Performance of a Developed TL-5 Concrete Bridge Barrier Reinforced with GFRP Hooked Bars: Vehicle Crash Testing
Publication: Journal of Bridge Engineering
Volume 23, Issue 2
Abstract
Deterioration of concrete bridge barriers as a result of corrosion of internal steel reinforcement in severe environmental conditions is a major problem. Glass-fiber-reinforced polymer (GFRP) bars are currently used as an alternative to the conventional steel reinforcement because of their corrosion resistance, long-term durability properties, and exceptionally high tensile strength. A recent design project conducted at Ryerson University on a TL-5 bridge barrier proposed the use of 15 M and 13 M GFRP bars as vertical reinforcement in the barrier front and back faces at 300 mm spacing, respectively; 15 M GFRP bars were used as horizontal reinforcement in the barrier wall. The connection between the deck slab and the barrier wall utilized GFRP bars with a 180° hook for proper anchorage. To qualify the developed GFRP-reinforced barrier for use in Canada, a vehicle crash test was performed according to the safety-performance evaluation guidelines of the 2009 AASHTO Manual for assessing safety hardware (MASH) for Test Level 5 (TL-5). The crash test involved a 36,000-V vehicle impacting the barrier at a target impact speed and impact angle of 80 km/h and 15°, respectively. This article summarizes the procedure and the results of the vehicle crash test conducted on the developed GFRP-reinforced barrier. Criteria to evaluate crash-test results showed that (1) the barrier controlled and redirected the vehicle to the lane; the vehicle did not penetrate, underride, or override the barrier; (2) no concrete detached elements, fragments, or other debris from the barrier penetrated the occupant compartment or presented undue hazard to others in the area; (3) the occupant compartment remained undeformed; and (4) the truck remained upright during and after the collision. As such, the developed barrier performed acceptably according to MASH TL-5. The calculated equivalent impact force, acceleration, deflection, and recorded strains caused by vehicle impact are presented.
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Acknowledgments
The author acknowledges the support for this project of TemCorp Industries Ltd. of Stoney Creek, Ontario, Canada. The continuous support, commitment, and dedication of Mr. Nidal Jaalouk, the senior technical officer of Ryerson University, were an integral part of the experimental work reported in this study. The author would like to acknowledge the crew of Texas A&M Transportation Institute (TTI) who constructed the barrier and accelerated the test vehicle to impact the barrier wall in collaboration with Ryerson University research team per contract with Ryerson University and TemCorp Industries Ltd.
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Published In
Journal of Bridge Engineering
Volume 23 • Issue 2 • February 2018
Copyright
© 2017 American Society of Civil Engineers.
History
Received: Jan 8, 2017
Accepted: Aug 21, 2017
Published online: Dec 13, 2017
Published in print: Feb 1, 2018
Discussion open until: May 13, 2018
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