Abstract

Prestressed with carbon fiber-reinforced polymer (CFRP) strands, a 42.2 m (138.3 ft) long single-span highway bridge superstructure was recently constructed to carry Interstate I-75 Highway over Sexton/Kilfoil Drain in Allen Park, MI. Experimental and analytical investigations were executed to overcome design challenges such as establishing the level of prestressing force, applicable strength reduction factors, and proper mode of failure to ensure an adequate performance under AASHTO LRFD service and strength limit states. After bridge construction, onboard sensors were used to verify its performance under traffic load and different environmental conditions. This manuscript provides details on an experimental investigation that was conducted to evaluate the constructability and possible failure modes in CFRP prestressed beams. In addition, the manuscript highlights key findings in the process of bridge design, construction, and field monitoring. To overcome the absence of yield phenomenon in CFRP and to establish visual warning before failure, beams prestressed with CFRP strands can be designed to achieve large deflection and extensive cracking patterns prior to failure. In addition, CFRP prestressed beam bridges, such as I-75 bridge, perform as analytically expected under service loads with a considerable load carrying capacity. Furthermore, and in the light of the multilevel strength reduction factors implemented in design, sufficient reserve capacity is embedded in the design to ensure adequate bridge resistance through its lifespan.

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Data Availability Statement

All data, models, and code generated or used during the study appear in the published article.

Acknowledgments

The research investigation was supported by Transportation Pooled-Fund Program [Michigan, Iowa, Minnesota, Oregon, and Wisconsin Department of Transportations, Study No. TPF-5(254)] and Michigan Department of Transportation (MDOT, Contract No. 2010-0293). The support from the funding agencies is greatly appreciated. In addition, the authors acknowledge the hard work of the student assistants at the Center for Innovative Materials Research (CIMR), Andrew D. Yarbrough, and Ashton Norris.

Notation

The following symbols are used in this paper:
Afe
a discrete area equivalent to the area of CFRP strands positioned at the level of extreme CFRP layer (mm2 or in.2);
Afe(i)
equivalent area for the area of CFRP reinforcement at ith layer;
a
β1c; depth of the equivalent stress block (mm or in.);
af
area of single CFRP strand in the ith layer (mm2 or in.2);
b
width of compression face of the member; for a flanged section in compression, the effective width of the flange as specified in Article 4.6.2.6 of AASHTO LRFD 8th Edition (mm or in.);
bw
width of web (mm or in.);
bf1
width of the first, farther from neutral axis, compression flange of the member (mm or in.);
bf2
width of the second compression flange of the member (mm or in.);
c
depth of neutral axis from extreme compression fiber (mm or in.);
d1
depth of the extreme CFRP layer from the extreme compression fiber (mm or in.);
di
depth of the ith CFRP layer from the extreme compression fiber (mm or in.);
dp
distance from the extreme compression fiber to the centroid of prestressing strands (mm or in.);
Ef
elastic modulus of CFRP (MPa or ksi);
fc
specified compressive strength of concrete at 28 days, unless another age is specified (MPa or ksi);
hf
depth of compression flange (mm or in.);
hf1
depth of the first, farther from neutral axis, compression flange of the member (mm or in.);
hf2
depth of the second compression flange of the member (mm or in.);
Mn
nominal moment (kN · mm or kip-in.);
Mr
resistance moment =Mn (kN · mm or kip-in.);
Mu
factored moment < Mr (kN · mm or kip-in.);
m
number of rows of CFRP strands;
ni
number of CFRP strands in the ith layer;
Pe
effective prestressing force in the section (kN or kip);
si
distance between ith CFRP layer and extreme CFRP layer (in.) = d1di;
β1
stress block factor;
ɛcu
average concrete crushing strain, 0.003;
ɛgu
design guaranteed strain of CFRP including environmental and durability effects;
ɛpe
effective prestressing strain in CFRP after subtracting applicable prestress losses;
ɛi
net tensile strain at the ith layer of CFRP reinforcement determined from strain compatibility, taken equal to ɛ1((dic)/(d1c));
ɛ1
net tensile strain at the extreme CFRP layer; and
resistance factor as specified in the manuscript.

References

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Go to Journal of Bridge Engineering
Journal of Bridge Engineering
Volume 27Issue 7July 2022

History

Received: Sep 19, 2021
Accepted: Feb 23, 2022
Published online: Apr 27, 2022
Published in print: Jul 1, 2022
Discussion open until: Sep 27, 2022

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Authors

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Nabil F. Grace, M.ASCE [email protected]
Dean, College of Engineering, Lawrence Technological Univ., Southfield, MI 48075. Email: [email protected]
Graduate Research Assistant and Ph.D. Candidate, Center of Innovative Materials Research (CIMR), Lawrence Technological Univ., Southfield, MI 48075 (corresponding author). ORCID: https://orcid.org/0000-0002-4269-7040. Email: [email protected]
Marc Kasabasic [email protected]
Project Engineer, Center of Innovative Materials Research (CIMR), Lawrence Technological Univ., Southfield, MI 48075. Email: [email protected]
Matthew Chynoweth [email protected]
Chief Bridge Engineer and Director, Bureau of Bridges & Structures, Michigan Dept. of Transportation (MDOT), Lansing, MI 48933. Email: [email protected]
Kenichi Ushijima [email protected]
Plant Manager for Tokyo Rope USA, Canton, MI 48187. Email: [email protected]
Associate Professor, Dept. of Civil and Architectural Engineering, Lawrence Technological Univ., Southfield, MI 48075. ORCID: https://orcid.org/0000-0002-6400-5877. Email: [email protected]

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