23: Strain profile?Girder 8?Section 1?C4 The bottom-fiber strains measured in response to truck position A7 are shown in 2259HFigure K.24. The strains measured within the Section 4 cross section of Girders 7 and 8 in response to truck position A7 are shown in Figures K2260H.25 and K2261H.26 respectively. 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e ( P r e - R e p a i r ) C o n c r e t e ( P o s t - R e p a i r ) F R P 633 Figure K.24: Bottom-fiber strain?A7 Figure K.25: Strain profile?Girder 7?Section 4?A7 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x1 0 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e ( P r e - R e p a i r ) G 8 - C o n c r e t e ( P r e - R e p a i r ) G 7 - C o n c r e t e ( P o s t - R e p a i r ) G 8 - C o n c r e t e ( P o s t - R e p a i r ) G 7 - F R P G 8 - F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e ( P r e - R e p a i r ) C o n c r e t e ( P o s t - R e p a i r ) F R P 634 Figure K.26: Strain profile?Girder 8?Section 4?A7 The bottom-fiber strains measured in response to truck position C7 are shown in 2262HFigure K.27. The strains measured within the Section 4 cross section of Girders 7 and 8 in response to truck position C7 are shown in Figures K2263H.28 and K2264H.29 respectively. 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x10 - 6 i n ./ i n . ) C o n c r e t e ( P r e - R e p a i r ) C o n c r e t e ( P o s t - R e p a i r ) F R P 635 Figure K.27: Bottom-fiber strain?C7 Figure K.28: Strain profile?Girder 7?Section 4?C7 - 240 - 200 - 160 - 120 - 80 - 40 0 40 80 120 160 200 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r S t r ai n ( x1 0 - 6 i n ./ i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 - C o n c r e t e ( P r e - R e p a i r ) G 8 - C o n c r e t e ( P r e - R e p a i r ) G 7 - C o n c r e t e ( P o s t - R e p a i r ) G 8 - C o n c r e t e ( P o s t - R e p a i r ) G 7 - F R P G 8 - F R P 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 H e i gh t f r om B ot t om o f G i r d e r ( i n .) S t r ai n ( x1 0 - 6 i n ./ i n . ) C o n c r e t e ( P r e - R e p a i r ) C o n c r e t e ( P o st - R e p a i r ) F R P 636 Figure K.29: Strain profile?Girder 8?Section 4?C7 When comparing the pre- and post-repair test measurements, sensors located near the bottom of Section 4 cross sections experienced a greater increased tension demand during post-repair testing in response to truck positions A7 and C7 (Span 11?load scenarios) than the sensors located near the bottom of Section 1 cross sections experienced in response to truck positions A4 and C4 (Span 10?load scenarios). K.5.4 4330BSUPERPOSITION DEFLECTIONS Pre-and post-repair superposition deflection measurements have also been analyzed to assess whether the bearing pads had an effect on pre-repair bridge behavior. Measured superposition deflections (A1 and A9) are shown in 2265HFigure K.30 and 2266HTable K.6. Predicted superposition deflections (A1 + A9) are shown in 2267HFigure K.31 and 2268HTable K.7 0 5 10 15 20 25 30 - 60 - 40 - 20 0 20 40 60 80 100 120 140 H e i gh t f r om B ot t om of G i r d e r ( i n .) S t r ai n ( x1 0 - 6 i n ./ i n . ) C o n c r e t e ( P r e - R e p a i r ) C o n c r e t e ( P o s t - R e p a i r ) F R P 637 Figure K.30: Deflections?superposition?A1 and A9 Table K.6: Deflections?superposition?A1 and A9 Span Girder Location from Bent 11 Post- Repair (in.) Pre- Repair (in.) Diff. (in.) Percent Diff. (%) 10 7 midspan -0.16 -0.14 -0.02 13 quarterspan -0.11 -0.09 -0.02 20 8 midspan -0.15 -0.13 -0.02 14 quarterspan -0.09 -0.08 -0.01 10 11 7 quarterspan -0.10 -0.08 -0.02 22 midspan -0.16 -0.13 -0.03 21 8 quarterspan -0.10 -0.08 -0.02 22 midspan -0.15 -0.13 -0.02 14 - 0 . 3 0 - 0 . 2 5 - 0 . 2 0 - 0 . 1 5 - 0 . 1 0 - 0 . 0 5 0 . 0 0 0 . 0 5 0 . 1 0 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t anc e f r om C e n t e r o f C ont i n u i t y D i aph r ag m ( i n .) G 7 ( P r e - R e p a i r ) G 8 ( P r e - R e p a i r ) G 7 ( P o s t - R e p a i r ) G 8 ( P o s t - R e p a i r ) 7 8 638 Figure K.31: Deflections?superposition?A1 + A9 Table K.7: Deflections?superposition?A1 + A9 Span Girder Location from Bent 11 Post- Repair (in.) Pre- Repair (in.) Diff. (in.) Percent Diff. (%) 10 7 midspan -0.16 -0.14 -0.02 13 quarterspan -0.12 -0.09 -0.03 30 8 midspan -0.16 -0.13 -0.03 21 quarterspan -0.10 -0.08 -0.02 20 11 7 quarterspan -0.11 -0.09 -0.02 20 midspan -0.17 -0.13 -0.04 27 8 quarterspan -0.11 -0.08 -0.03 30 midspan -0.16 -0.13 -0.03 21 - 0 . 3 0 - 0 . 2 5 - 0 . 2 0 - 0 . 1 5 - 0 . 1 0 - 0 . 0 5 0 . 0 0 0 . 0 5 0 . 1 0 - 900 - 700 - 500 - 300 - 100 100 300 500 700 900 B ot t om - F i b e r D e f l e c t i on ( i n .) D i s t an c e f r om C e n t e r of C on t i n u i t y D i ap h r agm ( i n .) G 7 ( P r e - R e p a i r ) G 8 ( P r e - R e p a i r ) G 7 ( P o st - R e p a i r ) G 8 ( P o st - R e p a i r ) 7 8 639 Greater downward deflections were measured for all of the post-repair measured superposition deflections compared to the pre-repair measurements. These greater deflections support the conclusion that a decrease in apparent stiffness was observed during the post-repair tests. The measured superposition deflections of Span 11 were observed to result in greater differences between pre- and post-repair measurements compared to Span 10 deflections. This behavior further supports the conclusion that the bearing pad conditions of Span 11 had a greater effect on pre-repair bridge behavior than the bearing pad conditions of Span 10. K.6 108BBEARING PAD EFFECTS The bearing pads that remained in place during the pre-repair tests appear to have increased the apparent stiffness of the bridge structure during pre-repair testing. Span 10 bearing pads were removed with some success prior to pre-repair testing, but Span 11 bearing pads were not removed and only had holes drilled into them to reduce effective stiffness. All bearing pads were removed during the FRP reinforcement installation process and were not replaced prior to post-repair testing. During comparison of pre- and post-repair measurements, the Span 10 truck positions were observed to result in more similar pre- and post-repair measurements than the Span 11 truck positions. Increased deflections, crack opening displacements, and bottom-fiber tensile strains indicate a decrease in apparent stiffness between conducting pre-repair and post-repair testing. For these reasons, direct comparisons of pre-repair and post-repair behavior are not useful to accurately gauge the effectiveness of the FRP repair. 640 Appendix L 25BDATA ACQUISITION CHANNEL LAYOUT 641 Table L.1: Data acquisition channels?crack-opening displacement gages MEGADAC Information Sensor Description and Location Channel Tag Units Type Span Girder Location ID COD ID 70 CO7_10 mm COD 10 7 NA C 68 CO8_10 8 NA A 71 CO7_11 11 7 NA D 69 CO8_11 8 NA B Notes: AD-1 808FB-1 card used with gain of 100 for all Channels (64-71) Card set for full-bridge measurements for Channels 68-71 Table L.2: Data acquisition channels?deflectometers MEGADAC Information Sensor Description and Location Channel Tag Units Type Span Girder Location ID DEFL ID 65 D7_10_A in. deflectometer 10 7 A J 64 D7_10_B B I 67 D8_10_A 8 A L 66 D8_10_B B K 0 D7_11_C 11 7 C A 1 D7_11_D D B 2 D7_11_E E C 3 D7_11_F F D 4 D8_11_C 8 C E 5 D8_11_D D F 6 D8_11_E E G 7 D8_11_F F H Notes: AD-1 808FB-1 card used with gain of 100 for all Channels (64?71) Card set for quarter-bridge measurements for Channels 64?67 AD808QB card used with gain of 100 for all Channels (0?7) 642 Table L.3: Data acquisition channels?strain gages?Span 10 MEGADAC Information Sensor Description and Location Channel Tag Units Type Span Girder Cross Section Location ID 18 S7_10_1V x10-6 in./in. concrete 10 7 1 V 17 S7_10_1W concrete W 14 S7_10_1X concrete X 16 S7_10_1Y concrete Y 12 S7_10_2V concrete 2 V 11 S7_10_2W concrete W 8 S7_10_2X concrete X 10 S7_10_2Y concrete Y 9 F7_10_2Z FRP Z 30 S8_10_1V concrete 8 1 V 29 S8_10_1W concrete W 26 S8_10_1X concrete X 28 S8_10_1Y concrete Y 24 S8_10_2V concrete 2 V 23 S8_10_2W concrete W 20 S8_10_2X concrete X 22 F8_10_2Y FRP Y 21 F8_10_2Z FRP Z 15 F7_10_1M FRP 7 1 M 27 S8_10_1M concrete 8 1 M 31 F8_10_1M FRP M 13 F7_10_CK FRP?CK 7 Crack CK 19 F8_10_CK FRP?CK 8 Crack CK Notes: Three AD808QB cards used with gain of 100 for all Channels 8?15, 16?23, and 24?31 643 Table L.4: Data acquisition channels?strain gages?Span 11 MEGADAC Information Sensor Description and Location Channel Tag Units Type Span Girder Cross Section Location ID 36 S7_11_3V x10-6 in./in. concrete 11 7 3 V 35 S7_11_3W concrete W 32 S7_11_3X concrete X 34 S7_11_3Y concrete Y 33 S7_11_3Z concrete Z 42 S7_11_4V concrete 4 V 41 S7_11_4W concrete W 38 S7_11_4X concrete X 40 S7_11_4Y concrete Y 48 S8_11_3V concrete 8 3 V 47 S8_11_3W concrete W 44 S8_11_3X concrete X 46 F8_11_3Y FRP Y 45 S8_11_3Z concrete Z 54 S8_11_4V concrete 4 V 53 S8_11_4W concrete W 50 S8_11_4X concrete X 52 F8_11_4Y FRP Y 25 F7_11_4M FRP 7 4 M 56 S7_11_5M concrete 5 M 39 F7_11_5M FRP M 57 S7_11_6M concrete 6 M 58 S7_11_7M concrete 7 M 59 S7_11_8M concrete 8 M 51 S8_11_4M concrete 8 4 M 49 F8_11_4M FRP M 60 S8_11_5M concrete 5 M 55 F8_11_5M FRP M 61 S8_11_6M concrete 6 M 62 S8_11_7M concrete 7 M 63 S8_11_8M concrete 8 M 37 F7_11_CK FRP?CK 7 Crack CK 43 F8_11_CK FRP?CK 8 Crack CK Notes: Two AD884D cards used with gain of 500 for Channels 32?39 and 48?55 Two AD885D cards used with gain of 500 for Channels 40?47 and 56?63 644 Appendix M 26BSTRAIN GAGE INSTALLATION PROCEDURE?FRP REINFORCEMENT 645 Strain Gage Installation Procedure?FRP Reinforcement Composite Material Prepare FRP Surface 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, paint, or epoxy. 5. Continue to smooth with 220 grit sandpaper. 6. Blow loose dust from surface with compressed air. 7. Rinse area with isopropyl alcohol. 8. Sand lightly with 320 grit sandpaper. 9. Blow loose dust from surface with compressed air. 10. Rinse area with isopropyl alcohol. 11. Blot area with gauze sponges. 12. Rinse area thoroughly with clean water. 13. Blot area with gauze sponges. 14. Blow loose gauze from surface with compressed air. 15. Dry surface thoroughly (warming surface with heat gun may help). Apply 100% solids epoxy 16. Place equal portions of PC-7 A and B on a flat surface using separate tools. 17. Mix PC-7 A and B together with putty knife. 18. Apply epoxy to gaging area, work into voids, and smooth with putty knife. 19. Allow epoxy to cure. 20. Sand surface initially with 220 grit sandpaper. 21. Blow loose particles from surface with compressed air. 22. Sand smooth with 320 grit sandpaper. 23. Blow loose particles from surface with compressed air. 24. Draw layout lines for gage location. Apply Gage to Surface 1. Apply M-Prep A Conditioner with cotton. 2. Apply M-Prep 5A Neutralizer with cotton. 3. Dry surface thoroughly (warming surface with heat gun may help). 4. Carefully mount strain gage to glass plate with Cellophane Tape. 5. Remove the tape and gage from glass plate by lifting from gage side of tape 6. Tape gage at the desired location on FRP surface. 7. Peel tape and gage back to expose back of gage until clear of desired location by ? in. 8. Apply 200 Catalyst-C to gage with a single stroke, allow to dry 1 minute 9. Apply M-Bond 200 just behind desired gage location 10. Apply gage to FRP surface, using thumb to spread M-Bond 200 the length of the gage. 11. Apply pressure for at least 1 minute 12. Wait at least 2 minutes to remove tape. 13. After at least 1 hour, apply M-Coat B Nitrile Rubber Coating and allow to dry. 14. Apply Mastic Tape. 15. Attach wire ends to mounted terminal strips. 646 Figure M.1: Strain gage installation?applying degreaser to gage location Figure M.2: Strain gage installation?removal of surface irregularities 647 Figure M.3: Strain gage installation?initial surface cleaning Figure M.4: Strain gage installation?clean surface prepared for solid epoxy 648 Figure M.5: Strain gage installation?application of solid epoxy Figure M.6: Strain gage installation?epoxy surface 649 Figure M.7: Strain gage installation?rubber coating for moisture protection Figure M.8: Strain gage installation?mastic tape for mechanical protection 650 Figure M.9: Strain gage installation?gage application with thin epoxy Figure M.10: Strain gage installation?gage applied to FRP reinforcement 651 Figure M.11: Strain gage installation?rubber coating for moisture protection Figure M.12: Strain gage installation?mastic tape for mechanical protection 652 Appendix N 27BFRP REINFORCEMENT DESIGN EXAMPLE N.1 109BINTRODUCTION An FRP reinforcement design example is presented in this appendix based on the material and dimensional properties of Northbound Spans 10 and 11 of I-565 and the FRP reinforcement system proposed for girder repair. N.2 110BPRODUCT SELECTION The Auburn University Highway Research Center (AUHRC) selected the Tyfo SCH-41 FRP laminate material (Fyfe 2010) as the reinforcement product for the proposed repair of Spans 10 and 11 on I-565 in Huntsville, Alabama. Material properties for this design are based on properties documented by the manufacturer, but samples should be prepared by the contractor responsible for the installation of the proposed reinforcement system for further testing to verify documented product performance. N.3 111BSTRENGTH-LIMIT-STATE DESIGN After selecting an FRP reinforcement material, a reinforcement system can be designed to satisfy strength limit states with that material. Strength-limit-state capacities and demands are determined in accordance with the American Association of State Highway and Transportation Officials LRFD Bridge Design Specification (AASHTO 2010), referred to as AASHTO LRFD within this thesis. 653 Limiting behavior expected of FRP reinforcement is determined in accordance with provisions presented by the American Concrete Institute (ACI) Committee 440.2R-08 Guide for the Design and Construction of Externally Bonded FRP Systems for Strengthening Concrete Structures (ACI Committee 440 2008), referred to as ACI 440.2R-08 within this thesis. N.3.1 4331BCRITICAL CROSS-SECTION LOCATIONS Critical cross sections are specified at locations of reinforcement transition. The cross- section locations that have been determined to be the most critical within the girders of Northbound Spans 10 and 11 of I-565 are presented in 2269HTable N.1 and 2270HFigure N.1. Table N.1: Critical cross-section locations Location Reference Critical Section Interior Face of Bearing Pad (A-A) Termination of Continuity Reinforcement (B-B) from Girder End 6.5 in. 38 in. from Diaphragm Centerline 14.5 in. 46 in. 654 Figure N.1: Cracked girder with continuity reinforcement details (Barnes et al. 2006) Analysis of test measurements, crack patterns, and documented reinforcement details provided evidence supporting the identification of two critical cross sections. The cross sections determined to be critical for the design of an FRP reinforcement system?similar to the FRP reinforcement system discussed in this thesis?include the cross section at the interior face of the bearing pad and the cross section at the termination of the mild steel continuity reinforcement. Shear cracks within the web were observed near the interior face of the bearing pad, and flexural cracking was observed near the termination of the continuity reinforcement, as shown in 2271HFigure N.1. These critical cross sections have also been noted for a girder with an overlaying illustration of an example FRP reinforcement system with unknown number of layers and length of FRP reinforcement, as shown in 2272HFigure N.2. A A B B 7 in. 41 in. Precast BT-54 girder Cast-in-place deck Cast-in-place continuity diaphragm 1 ft 2 ft 3 ft 4 ft 5 ft 6 ft 7 ft 8 ft Continuity Reinforcement Size #6 Rebar 12 of 28 bottom-flange prestressed strands are debonded at least 48 in. 655 Figure N.2: Longitudinal configuration profile for FRP (adapted from Barnes et al. 2006) A A B B 6.5 in. length to be determined Number of layers to be determined Four plies of wet layup, CFRP fabric 45 in. 38 in. (Region of continuity reinforcement [six 3/4 in. steel bars]) (Debonded region for 12 of 28 bottom-flange prestressed strands) 656 The end regions of continuous sheets of reinforcement must be cut appropriately to account for support conditions. At the interior face of the bearing pad, FRP reinforcement cannot be installed along the bottom face of the girder, as shown in Figure N2273H.3. At the termination of the continuity reinforcement, the FRP reinforcement can be installed to wrap around the entire perimeter of the tension flange, as shown in 2274HFigure N.4. Figure N.3: Cross-sectional configuration of FRP?near diaphragm (Swenson 2003) 21? 6.5? A A Section A Total effective width of FRP reinforcement bonded to girder = 30 in. Bearing pad 3? Inside face of bearing pad Face of continuity diaphragm 657 Figure N.4: Cross-sectional configuration of FRP?typical (Swenson 2003) The cross section at the interior face of the bearing pad at the continuity diaphragm is located roughly 6.5 in. from the face of the diaphragm. This location is considered critical because it is a support condition and the bearing pad obstructs the ability to install FRP reinforcement around the entire tension flange, which also represents a reinforcement transition location. This is also the point of maximum shear force influence on the bottom flange of the girder. FRP reinforcement installed between the interior face of the bearing pad and the face of the continuity diaphragm must be modified to allow the maximum possible amount of FRP reinforcement to extend to the face of the diaphragm. The interference from the girder bearing results in a decrease in the width of FRP that can be considered longitudinal reinforcement. At the interior face of the bearing pad, it is appropriate to assume that the mild steel continuity reinforcement is effective longitudinal reinforcement for tension resistance as 6.5? Inside face of bearing pad Face of continuity diaphragm B B Section B Total effective width of FRP reinforcement bonded to girder = 58 in. 3? 21? 658 long as it is adequately developed on each side of the section. Due to cracked (or potentially cracked) conditions beyond the interior face of the bearing pad, it is also conservative and appropriate to assume that prestressed strands do not provide concrete precompression (for concrete shear resistance) or act as effective longitudinal reinforcement between the face of the diaphragm and the interior face of the bearing pad. The cross section at the termination of the mild steel continuity reinforcement is located 38 in. from the face of the diaphragm. This location is considered critical because it represents the initiation of a region without longitudinal steel reinforcement that can safely be considered effective for tension resistance in response to shear or positive bending moment demands. Even if cracking is only present between this location and the face of the diaphragm, the short distance between the cracks and this section makes it appropriate to assume that the prestressed strands do not provide precompression or act as effective longitudinal reinforcement at this cross-section location also. In this example girder, the FRP is the only bonded reinforcement that can be considered effective at this cross section. N.3.2 4332BCRITICAL LOAD CONDITIONS The critical load conditions are those that result in maximum factored shear demand at the critical locations. The maximum shear demands (Vu) and the corresponding positive bending moment demands (Mu) for both critical locations are presented in 2275HTable N.2. 659 Table N.2: Critical load conditions Load Effect Critical Section Interior Face of Bearing Pad (A-A) Termination of Continuity Reinforcement (B-B) Vu 242 kips 231 kips Mu 1500 kip-in. 6000 kip-in. The factored shear and moment demands were determined from graphical presentations of shear and moment demand presented by Swenson (2003). The factored shear demand diagram is presented in 2276HFigure N.5, and the factored moment demand diagram is presented in 2277HFigure N.6. 660 Figure N.5: Factored shear demand?simply supported (Swenson 2003) 0 100 200 300 400 500 0 100 200 300 400 500 600 700 800 900 1000 1100 Distance from Noncontinuous Support (in.) Shear (ki ps ) Factored Ultimate Demand N 661 Figure N.6: Factored moment demand?simply supported (Swenson 2003) 0 10000 20000 30000 40000 50000 60000 70000 80000 90000 0 100 200 300 400 500 600 700 800 900 1000 1100 Distance from Noncontinuous Support (in.) Factored Ultimate Demand N Mom ent ( kip -in) 662 The shear and moment demand diagrams present maximum shear and moment demands that consist of factored lane and truck live load effects (including impact forces, which could have been disregarded as previously recommended) and factored dead load effects. It has been recommended that the moment demand correspond with the load condition resulting in maximum shear demand; however, these moment demands represent maximum moment demands, which are of greater magnitude than those expected in response to the load conditions resulting in maximum shear demand at the critical cross-section locations. It is recommended that these demands be determined using bridge rating analysis software. Spans should be modeled as simply supported during analysis. All demands associated with simply supported behavior assumption should be satisfied along the entire length of the girder. This includes shear and bending moment demands at midspan. N.3.3 4333BMATERIAL PROPERTIES Relevant material properties for the girder concrete, deck concrete, steel reinforcement, and FRP reinforcement are summarized in 2278HTable N.3. These properties include concrete design strength (f?c), longitudinal steel reinforcement modulus of elasticity (Es) and yield stress (fy), FRP reinforcement modulus of elasticity (Ef) and nominal thickness (tf,n), and an initial lower bound estimate of effective debonding strain (?fe,min). 663 Table N.3: Material properties Material Property Value f?c girder 6 ksi f?c deck 4 ksi Es 29000 ksi fy longitudinal steel 60 ksi fy vertical steel 60 ksi Ef 11900 ksi tf,n 0.04 in. ?fe,min 0.003 in./in. The concrete and steel material properties of original design and construction have been documented by ALDOT (1988). The FRP material properties have been documented for the for the Tyfo SCH-41 FRP-epoxy laminate reinforcement product (Fyfe 2011). The minimum effective debonding strain (?fe,min) is not a documented material property of the Tyfo SCH-41 product, but is an appropriate approximate value for initial design of a carbon FRP wet-layup reinforcement system that should not debond prior to yielding of longitudinal steel reinforcement. 664 N.3.4 4334BDIMENSIONAL PROPERTIES Relevant dimensional properties for the typical BT-54 cross-section constructed to behave compositely with the bridge deck are presented in 2279HTable N.4. These properties include the effective width of the compression zone (b), width of the girder web (bv), and height of the girder-deck composite cross section. Table N.4: Cross section dimensional properties Dimensional Property Value b 91 in. bv 6 in. h 64 in. The typical BT-54 cross section constructed to behave compositely with the bridge deck is shown in 2280HFigure N.7. 665 Figure N.7: Typical girder-deck composite cross section 3.5? 2? 2? 36? 4.5? 6? 26? 42? 2) 18? 10? 2? ?? chamfer 54? 6? 3.5? 6.5? 91? Cross-Section Properties A = 1398 in.2 I = 606330 in.4 h = 64 in. yt = 44.6 in. b = 91 in. bv = 6 in. 64? 666 The cross section dimensions have been documented by ALDOT (1988). The build-up depth between the deck and girder was documented as varying along the girder length. The maximum build-up depth of 3.5 in. has been assumed for the end region composite cross-sections. The effective compression zone width (b) of 91 in. has been determined in accordance with Article 4.6.2.6 of AASHTO LRFD. Dimensional properties for the reinforcement associated with the two critical cross- section locations are presented in 2281HTable N.5. Reinforcement details and figures are presented following the table. Table N.5: Reinforcement dimensional properties Dimensional Property Critical Section Interior Face of Bearing Pad (A-A) Termination of Continuity Reinforcement (B-B) As 2.64 in.2 0 in.2 ys 4.17 in. ? ds 59.8 in. ? bf 30 in. 58 in. yf 6.5 in. 3.4 in. df 57.5 in. 60.6 in. Lb 6.5 in. 38 in. Av 0.62 in.2 0.62 in.2 s 3.5 in. 6 in. 667 The mild steel continuity reinforcement details from original design and construction have been documented by ALDOT (1988). The continuity reinforcement configuration is shown in 2282HFigure N.8. The continuity reinforcement of the tension flange is considered to be effective reinforcement for tension capacity. The area (As) of reinforcement located in the tension flange is equal to 2.64 in.2, and the centroid (ys) of this reinforcement is located 4.17 in. from the bottom of the girder, which equates to a reinforcement depth (ds) of 59.8 in. Figure N.8: Continuity reinforcement?typical BT-54 cross section (ALDOT 1988; Swenson 2003) 2? 3.5? 5? 1.75? 3? 6? 6? 4? 7? 4? 19.5? 14? 1.75? Mild Steel Bent Bar (3/4? diameter) 668 The effective widths of FRP reinforcement (bf) are representative of the repair system designed for Northbound Spans 10 and 11 of I-565 (Swenson 2003). The FRP reinforcement configurations are different for the two critical locations, as shown in Figures N2283H.9 and N2284H.10. Figure N.9: Cross-sectional configuration of FRP?near diaphragm (Swenson 2003) 21? 6.5? A A Section A Total effective width of FRP reinforcement bonded to girder = 30 in. Bearing pad 3? Inside face of bearing pad Face of continuity diaphragm 669 Figure N.10: Cross-sectional configuration of FRP?typical (Swenson 2003) The FRP reinforcement configuration at the interior face of the bearing pad has an available effective width (bf) of 30 in., and the typical configuration that wraps the perimeter of the tension flange has an effective width of 58 in. The centroid of FRP reinforcement (yf) at the interior face of the bearing pad is roughly 6.5 in. from the bottom face of the girder, which equates to a reinforcement depth (df) of 57.5 in. The bonded length (Lb) from the FRP termination at the face of the continuity diaphragm to the face of the bearing pad is roughly 6.5 in. The centroid of the typical FRP reinforcement configuration is roughly 3.4 in. from the bottom face of the girder, which equates to depth of 60.6 in. The bonded length from the diaphragm is roughly 38 in. The vertical reinforcement details vary along the length of the girder, and have been documented by ALDOT (1988). The typical end region vertical reinforcement details are shown in 2285HFigure N.11. 6.5? Inside face of bearing pad Face of continuity diaphragm B B Section B Total effective width of FRP reinforcement bonded to girder = 58 in. 3? 21? 670 Figure N.11: Vertical shear reinforcement?location and spacing (ALDOT 1988; Swenson 2003) 4 spaces @ 3.5 in. 7 spaces @ 6 in. Spaces to midspan @ 12 in. -- All stirrups within 24 ft of midspan are #4 bars (MK-452) @ 12 in. spacing. All other stirrups are #5 bars (MK-553), spaced as shown above. 1.5 in. clear spacing at girder end 671 The area (Av) of vertical reinforcement within a representative cross section is equal to the area of two 5/8 in. diameter bars (0.62 in.2). The stirrup spacing (s) for the region encompassing the interior face of the bearing pad is equal to 3.5 in. on center. The stirrup spacing for the region encompassing the termination of the continuity reinforcement is equal to 6 in. on center. N.3.5 4335BINITIAL ESTIMATE OF REQUIRED FRP LAYERS An initial estimate of required FRP layers (n) is determined in accordance with the simplified procedure presented in Section 2286H6.4.6 of this thesis. The terms associated with determining the area of FRP reinforcement required are shown in 2287HTable N.5, which include factored shear demand (Vu), resistance factor ( ), assumed crack inclination angle (?), cross-sectional area of steel reinforcement (As), yield stress of longitudinal steel reinforcement (fy), and an effective debonding stress (ffe,min) based on the initial lower bound estimate of effective debonding strain (?fe,min). Formulas used to determine the required area of FRP reinforcement are shown following the table. 672 Table N.6: Initial estimate for minimum area of FRP required Term Units Critical Section Interior Face of Bearing Pad (A-A) Termination of Continuity Reinforcement (B-B) Vu kips 242 231 ? 0.9 0.9 ? degrees 45 45 Tn,req kips 269 257 As in.2 2.64 0 fy ksi 60 ? ffe,min ksi 35.7 35.7 Af,req in.2 3.10 7.20 Eq. N.1 Eq. N.2 The layers of FRP reinforcement required are determined based on the effective width (bf) of the FRP composite at the critical cross-section locations and the manufacturer documented nominal thickness (tf,n) per layer of installed FRP reinforcement. The terms associated with determining the layers of FRP reinforcement required are shown in Table N2288H.7, which include FRP reinforcement width (bf), nominal per layer thickness (tf,n) 673 required area (Af,req) and required thickness (tf,req). Formulas used to determine the required layers of FRP reinforcement are shown following the table. Table N.7: Initial estimate for minimum layers of FRP required Term Units Critical Section Interior Face of Bearing Pad (A-A) Termination of Continuity Reinforcement (B-B) Af,req in.2 3.10 7.20 bf in. 30 58 tf,req in. 0.10 0.12 tf,n in. 0.04 0.04 n required layers 2.5 3.0 n whole number layers 2 3 Eq. N.3 Eq. N.4 The 3 layers of FRP required at the critical location corresponding with the termination of continuity reinforcement controls the initial estimate of layers required. 674 N.3.6 4336BSHEAR STRENGTH CHECK?THREE LAYERS The nominal shear strength (Vn) of the proposed three-layer system must be checked in accordance with procedures presented in Section 2289H6.4.7 of this thesis. First the effective debonding strain (?fe) of the FRP system must be checked to determine if the net tension strain (?s) in response to ultimate strength demands is satisfied. Once the net tension strain is satisfied, then the vertical shear strength must be checked to determine if the factored vertical shear demand (Vu) is satisfied. N.3.6.1 4409BLIMITING EFFECTIVE FRP DEBONDING STRAIN?THREE LAYERS The effective FRP debonding strain (?fe) is the strain limit at which a debonding failure may occur. It is likely that this strain limit is the controlling failure mode for this repair system. The terms associated with determining the limiting effective FRP strain are shown in Table N2290H.8, which include FRP modulus of elasticity (Ef), nominal thickness per layer of reinforcement (tf,n), girder concrete design strength (f?c), FRP bonded length (Lb), FRP development length (Ldf), bonded length reduction factor (?L), and general FRP debonding strain (?fd). Formulas used to determine the effective FRP strain are shown following the table. 675 Table N.8: Effective FRP debonding strain?three layers Term Units Critical Section Interior Face of Bearing Pad (A-A) Termination of Continuity Reinforcement (B-B) n layers 3 3 tf,n in 0.04 0.04 Ef psi 11.9 x 106 11.9 x 106 f?c psi 6000 6000 Lb in. 6.5 38 Ldf in. 7.74 7.74 ?L ? 0.97 1 ?fd in./in. 0.0054 0.0054 ?fe in./in. 0.0040 0.0040 Eq. N.5 Eq. N.6 Eq. N.7 Eq. N.8 676 These formulas are presented as conversions from SI units, and the terms that control the effective debonding strain must maintain in.?lb units rather than in.?kip units to satisfy this conversion. The maximum effective debonding strain permitted during design is 0.004 in./in. (0.4%). This limit controls the effective debonding strain for three layers of Tyfo SCH-41 installed on 6 ksi concrete at both critical locations. N.3.6.2 4410BEFFECTIVE SHEAR DEPTH?THREE LAYERS The magnitude of the net tension strain in the tension flange response to shear demand is dependent upon the effective shear depth (dv) of the cross section. This effective shear depth is controlled by the area of FRP reinforcement and the limiting effective stress. The terms associated with determining the effective shear depth are shown in Table N2291H.9, which include cross sectional nominal bending moment strength (Mn), effective depth (de), and cross section height (h). Formulas used to determine the effective shear depth are shown following the table. 677 Table N.9: Effective shear depth?three layers Term Units Critical Section Interior Face of Bearing Pad (A-A) Termination of Continuity Reinforcement (B-B) Mn kip-in. 19200 19900 dv,1 in. 58.1 60.1 de in. 58.6 60.6 dv,2 in. 52.8 54.5 h in. 64 64 dv,3 in. 46.1 46.1 dv in. 58.1 60.1 Note: Bold values represent maximum effective shear depth that controls design 678 Eq. N.9 Eq. N.10 Eq. N.11 Eq. N.12 Eq. N.13 Eq. N.14 Eq. N.15 Eq. N.16 The maximum effective shear depth controls design. However, the larger of the two values that do not require the calculation of the nominal bending moment capacity can be used for simplicity if desired. N.3.6.3 4411BNET LONGITUDINAL TENSILE STRAIN?INITIAL ESTIMATE The net longitudinal tensile strain (?s) is the tensile strain expected in the tension reinforcement in response to ultimate strength shear demand. The terms associated with determining the net longitudinal tensile strain are shown in Table N2292H.10, which include factored shear (Vu) and bending moment (Mu) demands, effective shear depth (dv), 679 longitudinal steel reinforcement modulus of elasticity (Es) and cross sectional area (As), and FRP reinforcement modulus of elasticity (Ef) and cross sectional area (Af). The formula used to determine the net longitudinal tensile strain is shown following the table. Table N.10: Net longitudinal tensile strain?three layers Term Units Critical Section Interior Face of Bearing Pad (A-A) Termination of Continuity Reinforcement (B-B) Mu kip-in 1500 6000 Vu kips 242 231 dv in. 58.1 60.1 Vudv kip-in. 14100 13900 Es ksi 29000 29000 As in.2 2.64 0 Ef ksi 11900 11900 Af in.2 3.60 6.96 ?s in./in. 0.0041 0.0056 Note: Bold values represent maximum value of either Mu or Vudv Eq. N.17 The moment demand of this formula may not be taken to be less than the product of the shear demand multiplied by a distance equal to the effective shear depth, as shown in 680 Equation N2293H.18. The shear demand controls for this proposed repair system, as shown in Table N2294H.10. Eq. N.18 This net tensile strain must be less than the limiting effective debonding strain to proceed with design. If the net tensile strain exceeds the limiting effective debonding strain due to inadequate development length, but is less than the effective debonding strain permitted with adequate development length, supplemental anchorage solutions can be used to decrease the required development length. If supplemental anchorage is required, proposed anchorage solutions should be tested to verify desired performance. Supplemental anchorage may be provided to decrease the required development length, but additional anchorage cannot be considered to increase the limiting effective debonding strain. If the net tensile strain exceeds the limiting effective debonding strain at a critical location with adequate development length, then additional layers of FRP reinforcement are required. Increasing the amount of tension reinforcement will decrease the corresponding net tensile strain. A reiteration of the design checks are then required. N.3.6.4 4412BLAYERS REQUIRED TO SATISFY TENSILE STRAIN DEMAND The tensile strain demand of the proposed three-layer repair system exceeds the limiting effective debonding strain at both critical locations, which is controlled by the maximum appropriate effective debonding strain limit of 0.004 in./in. Additional layers of FRP reinforcement are therefore required to decrease the net tensile strain demand. The amount of reinforcement required to satisfy the net tensile demand can be determined. 681 The terms associated with determining the layers of FRP reinforcement required to satisfy the net longitudinal tensile strain demand are shown in Table N2295H.11. The formula used to determine the required layers of FRP reinforcement is shown following the table. Table N.11: Layers required satisfying net longitudinal tensile strain Term Units Critical Section Interior Face of Bearing Pad (A-A) Termination of Continuity Reinforcement (B-B) n layers 3 3 ?s kip-in 0.0041 0.0056 ?fe kips 0.0040 0.0040 n required layers 3.11 4.18 n whole number layers 4 5 Eq. N.19 The moment requirement presented in Equation N2296H.19 still applies. The 5 layers of FRP required at the critical location corresponding with the termination of continuity reinforcement controls the layers of reinforcement required along the girder end region. 682 N.3.7 4337BSHEAR STRENGTH?FIVE LAYERS The shear strength of the proposed five-layer system must be checked. Although the five-layer system was determined by satisfying the effective debonding strain limit of the three-layer system, the effective debonding strain of the five-layer system must still be checked to confirm that the net tension strain in response to strength-limit-state demands is satisfied. If the net tension strain is satisfied, then the vertical shear strength must be checked to determine if the factored vertical shear demand is satisfied. N.3.7.1 4413BEFFECTIVE FRP STRAIN?FIVE LAYERS The FRP debonding strain decreases as the number of FRP layers increases. The terms associated with determining the limiting effective FRP strain for the five-layer system are shown in Table N2297H.12. Formulas used to determine the effective FRP strain have been previously presented following Table N2298H.8. 683 Table N.12: Effective FRP debonding strain?five layers Term Units Critical Section Interior Face of Bearing Pad (A-A) Termination of Continuity Reinforcement (B-B) n layers 5 5 tf,n in. 0.04 0.04 Ef psi 11.9 x 106 11.9 x 106 f?c psi 6000 6000 Lb in. 6.5 38 Ldf in. 9.99 9.99 ?L ? 0.85 1 ?df in./in. 0.0042 0.0042 ?fe in./in. 0.0036 0.0040 Due to the limited bonded length between the interior face of the bearing pad and the face of the diaphragm, the effective debonding strain at the interior face of the bearing pad is less than the maximum limit of 0.004 in./in. that controlled the effective debonding strain at the same location for the three-layer system. N.3.7.2 4414BEFFECTIVE SHEAR DEPTH?FIVE LAYERS The effective shear depth is also affected by the change in area of FRP reinforcement. The terms associated with determining the effective shear depth for the five-layer system 684 are shown in Table N2299H.13. Formulas used to determine the effective shear depth have been previously presented following Table N2300H.9. Table N.13: Effective shear depth?five layers Term Units Critical Section Interior Face of Bearing Pad (A-A) Termination of Continuity Reinforcement (B-B) Mn kip-in. 20400 33000 dv,1 in. 57.7 59.7 de in. 58.4 60.6 dv,2 in. 52.6 54.5 h in. 64 64 dv,3 in. 46.1 46.1 dv in. 57.7 59.7 Note: Bold values represent maximum effective shear depth that controls design The shear depths at two critical locations are similar for the three- and five-layer systems, but the increased area of reinforcement for the five-layer system did result in a slightly decreased effective shear depth for both locations. N.3.7.3 4415BNET LONGITUDINAL TENSILE STRAIN?FIVE LAYERS Although the limiting effective debonding strain decreases with additional layers of FRP reinforcement, the additional area of reinforcement also decreases the net longitudinal strain demand in response to ultimate strength demands. The terms associated with 685 determining the net longitudinal tensile strain are shown in Table N2301H.14. The formula used to determine the net longitudinal tensile strain has been previously presented following Table N2302H.10. Table N.14: Net longitudinal tensile strain?five layers Term Units Critical Section Interior Face of Bearing Pad (A-A) Termination of Continuity Reinforcement (B-B) Mu kip-in 1500 6000 Vu kips 242 231 dv in. 57.7 59.7 Vudv kip-in. 14000 13800 Es ksi 29000 29000 As in.2 2.64 0 Ef ksi 11900 11900 Af in.2 6 11.6 ?s in./in. 0.0033 0.0033 Note: Bold values represent maximum value of either Mu or Vudv At the termination of the continuity reinforcement, the net longitudinal strain demand has decreased from 0.0056 in./in. with three layers to 0.0033 in./in. with five layers, which satisfies the limiting effective debonding strain at the termination of the continuity reinforcement that is still controlled by the maximum limit of 0.0040 in./in. 686 At the interior face of the bearing pad, the net longitudinal strain demand has decreased from 0.0041 in./in. with three layers of reinforcement to 0.0033 in./in. with five layers of reinforcement. Due to the relatively short bond length between the face of the face of the diaphragm and the critical location, the debonding strain at the interior face of the bearing pad required a reduction to 85 percent of the full value. This reduced the effective debonding strain from 0.0042 in./in. to 0.0036 in./in. at this location. Even though the effective debonding strain is reduced, the net longitudinal strain demand is still satisfied with five layers of FRP reinforcement at the interior face of the bearing pad. The net longitudinal strain demand is satisfied by the effective debonding strain capacity at both critical cross-section locations. N.3.7.4 4416BVERTICAL SHEAR STRENGTH?FIVE LAYERS After confirming that the net longitudinal strain in response to shear demand does not exceed the effective debonding strain, the vertical shear strength corresponding to that net longitudinal strain can be determined. The concrete and vertical reinforcement both provide vertical shear strength that is affected by the net longitudinal strain. N.3.7.4.1 CONCRETE SHEAR STRENGTH The terms associated with determining the vertical shear strength (Vc) provided by the concrete are shown in 2303HTable N.15, which include net tension strain (?s), girder web concrete design strength (f?c) and width (bv), effective shear depth (dv), and concrete shear capacity factor (?). Formulas used to determine the vertical shear strength provided by the concrete are shown following the table. 687 Table N.15: Vertical shear strength?concrete?five layers Term Units Critical Section Interior Face of Bearing Pad (A-A) Termination of Continuity Reinforcement (B-B) ?s in./in. 0.0033 0.0033 ? ? 1.39 1.37 f?c ksi 6 6 bv in. 6 6 dv in. 58 59.7 Vc kips 37 38 Eq. N.20 Eq. N.21 N.3.7.4.2 VERTICAL REINFORCEMENT SHEAR STRENGTH The terms associated with determining the vertical shear strength (Vs) provided by the vertical reinforcement are shown in 2304HTable N.16, which includes net tension strain (?s), vertical steel reinforcement area (Av) spacing (s) and yield strength (fy), effective shear depth (dv), and angle of crack inclination (?). Formulas used to determine the vertical shear strength provided by the vertical reinforcement are shown following the table. 688 Table N.16: Vertical shear strength?vertical reinforcement?five layers Term Units Critical Section Interior Face of Bearing Pad (A-A) Termination of Continuity Reinforcement (B-B) ?s in./in. 0.0033 0.0033 ? degrees 40.4 40.7 Av in.2 0.62 0.62 fy ksi 60 60 s in. 3.5 6.0 dv in. 58 59.7 Vs kips 723 430 Eq. N.22 Eq. N.23 N.3.7.4.3 NOMINAL VERTICAL SHEAR STRENGTH The terms associated with determining the nominal vertical shear strength (Vn) are shown in 2305HTable N.17. Formulas used to determine the nominal vertical shear strength are shown following the table. 689 Table N.17: Nominal shear strength?five layers Term Units Critical Section Interior Face of Bearing Pad (A-A) Termination of Continuity Reinforcement (B-B) Vc kips 37 38 Vs kips 723 430 Vn kips 760 468 f?c ksi 6 6 bv in. 6 6 dv in. 58 59.7 Vn,max kips 522 537 Vn kips 522 468 Note: Bold values represent the limiting value of either Vn or Vn,max Eq. N.24 Eq. N.25 The nominal shear strength at the interior face of the bearing pad is controlled by the limiting nominal vertical shear strength. The nominal shear strength at the termination of the continuity reinforcement is controlled by the increased vertical reinforcement spacing that decreases the vertical shear strength provided by the vertical reinforcement. 690 N.3.7.4.4 VERTICAL SHEAR STRENGTH VERIFICATION?FIVE LAYERS The shear strength provided at both critical cross-section locations must satisfy the shear demand (Vu) at those locations. A reduction factor is applied to the nominal shear strength in accordance with AASHTO LRFD. This reduced shear strength must satisfy the factored shear demand. The reduced shear strengths and factored shear demands for both critical cross-section locations have been presented in 2306HTable N.18. Table N.18: Vertical shear strength verification?five layers Term Units Critical Section Interior Face of Bearing Pad (A-A) Termination of Continuity Reinforcement (B-B) Vn kips 522 468 ? 0.9 0.9 Vn kips 470 421 Vu kips 242 231 The vertical shear strength provided with the five-layer system satisfies the vertical shear demand at both critical cross-section locations. If the vertical shear demands had not been satisfied, additional longitudinal FRP reinforcement would likely not improve the situation. Adding longitudinal FRP would increase the components of Vn only slightly. If the vertical shear demands are not satisfied by a proposed longitudinal reinforcement system, supplemental vertical reinforcement must be provided. The 691 performance of any proposed supplemental vertical reinforcement solutions should be verified before installation. N.3.7.5 4417BLONGITUDINAL TENSION STRENGTH PROVIDED?FIVE LAYERS The longitudinal reinforcement must also provide longitudinal tensile strength to satisfy longitudinal tension demand in response to combined shear and moment effects in the girder end region. The terms associated with determining the longitudinal tensile strength provided (Tn,prov) are shown in 2307HTable N.19. The formula used to determine the longitudinal tensile strength is shown following the table. Table N.19: Longitudinal tension strength?five layers Term Units Critical Section Interior Face of Bearing Pad (A-A) Termination of Continuity Reinforcement (B-B) As in.2 2.64 0 fy ksi 60 ? n layers 5 5 Af in.2 6 11.6 ffe ksi 32.3 47.6 Tn,prov kips 352 552 Eq. N.26 692 N.3.7.6 4418BLONGITUDINAL TENSION STRENGTH REQUIRED?FIVE LAYERS The terms associated with determining the longitudinal tensile strength required (Tn,req) are shown in 2308HTable N.20. The formula used to determine the longitudinal tensile demand is shown following the table. Table N.20: Longitudinal tension demand?five layers Term Units Critical Section Interior Face of Bearing Pad (A-A) Termination of Continuity Reinforcement (B-B) f ? 0.9 0.9 Mu kip-in. 1500 6000 dv in. 58 59.7 v ? 0.9 0.9 Vu kips 242 231 Vs kips 723 430 Vu/ v kips/in. 269 257 ? degrees 40.4 40.7 Tn,req kips 186 261 693 Eq. N.27 N.3.7.7 4419BLONGITUDINAL TENSION STRENGTH VERIFICATION?FIVE LAYERS Reduction factors are applied to the factored longitudinal tension demand formula to amplify the longitudinal tension demand, as shown in Equation N2309H.27. Thus, the nominal longitudinal tension strength does not require reduction to safely satisfy factored demand. The nominal longitudinal tension strengths and factored longitudinal tension demands from Tables N2310H.19 and N2311H.20 are presented in 2312HTable N.21 for comparison. Table N.21: Longitudinal tension strength verification?five layers Term Units Critical Section Interior Face of Bearing Pad (A-A) Termination of Continuity Reinforcement (B-B) Tn,prov kips 352 552 Tn,req kips 186 261 N.3.7.8 4420BSTRENGTH AND DEMAND COMPARISONS?FIVE LAYERS The reinforcement system should allow the critical cross-section locations of the structure to satisfy moment, shear, and longitudinal tension demands in response to the load condition resulting in the maximum ultimate strength shear demands at that location. The reinforcement system must also satisfy the shear demand without the resulting net longitudinal tension strain exceeding the effective debonding strain limit of the 694 reinforcement system. The strengths and demands relevant to the proposed five-layer FRP reinforcement system are presented in 2313HTable N.22 for comparison. Table N.22: Comparisons of strength and demand?five layers Term Units Critical Section Interior Face of Bearing Pad (A-A) Termination of Continuity Reinforcement (B-B) n layers 5 5 Mn? kip-in. 18400 29700 Mu kip-in. 1500 6000 ?fe in./in. 0.036 0.040 ?s in./in. 0.033 0.033 Vn? kips 470 421 Vu kips 242 231 Tn,prov kips 352 552 Tn,req kips 186 261 Note: All of the demands are shown to be satisfied. 695 N.4 112BEXTENT OF FRP INSTALLATION The length of FRP reinforcement to be installed is dependent upon the development of the prestressed strands after consideration of the cracking damage, as discussed in Section 2314H6.5 of this thesis. It is recommended to extend the FRP reinforcement along the girder for a distance long enough to allow for full development of stresses in the prestressed strands. It was previously assumed that the prestressed strands are not safely considered to be effective between the face of the end of the girder and the end of the initial region of debonded strands. Thus, the FRP reinforcement should be extended for a distance of at least one development length (?d) of the prestressed strands from the end of the initial region of debonded strands. The development length can be estimated using the approximation presented as Equation 2315H6.32 in Section 2316H6.5 of this thesis, as shown below. ? Eq. N.28 ? The end of the initial region of debonded strands is located 45 in. from the face of the diaphragm, as shown in 2317HFigure N.2. The first (longest) layer of FRP reinforcement installed should extend from the face of the diaphragm to a distance of 137 in. from the face of the diaphragm. 696 Each subsequently installed layer should extend a distance 6 in. less than its respective underlying layer, as discussed in Section 2318H6.5. Thus, the final (shortest) layer of FRP reinforcement should extend to a distance of 113 in. from the face of the diaphragm. These recommended lengths of FRP reinforcement for the five-layer FRP repair are shown in 2319HFigure N.12. 697 Figure N.12: Longitudinal configuration profile for five-layer FRP reinforcement system A A B B 6.5 in. 113 in. 4 @ 6 in. Five plies of wet layup, CFRP fabric Tyfo SCH-41 45 in. 38 in. (Region of continuity reinforcement [six 3/4 in. steel bars]) (Debonded region for 12 of 28 bottom-flange prestressed strands) 137 in. 698 N.5 113BANCHORAGE The limiting effective debonding strain at the interior face of the bearing has been reduced to reflect the bonded length available from the termination of reinforcement at the face of the diaphragm, as shown in Table N2320H.12. The reduced effective debonding strain at this location still satisfies the net tension strain demand, as shown in Table N2321H.22. Thus, the proposed five-layer FRP reinforcement system does not require additional anchorage at the termination of reinforcement at the face of the diaphragm. Supplemental anchorage may still be provided to decrease the required development length, but a proposed method for providing additional anchorage must be tested before implementation. N.6 114BSERVICE-LIMIT-STATE VERIFICATION It is appropriate to assume that the bridge structure will maintain partial continuity in response to service loads, as discussed in Section 2322H6.7 of this thesis. The assumption of simply supported bridge behavior during strength-limit-state design results in FRP requirements that conservatively satisfy service-limit-state demands for a bridge structure that maintains partial continuity. The stress-induced strain resulting from expected diurnal temperature variation must be checked with respect to the effective debonding strain of the FRP system. The formula for the maximum stress-induced strain expected in response to ambient temperatures is presented as Equation 2323H6.33 in Section 2324H6.7 of this thesis. This equation is also presented below with the values for the concrete coefficient of thermal expansion and the maximum expected change in temperature gradient that are presented in Section 2325H5.4.2.2.2 of this thesis. 699 Eq. N.29 in./in. in./in. A temperature gradient of 60 ?F was selected to exceed measured temperature gradients as well as temperature gradients recommended by AASHTO for design. The effective debonding strain limit far exceeds the expected stress-induced FRP strain in response to restrained ambient temperature changes. N.7 115BDESIGN SUMMARY The Tyfo SCH-41 FRP reinforcement product was selected for the proposed repair solution. Five layers of this FRP reinforcement are required to satisfy ultimate strength demands. All first installed (longest) layer must extend a distance of at least 137 in. from the face of the diaphragm to allow for full development of stresses in prestressed strands. It has been determined that supplemental anchorage is not necessary at the termination of FRP reinforcement at the face of the diaphragm, but additional anchorage may be provided to further decrease the risk of debonding failure, if an appropriate anchorage method has been verified. Also, the minimum effective debonding strain of this five- layer system is shown to adequately satisfy the maximum strain demand expected in response to ambient thermal conditions. 700 N.8 116BINSTALLATION RECOMMENDATIONS Installation of the proposed five-layer FRP reinforcement system must adhere to the guidelines presented in Section 6.9 of this thesis. These guidelines refer to standard procedures for surface preparation and FRP reinforcement installation. Appropriate installation procedures are required for the effects assumed of the designed FRP reinforcement system to remain valid. N.9 117BCOMPARISON OF DESIGN RECOMMENDATION AND PREVIOUSLY INSTALLED FRP An FRP reinforcement system was designed by Auburn University researchers (Swenson 2003) for the repair of Northbound Spans 10 and 11 of I-565 in Huntsville, Alabama?the same spans considered for the design example in this appendix. The repair was designed to resist tension forces that were predicted with strut-and-tie models. The reinforcement system was also designed in accordance with the effective debonding strain (?fe) specifications of ACI 440.2R-02, which have since been updated in ACI 440.2R-08 to reflect the findings of more recent research. The FRP reinforcement system was installed in December 2007. The installed FRP reinforcement consists of 4 layers of FRP, with the longest layer extending 130 in. from the face of the continuity diaphragm. The FRP reinforcement design presented in this appendix?for the repair of the same girders using the same FRP reinforcement product?recommends an FRP reinforcement system consisting of 5 layers of FRP, with the longest layer extending 137 in. from the face of the continuity diaphragm. The updated limiting effective debonding strain (?fe < 0.004 in./in.) of ACI 440.2R-08 is the primary reason for recommending 5 layers of reinforcement instead of the 701 previously recommended 4 layers. The longer recommended length of FRP reinforcement is due in part to the recommendation that the FRP be extended one prestressed strand development length (?d) beyond the primary region of debonded strands as well as beyond the previously recommended (Swenson 2003) assumed location of primary cracking. The updated design also recommends a simplified and appropriately conservative formula for the approximation of prestressed strand development length beginning at or beyond damaged regions within a girder. Although the FRP reinforcement systems that were installed on Spans 10 and 11 in December 2007 do not satisfy the updated design recommendation, installation of an additional layer of reinforcement may not be absolutely necessary. The limiting effective debonding strain (?fe < 0.004 in./in.) controls the recommendation of 5 layers of reinforcement instead of 4 layers. The current installation of 4 layers satisfies strength requirements at the interior face of the bearing pad, but the net tension strain at the termination of the continuity reinforcement in response to factored AASHTO LRFD strength-limit-state shear demand is calculated to be 0.00418 in./in., which exceeds the limiting effective debonding strain of 0.004 in./in. by less than 5 percent. At sections like this one that are near a simple support?where there is minimal positive bending moment?the net tension strain determined in accordance with AASHTO LRFD specifications is a linear function of the factored shear demand. Therefore, the net tension strain exceeding the limiting effective debonding strain by 0.00018 in./in. represents a strength deficiency of less than 5 percent in response to factored shear demand at the termination of the continuity reinforcement. 702 The length of FRP reinforcement has been conservatively estimated by the design recommendation presented by Swenson (2003) and the slightly modified design recommendation presented in this thesis. It is appropriate to assume that the prestressed strands have slipped, but it is conservative to assume that this slip has resulted in the complete loss of effective prestress forces between the cracked section and the end of the girder. The simplified and appropriately conservative method for determining the required length of FRP reinforcement in accordance with the design procedure of this thesis is recommended for the design of FRP reinforcement systems for a general range of bridges that have experienced or are susceptible to the type of damage exhibited in the I-565 structures. Based on the cracking observed thus far in the life of this particular structure, it is appropriate to assume that the lengths of FRP reinforcement currently installed on the girders of Northbound Spans 10 and 11 are acceptable. The installed 4 layers of reinforcement nearly satisfy the requirements of the updated design recommendations of this thesis. The small computed strength deficiency is based on full strength-limit-state AASHTO LRFD design loads for new construction in conjunction with the conservative limiting effective debonding strain of the FRP reinforcement. The length of FRP reinforcement currently installed allows for adequate development of prestressed strands beyond the primary crack locations in these particular spans. It is unknown if an additionally installed fifth layer of reinforcement would perform as expected when bonded to previously installed FRP reinforcement that has been fully cured. Surface preparation procedures required for proper installation of additional FRP reinforcement may also be detrimental to the integrity of the existing FRP reinforcement. Whether or not the computed strength discrepancy justifies the cost, 703 effort, and uncertainty associated with installation of an additional layer of FRP in Spans 10 and 11 is a decision best left to the discretion of ALDOT after consideration of these factors in light of the department?s established maintenance philosophy. On the other hand, FRP reinforcement configurations for new repairs should be designed to satisfy the design recommendations proposed within this thesis. N.10 118BVARYING MODULUS OF ELASTICITY FOR FRP REINFORCEMENT The design effective debonding strain in areas of short bonded lengths is very dependent upon the modulus of elasticity (Ef) of the FRP reinforcement product. For design purposes, it is recommended to assume the design modulus of elasticity of the FRP reinforcement product reported by the manufacturer; however testing of representative samples may indicate that the installed product exhibits more tensile stiffness than originally assumed during design. An increased modulus of elasticity may affect the effective debonding strain for locations with limited bonded length. Increasing the modulus of elasticity decreases the reinforcement debonding strain and increases the required development length. Both of these factors independently decrease the limiting effective debonding strain of the reinforcement system. To better understand the ramifications of this issue, laboratory testing is recommended to assess the effective debonding strain for FRP reinforcement products with varying modulus of elasticity values determined in accordance with procedures (ASTM D3039 2008) recommended for testing representative samples of installed FRP reinforcement systems.