Repair of I-65 Expressway Bridges Using Carbon Fiber

Repair of I-65 Expressway Bridges Using CarbonFiber Reinforced Polymer (CFRP) Composites

Research ReportKTC -13-16/FRT126-03-1F

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Research Report KTC13-16/FRT126-03-1F

REPAIR OF I-65 EXPRESSWAY BRIDGES USING CARBON FIBER REINFORCED POLYMER (CFRP) COMPOSITES

by

Ching Chiaw Choo Assistant Professor, California State University, Fresno

(former Visiting Professor at the Kentucky Transportation Center)

Abheetha Peiris Research Engineer, Kentucky Transportation Center

and

Issam Harik

Professor, Department of Civil Engineering and Program Manager, Structures and Coatings Section, Kentucky Transportation Center

Kentucky Transportation Center College of Engineering, University of Kentucky

in cooperation with

Transportation Cabinet Commonwealth of Kentucky

and

Federal Highway Administration U.S. Department of Transportation

The contents of this report reflect the views of the authors who are responsible for the facts and accuracy of the data presented herein. The contents do not necessarily reflect the official views or policies of the University of Kentucky, the Kentucky Transportation Cabinet, nor the Federal Highway Administration. This report does not constitute a standard, specification or regulation. Manufacturer or trade names are included for identification purposes only and are not to be considered an endorsement.

October 2013

Technical Report Documentation Page 1. Report No.

KTC-13-16/FRT126-03-1F

2. Government Accession No.

3. Recipient's Catalog No.

4. Title and Subtitle

REPAIR OF I-65 EXPRESSWAY BRIDGES USING CARBON

FIBER REINFORCED POLYMER (CFRP) COMPOSITES

5. Report Date

October 2013

6. Performing Organization Code

8. Performing Organization Report No.

KTC-13-16/FRT126-03-1F

7. Author(s): Ching Chiaw Choo, Abheetha Peiris and Issam Harik

9. Performing Organization Name and Address

Kentucky Transportation Center College of Engineering University of Kentucky Lexington, Kentucky 40506-0281

10. Work Unit No. (TRAIS)

11. Contract or Grant No.

FRT126

13. Type of Report and Period Covered

Final

12. Sponsoring Agency Name and Address

Kentucky Transportation Cabinet 200 Mero Street Frankfort, Kentucky 40622

14. Sponsoring Agency Code

15. Supplementary Notes

Prepared in cooperation with the Kentucky Transportation Cabinet and the U.S. Department of Transportation, Federal Highway Administration.

16. Abstract

This report documents the repair of five locations along the I-65 Expressway in Jefferson County, KY. The repair involved: (1) the precast prestressed concrete girder spans between Jacob Street and Gray Street, (2) the reinforced concrete bearing pads of Bridge Pier 4 at the intersection of Jefferson Street and Preston Street, (3) the reinforced concrete bearing pads of Bridge Pier 6 near the intersection of Main Street and Hancock Street, (4) the precast prestressed concrete girder spans between Chestnut Street and Gray Street and (5) the reinforced concrete pier column on East Muhammad Ali Blvd. The precast prestressed concrete girders were wrapped with carbon fiber reinforced polymer (CFRP) fabrics at the cracked locations to prevent or limit excessive translations in both vertical and horizontal directions. Two of the PC girders were instrumented with LVDTs to gauge the effectiveness of the repair before and after retrofit. The wrapping appears to have curtailed the relative movements in the horizontal direction as they are more stabilized and less volatile than before the repair. However, the relative movements of the vertical direction were still apparent. The bearing pads of Bridge Piers 4 and 6, as well as the pier column on E. Muhammad Ali Blvd., have been repaired and wrapped with CFRP fabric to increase their capacity. The bearing pads of Bridge Pier 6 presented a unique challenge as the pads were irregularly shaped. ‘Reshaping’ of the pads was performed so that the wrapping would be effective.

17. Key Words Bridge, carbon fiber reinforced polymer (CFRP) fabric system, shrinkage crack, bearing pad, reinforced concrete column

18. Distribution Statement

Unlimited with approval of Kentucky Transportation Cabinet

19. Security Classif. (of this report) Unclassified

20. Security Classif. (of this page) Unclassified

21. No. of Pages

109

22. Price

-

Form DOT 1700.7(8-72) Reproduction of Completed Page Authorized

i

EXECUTIVE SUMMARY

This report details the retrofit project of the I-65 Expressway in Jefferson County, KY. Specifically, five locations along the I-65 Expressway are retrofitted with advanced carbon fiber reinforced polymer (CFRP) fabric: (1) the precast prestressed concrete girder spans between Jacob Street and Gray Street, (2) the reinforced concrete bearing pads of Bridge Pier 4 at the intersection of Jefferson Street and Preston Street, (3) the reinforced concrete bearing pads of Bridge Pier 6 near the intersection of Main Street and Hancock Street, (4) the precast prestressed concrete girder spans between Chestnut Street and Gray Street, and (5) the reinforced concrete pier column on East Muhammad Ali Blvd.

(1) The precast prestressed concrete girders between Jacob Street and Gray Street– Several locations along the continuous PC girders between Jacob Street and Gray Street showed cracks; the cracks were particularly prevalent at the ‘fixed’ locations, at or near a supporting pier, where translations are prohibited. The cracks were suspected to be due to the fixed restraints. Prior to retrofitting, the crack locations of two of the PC girders were instrumented with linear variable displacement transducers (LVDTs) to monitor the vertical and horizontal translations. Monitoring of the translation was carried out between 02/16/04 and 06/27/05, and was proceeded by the design of retrofit. The damaged PC girders were repaired by the wrapping of carbon fiber reinforced polymer (CFRP) fabric.

The two previously monitored girders were instrumented with LVDTs and temperature gauges after the repair. The CFRP fabrics appear to be effective in curtailing the relative movement of the girders in the horizontal directions as evident by the lack of movement, as opposed to the somewhat volatile movement prior to the retrofit. The vertical wrapping, however, has no positive effect, as the relative vertical movements in most cases are still apparent.

(2) The reinforced concrete bearing pads of Bridge Pier 4 – Bridge Pier 4 is located at the intersection of Jefferson Street and Preston Street. Five of the 20 reinforced concrete bearing pads had shown signs of damage; with one in particular experiencing severe loss of concrete cover. These bearing pads were cleaned and repaired by re-patching with new grout or concrete. The subsequent repair also involved the wrapping of CFRP fabric around the perimeter of the bearing pads.

(3) The reinforced concrete bearing pads of Bridge Pier 6 – Bridge Pier 6 is located at the intersection of Main Street and Hancock Street. The six interior bearings of the eight reinforced concrete bearing pads showed signs of damage; with one in particular experiencing severe loss of concrete cover and exposure of reinforcing steel. Unlike the bearing pads in Bridge Pier 4, these bearing pads posed a unique challenge as they were irregularly shaped bearing pads (i.e., neither circular nor rectangular). Their unique shape would render the traditional wrapping obsolete as the expansion of the pads would not have been confined by such wrapping. To overcome this obstacle, a prism (i.e., one of the corners) was sheared off of the bearing pad so that it could be confined by the wrapping. The remaining repairs were done similarly to the one performed on the bearing pads in Bridge Pier 4.

ii

(4) The precast prestressed concrete girders between Chestnut Street and Gray Street– Several locations along the continuous PC girders between Chestnut Street and Gray Street showed cracks; most of the cracks similar to the cracks between Jacob Street and Gray Street were particularly prevalent at the ‘fixed’ locations, at or near a supporting pier, where translations are prohibited. The cracks were suspected to be due to the fixed restraints. Two of the cracks observed were on end beams and one crack was found to be propagating from the pier towards the center of the span.

(5) The reinforced concrete pier column on E. Muhammad Ali Blvd. – The end column on the pier of Northbound I-65 on East Muhammad Ali Blvd. had concrete spalling exposing the reinforcing steel. The loose concrete was removed and the steel rebars were cleaned before re-patching with screed mortar. The subsequent repair also involved the wrapping of 3D CFRP fabric around the perimeter of the column as well as the pier cap. The light-weight CFRP fabric is easy to handle during application. No special storage was required for the material before or during the repair. While the instrumented locations showed the repair to be effective for the designed application, periodic monitoring of the 95 beam retrofit locations, the 11 bearing pad retrofit locations and the pier column retrofit location has shown the CFRP laminate to be quite durable.

iii

ACKNOWLEDGEMENT The funding of this project is provided by the Kentucky Transportation Cabinet (KyTC) and the Federal Highway Administration (FHWA). The contribution of Mr. David Steele in this project is greatly appreciated. The authors wish also to thank the following research assistants for their time and effort: Mr. Scott Pabian and Ms. Dora Van Zee.

iv

TABLE OF CONTENTS EXECUTIVE SUMMARY i ACKNOWLEDGEMENTS iii TABLE OF CONTENTS iv LIST OF FIGURES vi 1.0 INTRODUCTION

1.1 Background 1 1.2 Objective and Scope 1

2.0 RETROFIT OF PRECAST PRESTRESSED CONCRETE GIRDER SPANS BETWEEN JACOB AND GRAY STREETS

2.1 Bridge Description 3 2.2 In-Situ Investigation and Crack Monitoring 7 2.3 Crack Repair and Monitoring 13 2.4 Post-repair Monitoring 14

3.0 REPAIR OF BRIDGE PIER 4 AT THE INTERSECTION OF JEFFERSON AND PRESTON STREETS 3.1 Pier Description 20 3.2 Repair Strategy of Reinforced Concrete Bearing Pads in Bridge Pier 4 21

4.0 REPAIR OF BRIDGE PIER 6 NEAR THE INTERSECTION OF MAIN AND

HANCOCK STREETS 4.1 Pier Description 24 4.2 Repair Strategy of Reinforced Concrete Bearing Pads in Bridge Pier 6 27

5.0 RETROFIT OF PRECAST PRESTRESSED CONCRETE GIRDER SPANS

BETWEEN CHESTNUT AND GRAY STREETS 5.1 Bridge Description 29 5.2 Repair Procedure 31

6.0 RETROFIT OF REINFORCED CONCRETE PIER COLUMN ON EAST

MUHAMMAD ALI BLVD. 6.1 Pier Description 32 6.2 Repair Strategy of Reinforced Concrete Column 35

7.0 SUMMARY AND CONCLUSIONS 37

v

REFERENCES 39 APPENDIX A – Location of Cracking in the Precast Prestressed Concrete Girder Spans between Jacob and Gray Streets 40 APPENDIX B – Repair Strategy of Precast Prestressed Concrete Girder Spans between Jacob and Gray Streets 54 APPENDIX C – Repair Strategy of Reinforced Concrete Bearing Pads in Bridge Pier 4 at the Intersection of Jefferson and Preston Streets 61 APPENDIX D – Repair Strategy of Reinforced Concrete Bearing Pads in Bridge Pier 6 near Main and Hancock Streets 67 APPENDIX E – Location of Cracking in the Precast Prestressed Concrete Girder Spans between Chestnut and Gray Streets 76 APPENDIX F- Repair Strategy of Precast Prestressed Concrete Girder Spans 87 between Chestnut and Gray Streets APPENDIX G- Repair Strategy of Reinforced Concrete Pier Column on East 98 Muhammad Ali Blvd.

vi

LIST OF FIGURES

Fig. 1.1 Interstate highways in the municipal area of Louisville, KY 1

Fig. 1.2 Elevated highway spans in downtown area 2

Fig. 2.1 Damaged prestressed concrete spans between Jacob and Gray Streets 3

Fig. 2.2 A typical AASHTO Type II prestressed concrete girder 4

Fig. 2.3 Schematic of prestressed concrete spans (107 – 112) between Jacob and Gray Streets 5

Fig. 2.4 Cracking in prestressed concrete girder spans 7

Fig. 2.5 Cracking and spalling of concrete in prestressed concrete girder to different degrees of severity 8

Fig. 2.6 Relative horizontal movement measured at Beam 6 over Pier 117 in Span 117 9

Fig. 2.7 Relative vertical movement measured at Beam 6 over Pier 117 in Span 117 10

Fig. 2.8 Relative horizontal movement measured at Beam 7 over Pier 117 in Span 117 11

Fig. 2.9 Relative vertical movements measured at Beam 7 over Pier 117 in Span 117 12

Fig. 2.10 PC girder is being repaired using CFRP fabrics 13

Fig. 2.11 Crack monitoring gauge 14

Fig. 2.12 PC girders are instrumented with LVDTs after repair to monitor movements 14

Fig. 2.13 Relative horizontal movement and temperature measured before and after repair at Beam 6 over Pier 8 in Span 117 16

Fig. 2.14 Relative vertical movement and temperature measured before and after repair at Beam 6 over Pier 8 in Span 117 17

Fig. 2.15 Relative horizontal movement and temperature measured before and after repair at Beam 7 over Pier 8 in Span 117 18

Fig. 2.16 Relative vertical movement and temperature measured before and after repair at Beam 7 over Pier 8 in Span 117 19

vii

Fig. 3.1 Reinforced concrete bearing pads in Bridge Pier 4 experiencing (a) cracking, and (b) loss of concrete cover 20

Fig. 3.2 Damaged reinforced concrete bearing pads in Bridge Pier 4 are designated as BP2, BP4, BP11, BP13, and BP15 21

Fig. 3.3 Bearing pad cleaned and rid of loose concrete 22

Fig. 3.4 Girder was temporarily shored using steel bearing plates 22

Fig. 3.5 A bearing pad that has been repaired or wrapped with CFRP fabric 23

Fig. 4.1 Location of Bridge Pier 6 near Main and Hancock Streets 24

Fig. 4.2 Damage in bearing pads BP3 and BP4 25

Fig. 4.3 Severe loss of concrete in bearing pad BP2 26

Fig. 4.4 A worker temporarily shored up a girder using steel plates. 27

Fig. 4.5 A bearing pad that has been cleaned and ready to be patched up 28

Fig. 4.6 Repaired bearing pads in Bridge Pier 6 28

Fig. 5.1 Location of prestressed concrete girders spanning between Chestnut St. and Gray St. 29

Fig 5.2 Schematic of prestressed concrete spans between Chestnut and Gray Streets 30

Fig. 5.3 Crack location NB - #5 – S6 – P6 requiring both longitudinal and wrap around carbon FRP fabric on one prestressed concrete girder on the I-65 Expressway between Chestnut St and Gray St.

30

Fig. 5.4 Repaired location on beam after painting 31

Fig. 6.1 Location of reinforced concrete pier column on East Muhammad Ali Blvd. 32

Fig. 6.2 View of Bridge and Location of Damaged column. 33

Fig. 6.3 Damage to reinforced concrete column from different angles. 33

viii

Fig. 6.4 Pier column location and damage details. 34

Fig. 6.5 3-D CFRP fabric fiber orientation and application of the fabric. 35

Fig. 6.6 Reinforced concrete pier following retrofit. 36

1

1. INTRODUCTION 1.1 Background

The municipal area of Louisville is the largest city in the state of Kentucky, with several interstate highways traversing through the heart of it: Interstate-65 (I-65, hereafter) in the north-south direction, Interstate-64 in the east-west direction, and Interstate-71 in the north-east direction, as depicted in Fig. 1.1. Many of these arterials are elevated bridge spans as shown in Fig. 1.2.

On the I-65 Expressway, one of the many interstate highway bridges was observed to

have cracking in some of the precast prestressed concrete girders in the elevated spans. In addition to cracking, spalling of concrete covers was also observed in some of the reinforced concrete bearing pads supporting the elevated superstructures along the expressway. Details of these damages will be discussed in the sections to follow.

Fig. 1.1: Interstate highways in the municipal area of Louisville, KY

1.2 Objective and Scope

The objective of this project is to repair the cracked prestressed concrete girders and damaged reinforced concrete bearing pads and pier columns using carbon fiber reinforced polymer (CFRP) sheets. This report presents details of the I-65 Expressway retrofit projects aimed at repairing, strengthening, and restoring the capacity of the damaged precast prestressed concrete girders, reinforced concrete bearing pads and pier column.

2

Specifically, this report presents the in-field investigation and results, plans and construction of retrofit of five separate locations along the elevated portion of I-65 expressway in Louisville, KY: (1) precast prestressed concrete girder spans between Jacob Street and Gray Street, (2) reinforced concrete bearing pads of Bridge Pier 4 at the intersection of Jefferson Street and Preston Street, (3) reinforced concrete bearing pads of Bridge Pier 6 near the intersection of Main Street and Hancock Street, (4) the precast prestressed concrete girder spans between Chestnut Street and Gray Street and (5) the reinforced concrete pier column on East Muhammad Ali Blvd.

Fig. 1.2: Elevated highway spans in downtown area

3

2. RETROFIT OF PRECAST PRESTRESSED CONCRETE GIRDER SPANS BETWEEN JACOB AND GRAY STREETS

2.1 Bridge Description

The repair of the precast prestressed concrete girders located in several spans between Jacob and Gray Streets is the first of the five retrofit projects to be described in this report. The cracked girders are in Spans 107 to 121 located between Jacob and Gray Streets, as depicted in Fig. 2.1. The precast, prestressed concrete girders are of typical AASTHO Type II, as shown in Fig. 2.2.

The girders in the expressway span continuously over three spans. A schematic showing

the continuous spanning girders between Jacob and Gray Streets is presented in Fig. 2.3. It should be noted that the girders were initially individual and were made continuous (i.e. 3 continuous spans) by end dowels at individual ends and the subsequent casting of concrete for the bridge deck above and diaphragms. This type of construction practice was prevalent in the design of continuous highway bridges with precast prestressed concrete girders in the 1960s (PCI 1969).

Fig. 2.1: Damaged prestressed concrete spans between Jacob and Gray Streets

SPANS 107 TO 121

4

The bridge on the I-65 expressway is actually a parallel-bridge; each bridge carries three lanes of traffic in either the northbound or southbound direction. The continuous precast prestressed concrete girder spans support a reinforced concrete bridge deck of varying thickness ranging from 8 to 10.5 inches (200 to 270 mm). In addition to reducing structural responses for being indeterminate, the continuity of precast, prestressed concrete spans eliminates the maintenance costs associated with bridge deck joints and deck drainage, and also improves the overall aesthetic and riding quality of the bridge (PCI 1969).

Fig. 2.2: A typical AASHTO Type II prestressed concrete girder

5

Fig. 2.3: Schematic of prestressed concrete spans (107 – 112)

between Jacob and Gray Streets

6

Fig. 2.3 (Cont.): Schematic of prestressed concrete spans (116 – 121)

between Jacob and Gray Streets

7

2.2 In-Situ Investigation and Crack Monitoring

The precast prestressed concrete girder spans were observed to have cracking to varying degrees at several locations. The cracking was particularly prevalent near or at fixed end locations (i.e. designated as ‘FIX’ in Fig. 2.3) where translational movement in the bridge direction is restricted. Fig. 2.4 shows typical cracking in the prestressed concrete girders. Fig. 2.5 shows samples of cracking (or spalling of concrete) to different degrees of severity.

Fig. 2.4: Cracking in prestressed concrete girder spans

To investigate the liveliness of the cracks, two girders (Girders designated as Beam 6 and Beam 7) in Span 117 at Pier 117 were instrumented with linear variable displacement transducers (LVDTs) in the horizontal and vertical directions to measure the respective movements. The instrumentation was installed on February 16, 2004, and the movement and temperature diagrams at these locations, until June 27, 2005, are plotted in Figs. 2.6 – 2.9. A total of 71 locations were identified as having cracking; these locations were retrofitted with CFRP fabrics to provide crack control. The full detail of the locations which required retrofitting is presented in Appendix A.

Pier

PC girder

Pier

PC girder

Pier

PC girder

PC girder

8

(a) Cracking in prestressed concrete girder

(b) Cracking and spalling of concrete

Fig. 2.5: Cracking and spalling of concrete in prestressed concrete girder to different degrees of severity

9

Fig. 2.6: Relative horizontal movement measured at Beam 6 over Pier 117 in Span 117 Note: The crack movements in this figure are in addition to the original crack

width measured at 0.078130 inches on 2/16/04.

LVDT 1

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Start: 2/16/04 Pre-retrofit

End: 6/27/05 Pre-retrofit

BEFORE RETROFIT

10

Fig. 2.7: Relative vertical movement measured at Beam 6 over Pier 117 in Span 117 Note: The crack movements in this figure are in addition to the original crack


LVDT 2

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Fig. 2.8: Relative horizontal movement measured at Beam 7 over Pier 117 in Span 117 Note: The crack movements in this figure are in addition to the original crack


LVDT 3

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Fig. 2.9: Relative vertical movements measured at Beam 7 over Pier 117 in Span 117 Note: The crack movements in this figure are in addition to the original crack


LVDT 4

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13

2.3 Crack Repair

In order to continually provide partial restraint against further crack growth, propagation, and the development of other cracks along a span, the precast prestressed concrete girders were retrofitted. The retrofit proceeded in two phases: (1) concrete crack repair by means of high strength epoxy resin, and (2) strengthening of precast prestressed concrete girders with CFRP fabric. In addition to providing crack control, these repair schemes were taken to offer protection to the steel reinforcement where penetration of corrosion agents through the widening cracks becomes a possibility, and to also improve the overall aesthetics of the existing structures by eliminating visible cracks. The repair strategy of the precast prestressed concrete girders is presented in Appendix B. Fig. 2.10 shows a PC girder being repaired using CFRP fabrics.

(a) CFRP fabrics being applied horizontally along the girder

(b) Additional CFRP fabrics were applied vertically

Fig. 2.10: PC girder is being repaired using CFRP fabrics

14

2.4 Post-repair Monitoring

To ensure the effectiveness of the repair (i.e., no or minimal crack movement or propagation) crack monitoring gauges were again installed after the repair. Fig. 2.11 shows a typical crack gauge device used which is designed to allow shifting of cross-head which mimics the movement of a crack. Fig 2.12 shows repaired PC girders were once again instrumented with LVDTs to monitor movements in the vertical and horizontal directions.

Fig. 2.11: Crack monitoring gauge

Fig. 2.12: PC girders are instrumented with LVDTs after repair to monitor movements

Figs. 2.13 – 2.16 plot the LVDTs reading before and after the repair. Based on the

readings collected thus far, the following observations and conclusions can be made: LVDT #1: The goal of applying CFRP fabrics in the horizontal direction is to stabilize the

relative movement. It can be seen from Fig. 2.13 that the relative horizontal movement of Beam 6 in Span 117 has been effectively curtailed as movement has somewhat stabilized after the retrofit.

LVDT #3: Similar observations can be made in regard to the movement of this LVDT. While

the reading of this LVDT had not shown great relative movement, as supposed to LVDT #1, the retrofit measure has managed to reduce the volatility of the movement.

146 mm

32 mm

15

LVDT #2: The goal of CFRP wrapping in the vertical direction was never meant to decrease the relative vertical movement. It was there to provide additional protection to the concrete girders. However, as shown in Fig. 2.14, the wrapping appears to have stopped the vertical movement from increasing any further (i.e., from before the retrofit) in this case.

LVDT #4: The relative vertical movement, as shown in Fig. 2.16, has become more volatile.

This, however, does not signify the ineffectiveness of the wrapping. The increase in movement and volatility may be due to the worsening of the crack initially formed on the girder. Additional inspection is required for the beam.

Fig. 2.13 – Relative horizontal movement measured at Beam 6 over Pier 8 in Span 117

16

LVDT 1

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Fig. 2.14 – Relative vertical movement measured at Beam 6 over Pier 8 in Span 117

17

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Post-retrofit


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Fig. 2.15 – Relative horizontal movement measured at Beam 7 over Pier 8 in Span 117

18

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Beam 7

LVDT 3

Fig. 2.16 – Relative vertical movements measured at Beam 7 over Pier 8 in Span 117

19

LVDT 4

-0.20

-0.15

-0.10

-0.05

0.00

0.05

0.10

2/1/04 5/1/04 7/30/04 10/28/04 1/26/05 4/26/05 7/25/05

Date

Rel

ativ

e Ve

rtic

al M

ovem

ent

(in)

LVDT 4

-0.20

-0.15

-0.10

-0.05

0.00

0.05

0.10

8/1/06 10/30/06 1/28/07 4/28/07 7/27/07 10/25/07 1/23/08

Date

Rel

ativ

e Ve

rtic

al M

ovem

ent

(in)

0

20

40

60

80

100

2/1/04 5/1/04 7/30/04 10/28/04 1/26/05 4/26/05 7/25/05

Date

Tem

pera

ture

(o F)

0

20

40

60

80

100

8/1/06 10/30/06 1/28/07 4/28/07 7/27/07 10/25/07 1/23/08

Date

Tem

pera

ture

(o F)




Post-retrofit


Beam 7

LVDT 4

Beam 7

LVDT 4

20

3. REPAIR OF BRIDGE PIER 4 AT THE INTERSECTION OF JEFFERSON AND PRESTON STREETS

3.1 Pier Description

Bridge Pier 4 is one of the substructures supporting I-65. The pier is located at the intersection of Jefferson and Preston Streets. Five of the reinforced concrete bearing pads of Bridge Pier 4 were observed either having cracking or experiencing loss of concrete cover. Fig. 3.1 shows cracking and loss of concrete cover on two of the reinforced concrete bearing pads. Fig. 3.2 identifies the five reinforced concrete bearing pads that were damaged due either to cracking or loss of concrete cover, and required repair. (a) (b)

Fig. 3.1: Reinforced concrete bearing pads in Bridge Pier 4 experiencing (a) cracking, and (b) loss of concrete cover

21

Fig. 3.2: Damaged reinforced concrete bearing pads in Bridge Pier 4 are designated as BP2, BP4, BP11, BP13, and BP15

3.2 Repair Strategy of Reinforced Concrete Bearing Pads in Bridge Pier 4

In light of the degree of damage and the negative effects of inadequate bearings to the overall structural performance, repair efforts have been made to retain the integrity of the concrete bearings. Repair is necessary for damage control, and it also permits for a more even load distribution among the bearings. Depending on the severity of the damage, the repair typically proceeded in the following order: (1) concrete replacement and crack repair, and (2) wrapping of reinforced concrete bearing pads using CFRP fabrics. The goal of CFRP wrapping was to improve concrete confinement and thus increase the bearings’ load carrying capacity. The repair strategy of the five concrete bearing pads is presented in Appendix C. Fig. 3.3 shows a portion of a bearing pad that has been cleaned and rid of any loose concrete. Throughout the repair process, the girder above a bearing pad was temporarily shored using steel bearing plates as shown in Fig. 3.4. Fig. 3.5 shows a close-up view of a bearing pad that has been repaired or wrapped using CFRP fabric.

BP2 BP1

BP4

BP15

BP20

BP13

BP11

22

Fig. 3.3: Bearing pad cleaned and rid of loose concrete

Fig. 3.4: Girder was temporarily shored using steel bearing plates

23

Fig. 3.5: A bearing pad that has been repaired or wrapped with CFRP fabric

24

4. REPAIR OF BRIDGE PIER 6 NEAR THE INTERSECTION OF MAIN AND HANCOCK STREETS

4.1 Pier Description Bridge Pier 6, located near the intersection of Main and Hancock Streets as shown in Fig. 4.1, is supporting an approach span consisting of steel girder-concrete slab construction. This particular bridge span supported by Bridge Pier 6 carries the northbound traffic. There are a total of eight reinforced concrete bearing pads in Bridge Pier 6. Six of the eight interior pads have cracking (Fig. 4.2) and one of the six has severe loss of concrete (Fig. 4.3).

Fig. 4.1: Location of Bridge Pier 6 near Main and Hancock Streets

Louisville Slugger Field

S.B. N.B.

South Abut.

Pier 1

North Abut.

Pier 2

Pier 3

Pier 4

Pier 5

Pier 6*

Superstructures not shown

25

Fig. 4.2: Damage in bearing pads 3 and 4

Northbound I-65 Expressway

Pier 6

Pier 6 (I-65 Expressway Northbound)

Bearing Pad 3

Bearing Pad 4

26

Fig. 4.3: Severe loss of concrete in bearing pad 2

Bearing plate

Anchor bolt

Lateral confinement

February 16, 2005

Pier 6

Plan view

7 6 5 3 4 2

Elevation view (LOOKING NORTH)

8 1

27

4.2 Repair Strategy of Reinforced Concrete Bearing Pads in Bridge Pier 6

Treatment similar to that done on Bridge Pier 4 in Section 3.2 was applied to Bridge Pier 6. In summary, depending on the severity of the damage, the repair proceeded in the following order: (1) concrete replacement and crack repair, and (2) wrapping of reinforced concrete bearing pads using CFRP fabrics. The repair strategy of the six reinforced concrete bearing pads is presented in Appendix D. Prior to cleaning and repairing the reinforced concrete bearing pads, they were all temporarily shored using steel bearing plates as shown in Fig. 4.4. Fig. 4.5 shows a bearing pad that has been cleaned and rid of loose concrete, and is ready to be patched with new grout or concrete. Fig. 4.6 shows the ‘before’ and ‘after’ repair pictures of bearing pads in Bridge Pier 6.

Fig. 4.4: A worker temporarily shored up a girder using steel plates

28

Fig. 4.5: A bearing pad that has been cleaned and is ready to be patched up

(a) ‘Before’ repair (b) ‘After’ repair

Fig. 4.6: Repaired bearing pads in Bridge Pier 6

29

5. RETROFIT OF PRECAST PRESTRESSED CONCRETE GIRDER SPANS BETWEEN CHESTNUT AND GRAY STREETS

5.1 Bridge Description

The cracked girder location on the I-65 expressway between Chestnut and Gray Streets in Louisville, KY, is depicted in Fig. 5.1. The precast prestressed concrete girders are of typical AASTHO Type II, as previously shown in Fig. 2.2.

Several locations along the continuous PC girders between Chestnut Street and Gray

Street showed cracks; most of the cracks similar to the cracks between Jacob Street and Gray Street were particularly prevalent at the ‘fixed’ locations, at or near a supporting pier, where translations are prohibited. The cracks were suspected to be due to the fixed restraints. Two of the cracks observed were on end beams and one crack was found to be propagating from the pier towards the center of the span. A schematic showing the continuous spanning girders between Chestnut and Gray Streets is presented in Fig. 5.2.

Fig. 5.1: Location of prestressed concrete girders spanning between Chestnut Street and Gray Street

Southbound I-

Northbound I-

30

Pier Cap

PC girder

(a) Plan view

(b) A-A view

Fig. 5.2: Schematic of prestressed concrete spans between Chestnut and Gray Streets

The typical cracks in the precast prestressed girders between Chestnut and Gray Streets are similar to those shown previously in Fig. 2.4. The following picture is the anomaly crack found on the northbound beam number 5 in span 6 near or at pier 6.

Fig. 5.3: Crack location NB - #5 – S6 – P6 requiring both longitudinal and wrap around carbon FRP fabric on one prestressed concrete girder on the I-65 Expressway between

Chestnut Street and Gray Street

NNOORRTTHHBBOOUUNNDD II--6655

SSOOUUTTHHBBOOUUNNDD II--6655

CChh ee

ss ttnn uu

tt SSTT

GGrr aa

yy SS TT

Pier 1 Pier 2

S1

Pier 3

S2

Pier 4

S3

Pier 5

S4

Pier 6

S5

Pier 7

S6

Pier 8

S7

Pier 9

S8

Pier 10

S9 A

A

14 13 12 11 10 9 8 7 6 5 4 3 2 1

Northbound I-65 Southbound I-65

31

5.2 Repair Procedure

Similar to the repair between Jacob and Gray Streets, in order to continually provide partial restraint against further crack growth, propagation, and the development of other cracks along a span, the precast prestressed concrete girders were retrofitted. The retrofit proceeded in two phases: (1) concrete crack repair by means of high strength epoxy resin, and (2) strengthening of precast prestressed concrete girders with CFRP fabric. In addition to providing crack control, these repair schemes were taken to offer protection to the steel reinforcement where penetration of corrosion agents through the widening cracks becomes a possibility, and to also improve the overall aesthetics of the existing structures by eliminating visible cracks. From the twenty four crack locations observed (Appendix E), with the exception of the NB - #5 – S6 – P6 (Northbound Bridge- Beam 5-Span 6 – at Pier 6) location, the other twenty two locations had the same type of repair (only longitudinal carbon FRP fabric). The two end girders SB-#14-S6-P7 and SB-#14-S4-P4 will have different fabric lengths on either side of the girder. The repair strategy for the crack filling was the same as the one between Jacob Street and Gray Street, given in detail in Appendix B. The CFRP fabric retrofit procedure of the precast prestressed concrete girders between Chestnut and Gray Streets is presented in Appendix F.

Fig. 5.4: Repaired location on beam after painting

32

6. RETROFIT OF REINFORCED CONCRETE PIER COLUMN ON EAST MUHAMMAD ALI BLVD.

6.1 Pier Description

The damaged pier column location on the I-65 expressway on East Muhammad Ali Blvd. in Louisville, KY, is depicted in Fig. 6.1. The reinforced concrete pier supports the steel girder system carrying the north and south bound Interstate-65 expressway. The pier is comprised of seven concrete columns, of which the exterior most column on the northbound expressway (on East Muhammad Ali Blvd.) had considerable spalling of concrete cover exposing the reinforcing bars. The damage was seen to extend onto the pier cap. The location of the column on the pier can be seen in the aerial view in Fig. 6.2. Damage to the column and pier cap is shown in several angles in Fig. 6.3. A schematic of the location, as well as the extent of the damage, is shown in Fig. 6.4.

Fig. 6.1: Location of reinforced concrete pier column on East Muhammad Ali Blvd.

33

Fig. 6.2: View of Bridge and Location of Damaged column

Fig. 6.3: Damage to reinforced concrete column from different angles

Damaged Pier

34

(a) Plan View

(b) A-A View

(c) Pier Damage Details

Fig. 6.4: Pier column location and damage details

2’7”

12’

12”

50”

8”

A

A

EE MM

uu hhaa mm

mmaa dd

AA

ll ii BB

ll vvdd

Southbound I-65

Northbound I-65

Pier Cap

Southbound I-65 Northbound I-65

35

6.2 Repair Strategy of Reinforced Concrete Column

The repair of the column was necessary to prevent the rebars from further corrosion, and hence, loss of structural integrity. The repair consisted of two components: (1) concrete and reinforcing steel cleaning and surface preparation followed by crack repair application of concrete repair material, and (2) wrapping of reinforced concrete column and pier cap using CFRP fabrics and application of paint. The goal of CFRP wrapping was to improve concrete confinement and thus increase the columns’ load carrying capacity while also increasing the ductility of the column. A 3-D (3-directional 0o, +60o, -60o) CFRP fabric was used to strengthen the pier to account for the loss of strength due to corrosion of rebars. The fabric is expected to provide both confinement as well as increased ductility to the pier due to its unique fiber orientation. Fig. 6.5(a) shows the fiber orientation of the 3-D fabric, while Fig. 6.5(b) shows the application of the fabric on to the column. Details on the repair procedure, including the fabric application lengths on the column and pier cap, are given in Appendix G. The repaired reinforced concrete pier column after painting is shown in Fig. 6.6.

(a) (b)

Fig. 6.5: 3-D CFRP fabric fiber orientation and application of the fabric

36

Fig. 6.6: Reinforced concrete pier following retrofit

37

7. SUMMARY AND CONCLUSIONS

Five locations of the I-65 Expressway in Jefferson County, KY, showing different degrees of damages, are retrofitted with advanced carbon fiber reinforced polymer (CFRP) fabric. The retrofitted areas include: (1) the precast prestressed concrete girder spans between Jacob Street and Gray Street, (2) the reinforced concrete bearing pads of Bridge Pier 4 at the intersection of Jefferson Street and Preston Street, (3) the reinforced concrete bearing pads of Bridge Pier 6 near the intersection of Main Street and Hancock Street, (4) the precast prestressed concrete girder spans between Chestnut Street and Gray Street, and (5) the reinforced concrete pier column on East Muhammad Ali Blvd.

The precast prestressed concrete girders between Jacob Street and Gray Street –

Several locations along the continuous PC girders between Jacob Street and Gray Street showed cracks; the cracks were particularly prevalent at the ‘fixed’ locations, at or near a supporting pier, where translations are prohibited. The cracks were suspected to be due to the fixed restraints. Prior to retrofitting, the crack locations of two of the PC girders were instrumented with linear variable displacement transducers (LVDTs) to monitor the vertical and horizontal translations. Monitoring of the translation was carried out between 02/16/04 and 06/27/05, and was proceeded by the design of retrofit. The damaged PC girders were repaired by the wrapping of carbon fiber reinforced polymer (CFRP) fabrics.

The two previously monitored girders were instrumented with LVDTs and temperature gauges after the repair. The CFRP fabrics appear to be effective in curtailing the relative movement of the girders in the horizontal directions, as evident by the lack of movement, as opposed to the somewhat volatile movement prior to the retrofit. The vertical wrapping however has no positive effect, as the relative vertical movements in most cases are still apparent.

The reinforced concrete bearing pads of Bridge Pier 4 – Bridge Pier 4 is located at the

intersection of Jefferson Street and Preston Street. Five of the 20 reinforced concrete bearing pads had shown signs of damage; with one in particular experiencing severe loss of concrete cover. These bearing pads were cleaned and repaired by re-patching with new grout or concrete. The subsequent repair also involved the wrapping of CFRP fabric around the perimeter of the bearing pads.

The reinforced concrete bearing pads of Bridge Pier 6 – Bridge Pier 6 is located at the intersection of Main Street and Hancock Street. The six interior bearings of the eight reinforced concrete bearing pads showed signs of damage; with one in particular experiencing severe loss of concrete cover and exposure of reinforcing steel. Unlike the bearing pads in Bridge Pier 4, these bearing pads posed a unique challenge as they were irregularly shaped bearing pads (i.e., neither circular nor rectangular). Their unique shape would render the traditional wrapping obsolete as the expansion of the pads would not have been confined by such wrapping. To overcome this obstacle, a prism (i.e., one of the corners) was sheared off of the bearing pad so that it could be confined by the wrapping. The remaining repairs were done similarly to the one performed on the bearing pads in Bridge Pier 4.

38

The precast prestressed concrete girders between Chestnut Street and Gray Street – Several locations along the continuous PC girders between Chestnut Street and Gray Street showed cracks; most of the cracks similar to the cracks between Jacob Street and Gray Street were particularly prevalent at the ‘fixed’ locations, at or near a supporting pier, where translations are prohibited. The cracks were suspected to be due to the fixed restraints. Two of the cracks observed were on end beams and one crack was found to be propagating from the pier towards the center of the span.

The reinforced concrete pier column on E. Muhammad Ali Blvd. – The end column on

the pier of Northbound I-65 on East Muhammad Ali Blvd. had concrete spalling exposing the reinforcing steel. The loose concrete was removed and the steel rebars were cleaned before re-patching with screed mortar. The subsequent repair also involved the wrapping of 3D CFRP fabric around the perimeter of the column as well as the pier cap.

The light-weight CFRP fabric is easy to handle during application. No special storage was required for the material before or during the repair. While the instrumented locations showed the repair to be effective for the designed application, periodic monitoring of the 95 beam retrofit locations, the 11 bearing pad retrofit locations and the pier column retrofit location has shown the CFRP laminate to be quite durable. An inspection of all the CFRP fabric retrofitted areas carried out in March 2012 revealed some edge delamination of the bottom surface fabric on Beam #2 in span 111, in the repaired locations between Broadway and Gray streets, as shown in Fig. 7.1. The delamination was not large enough to affect the structural integrity of the retrofit.

Fig. 7.1: Edge delamination on bottom face CFRP fabric

39

REFERENCES

PCI, “Design of Continuous Highway Bridges with Precast, Prestressed Concrete Girders,”

Portland Cement Association – Engineering Bulletin, August 1969. 18 pp.

40

APPENDIX A

Location of Cracking in the Precast Prestressed Concrete Girder Spans between Jacob and Gray Streets

41

SUMMARY OF CRACK LOCATIONS SB - #2 – S118 – P117 = Crack at Beam No. 2 on Southbound I-65 in Span 118 near Pier 117 Crack Locations (A total of 71 locations): SB - #2 – S120 – P120 SB - #3 – S120 – P120 SB - #4 – S120 – P120 SB - #5 – S120 – P120 SB - #6 – S120 – P120 SB - #7 – S120 – P120 SB - #2 – S120 – P119 SB - #3 – S120 – P119 SB - #4 – S120 – P119 SB - #5 – S120 – P119 SB - #6 – S120 – P119 SB - #7 – S120 – P119 SB - #6 – S119 – P119 SB - #7 – S119 – P119 NB - #7 – S117 – P117 NB - #8 – S117 – P117 SB - #1 – S117 – P117 SB - #2 – S117 – P117 SB - #3 – S117 – P117 SB - #4 – S117 – P117 SB - #5 – S117 – P117 SB - #6 – S117 – P117 SB - #7 – S117 – P117 SB - #3 – S117 – P116 SB - #5 – S117 – P116 SB - #6 – S117 – P116 SB - #7 – S117 – P116 SB - #1 – S116 – P116 SB - #4 – S116 – P116 SB - #5 – S116 – P116 SB - #6 – S116 – P116 SB - #7 – S116 – P116 SB - #8 – S116 – P116 SB - #2 – S112 – P111 SB - #5 – S112 – P111 SB - #5 – S111 – P111 SB - #6 – S111 – P111 SB - #7 – S111 – P111 SB - #8 – S111 – P111 SB - #9 – S111 – P111 SB - #10 – S111 – P111 NB - #10 – S111 – P110 SB - #2 – S111 – P110 SB - #8 – S111 – P110 SB - #9 – S111 – P110 SB - #1 – S110 – P110 SB - #2 – S110 – P110 SB - #3 – S110 – P110 SB - #5 – S110 – P110 SB - #6 – S110 – P110 SB - #4 – S109 – P108 SB - #6 – S109 – P108 SB - #3 – S108 – P108 SB - #5 – S108 – P108 SB - #7 – S108 – P108 SB - #8 – S108 – P108 SB - #9 – S108 – P108 SB - #10 – S108 – P108 SB - #11 – S108 – P108 NB - #11 – S108 – P107 SB - #5 – S108 – P107 SB - #8 – S108 – P107 SB - #10 – S108 – P107 SB - #11 – S108 – P107 SB - #1 – S107 – P107 SB - #4 – S107 – P107 SB - #6 – S107 – P107 SB - #7 – S107 – P107 SB - #8 – S107 – P107 SB - #9 – S107 – P107 SB - #10 – S107 – P107 For more details, refer to the following pages.

42

Table A1: Crack locations in Span 107 of I-65 Expressway

SPAN 107 - Northbound SPAN 107 - Southbound

PIER 106 PIER 107 PIER 106 PIER 107

Beam No.: Repair required? Beam No.: Repair

required? Beam No.: Repair required? Beam No.: Repair

required? 1 No 1 No 1 No 1 L24 2 No 2 No 2 No 2 No 3 No 3 No 3 No 3 No 4 No 4 No 4 No 4 L24 5 No 5 No 5 No 5 No 6 No 6 No 6 No 6 L24 7 No 7 No 7 No 7 L24 + Wrap 8 No 8 No 8 No 8 L24 + Wrap 9 No 9 No 9 No 9 L24

10 No 10 No 10 No 10 L24 11 No 11 No 11 No 11 No 12 No 12 No

13 No 13 No

L24 = 24” long CFRP fabric (refer to Figs. B2, B4 & B6) L24 + Wrap = CFRP wrap will be provided in addition to the 24” horizontal CFRP fabric (refer to Figs. B3, B5 & B7)

NORTHBOUND I-65

1 2 3 4 5 6 7 8 9 10 11 12 13

SOUTHBOUND I-65

11 10 9 8 7 6 5 4 3 2 1

A

A

Section A-A

GR

AY

ST

BR

OA

DW

AY

43






required? 1 No 1 No 1 No 1 No 2 No 2 No 2 No 2 No 3 No 3 No 3 No 3 L24 4 No 4 No 4 No 4 No 5 No 5 No 5 L24 5 L24 6 No 6 No 6 No 6 No 7 No 7 No 7 No 7 L24 8 No 8 No 8 L24 8 L24 + Wrap 9 No 9 No 9 No 9 L24

10 No 10 No 10 L24 10 L24 11 L24 + Wrap 11 No 11 L24 11 L24 12 No 12 No

13 No 13 No


NORTHBOUND I-65

1 2 3 4 5 6 7 8 9 10 11 12 13

SOUTHBOUND I-65

11 10 9 8 7 6 5 4 3 2 1

A

A

Section A-A

GR

AY

ST

BR

OA

DW

AY

44






required? 1 No 1 No 1 No 1 No 2 No 2 No 2 No 2 No 3 No 3 No 3 No 3 No 4 No 4 No 4 L24 4 No 5 No 5 No 5 No 5 No 6 No 6 No 6 L24 6 No 7 No 7 No 7 No 7 No 8 No 8 No 8 No 8 No 9 No 9 No 9 No 9 No

10 No 10 No 10 No 10 No 11 No 11 No 11 No 11 No 12 No 12 No

13 No 13 No

L24 = 24” long CFRP fabric (refer to Figs. B2, B4 & B6)

NORTHBOUND I-65

1 2 3 4 5 6 7 8 9 10 11 12 13

SOUTHBOUND I-65

11 10 9 8 7 6 5 4 3 2 1

A

A

Section A-A

GR

AY

ST

BR

OA

DW

AY

45






required? 1 No 1 No 1 No 1 L24 2 No 2 No 2 No 2 L24 3 No 3 No 3 No 3 L24 4 No 4 No 4 No 4 No 5 No 5 No 5 No 5 L24 6 No 6 No 6 No 6 L24 7 No 7 No 7 No 7 No 8 No 8 No 8 No 8 No 9 No 9 No 9 No 9 No

10 No 10 No 10 No 10 No 11 No 11 No


A

A

Section A-A

GR

AY

ST

BR

OA

DW

AY

NORTHBOUND I-65

1 2 3 4 5 6 7 8 9 10 11 10 9 8 7 6 5 4 3 2 1

NORTHBOUND I-65

46






required? 1 No 1 No 1 No 1 No 2 No 2 No 2 L24 2 No 3 No 3 No 3 No 3 No 4 No 4 No 4 No 4 No 5 No 5 No 5 No 5 L36 6 No 6 No 6 No 6 L36 7 No 7 No 7 No 7 L36 + Wrap 8 No 8 No 8 L24 8 L36 9 No 9 No 9 L24 9 L36 + Wrap

10 L24 10 No 10 No 10 L36 11 No 11 No

L24 = 24” long CFRP fabric (refer to Figs. B2, B4 & B6) L36 = 36” long CFRP fabric (refer to Figs. B2, B4 & B6) L36 + Wrap = CFRP wrap will be provided in addition to the36” horizontal CFRP fabric (refer to Figs. B3, B5 & B7)

A

A

Section A-A

GR

AY

ST

BR

OA

DW

AY

NORTHBOUND I-65

1 2 3 4 5 6 7 8 9 10 11 10 9 8 7 6 5 4 3 2 1

NORTHBOUND I-65

47






required? 1 No 1 No 1 No 1 No 2 No 2 No 2 L24 2 No 3 No 3 No 3 No 3 No 4 No 4 No 4 No 4 No 5 No 5 No 5 L24 5 No 6 No 6 No 6 No 6 No 7 No 7 No 7 No 7 No 8 No 8 No 8 No 8 No 9 No 9 No 9 No 9 No

10 No 10 No 10 No 10 No 11 No 11 No


A

A

Section A-A

GR

AY

ST

BR

OA

DW

AY

NORTHBOUND I-65

1 2 3 4 5 6 7 8 9 10 11 10 9 8 7 6 5 4 3 2 1

NORTHBOUND I-65

48






required? 1 No 1 No 1 No 1 L24 2 No 2 No 2 No 2 No 3 No 3 No 3 No 3 No 4 No 4 No 4 No 4 L24 + Wrap 5 No 5 No 5 No 5 L24 + Wrap 6 No 6 No 6 No 6 L24 + Wrap 7 No 7 No 7 No 7 L24 + Wrap 8 No 8 No 8 No 8 L24


A

A

Section A-A

BR

OA

DW

AY

JOC

OB

ST

8 7 6 5 4 3 2 1 1 2 3 4 5 6 7 8

NORTHBOUND I-65 SOUTHBOUND I-65

49






required? 1 No 1 No 1 No 1 L36 2 No 2 No 2 No 2 L36 3 No 3 No 3 L24 3 L36 + Wrap 4 No 4 No 4 No 4 L36 5 No 5 No 5 L24 5 L36 6 No 6 No 6 L24 6 L36 + Wrap 7 No 7 L24 7 L24 7 L36 + Wrap 8 No 8 L24 8 No 8 No

L24 = 24” long CFRP fabric (refer to Figs. B2, B4 & B6) L36 = 36” long CFRP fabric (refer to Figs. B2, B4 & B6) L36 + Wrap = CFRP wrap will be provided in addition to the36” horizontal CFRP fabric (refer to Figs. B3, B5 & B7)

A

A

Section A-A

BR

OA

DW

AY

JOC

OB

ST

8 7 6 5 4 3 2 1 1 2 3 4 5 6 7 8


50






required? 1 No 1 No 1 No 1 No 2 No 2 No 2 No 2 No 3 No 3 No 3 No 3 No 4 No 4 No 4 No 4 No 5 No 5 No 5 No 5 No 6 No 6 No 6 No 6 No 7 No 7 No 7 No 7 No 8 No 8 No 8 No 8 No

A

A

Section A-A

BR

OA

DW

AY

JOC

OB

ST

8 7 6 5 4 3 2 1 1 2 3 4 5 6 7 8


51






required? 1 No 1 No 1 No 1 No 2 No 2 No 2 No 2 No 3 No 3 No 3 No 3 No 4 No 4 No 4 No 4 No 5 No 5 No 5 No 5 No 6 No 6 No 6 No 6 L24 7 No 7 No 7 No 7 L24 8 No 8 No 8 No 8 No


A

A

Section A-A

BR

OA

DW

AY

JOC

OB

ST

8 7 6 5 4 3 2 1 1 2 3 4 5 6 7 8


52






required? 1 No 1 No 1 No 1 No 2 No 2 No 2 L24 2 L48 3 No 3 No 3 L36 3 L48 4 No 4 No 4 L24 4 L48 5 No 5 No 5 L24 5 L48 6 No 6 No 6 L24 + Wrap 6 L48 7 No 7 No 7 L24 7 L48 8 No 8 No 8 No 8 No

L24 = 24” long CFRP fabric (refer to Figs. B2, B4 & B6) L36 = 36” long CFRP fabric (refer to Figs. B2, B4 & B6) L48 = 48” long CFRP fabric (refer to Figs. B2, B4 & B6) L24 + Wrap = CFRP wrap will be provided in addition to the 24” horizontal CFRP fabric (refer to Figs. B3, B5 & B7)

A

A

Section A-A

BR

OA

DW

AY

JOC

OB

ST

8 7 6 5 4 3 2 1 1 2 3 4 5 6 7 8


53






required? 1 No 1 No 1 No 1 No 2 No 2 No 2 No 2 No 3 No 3 No 3 No 3 No 4 No 4 No 4 No 4 No 5 No 5 No 5 No 5 No 6 No 6 No 6 No 6 No 7 No 7 No 7 No 7 No 8 No 8 No 8 No 8 No

A

A

Section A-A

BR

OA

DW

AY

JOC

OB

ST

8 7 6 5 4 3 2 1 1 2 3 4 5 6 7 8


54

APPENDIX B

Repair Strategy of Precast Prestressed Concrete Girder Spans between Jacob and Gray Streets

55

Fig. B1: Crack repair of prestressed concrete girders

1’-6”

1’-3

”

1’-0”

3”

6”

6”

3”

6”

6”

6”

3’-0

”

(a) Type II 36” Beam

Note 1: Remove loose concrete or particles from the surface of PC girders. Note 2: Cracks and voids shall be filled. Repair materials (Sikadur 31, Sikadur 35 Hi-mod, and SikaTop 111 plus) will be supplied by the Kentucky Transportation Center (KTC), University of Kentucky (UK).

2.1 Use Sikadur 35 Hi-mod (crack filler) and Sikadur 33 (injection port and crack sealer) to repair cracks that are less than ¼” (or 6 mm) wide.

2.2 Use Sikadur 35 Hi-mod (crack filler) with small amount of

silica sand added, and Sikadur 33 (injection port and crack sealer) to repair cracks that are ¼” to ½” (or 6 mm to 12 mm) wide.

2.3 Use SikaTop 111 plus (screed mortar) to repair cracks that

are ½” to 1” (or 12 mm to 25 mm) wide. 2.4 For areas over 1” (or 25 mm) thick, use SikaTop 111 plus

extended with 3/8” pea gravel. 2.5 Use SikaTop 111 plus (screed mortar) to fill all voids.

Pier

PC girder

(b) Crack in PC girder

Crack

56

NOTE: 1. Typical Cracking of a prestressed concrete girder is shown in Fig. B2 (Right figure). 2. Repair of a prestressed concrete girder with cracks, similar to the one shown in the right, is shown in the left

figure in Fig. B2. Typically, CFRP fabrics are to be placed on the vertical side(s) and the bottom horizontal face. The fabric fiber direction is parallel to the girder direction. Dimensions of CFRP fabric repair are shown in Fig. B4.

NOTE: 1. ‘Spalling’ (loss of concrete), in addition to cracking, in a prestressed concrete girder is shown in Fig. B3. (right

figure). 2. Repair of a prestressed concrete girder with defects, similar to the one shown in the right of Fig. B3. is also

shown in Fig. B3. (left figure). CFRP fabrics parallel to the girder are first placed on the vertical side(s) and the bottom horizontal face. CFRP wraps perpendicular to girder are then placed over the CFRP fabric at the location shown. Dimensions of CFRP wraps are shown in Fig. B5.

CFRP fabric

Crack

‘Spalling’

Fig. B3 – Repair scheme with wrap

CFRP wrap

CFRP fabric

Crack

Fig. B2 – Repair scheme without wrap

Fig. B4: Typical placement of CFRP fabric

CFRP fabric = SikaWrap 103C; Primer = Sikadur 330; and Resin = Sikadur 300. Note 1: Materials will be supplied by the KTC, UK. Note 2: Please see Fig. B6 for the cutting of CFRP fabrics

57

CFRP fabric placed as close to pier at bottom face of the girder

CFRP fabric placed as close to diaphragm at vertical faces of the girder

9” slab (typ.)

1 layer of 4” wide CFRP fabric


Con

cret

e di

aphr

agm

Slab

Fiber direction

Pier

1 layer of 12.5” wide CFRP fabric


5”

12.5”

4”

12.5”

24” or 36” or 48”

24” or 36” or 48”

Fig. B5 – Typical placement of CFRP fabric and CFRP wraps.

CFRP fabric = SikaWrap 103C; Primer = Sikadur 330; and Resin = Sikadur 300. Note 1: Materials will be supplied by the Kentucky Transportation Center, University of Kentucky. Note 2: See Fig. B6 for the cutting of CFRP fabrics and Fig. B7 for CFRP wraps.

CFRP fabric placed as close as possible to the Concrete Diaphragm

9” slab (typ.)

CFRP wrap Con

cret

e di

aphr

agm

Slab

Pier

CFRP fabrics (See Fig. 9)

12.5”

4”

Two (2) - 5-inch wide CFRP wraps

1-inch gap

24” or 36” or 48”

58

9” slab (typ.)

“D” cut

“C” cut

“A” cut

“B” cut

5”

12.5”

4”

12.5”

1” (Excess)

12.5”

12.5”

4”

4”

4”

4”

4”

4”

5”

5”

5”

5”

5”

12.5”

12.5”

Fig. B6: Different cuts of CFRP fabric for repair.

59

24” or 36” or 48” 24” or 36” or 48”

24” or 36” or 48”

24” or 36” or 48”

Fig. B7 – Typical cuts of CFRP wrap fabric for repair

9” slab (typ.)

CFRP fabrics (See Fig. 10)

CFRP fabrics (See Figs. 9 & 11)

12.5”

4” 42”

5”

5”

5”

5”

5”

≈ 1-in (on both sides)

60

61

APPENDIX C

REPAIR STRATEGY OF REINFORCED CONCRETE BEARING PADS IN BRIDGE PIER 4 AT THE INTERSECTION OF JEFFERSON AND PRESTON STREETS

62

Fig. C1: Repair of the top bearing pads BP2, BP4, BP11, BP13, and BP15

Note 1: All unsound and loose concrete shall be removed from the vertical concrete surfaces of the top bearing pads BP2, BP4, BP11, BP13, and BP15. Note 2: All vertical surfaces must be grinded to prepare for retrofit with CFRP fabric and to expose any voids beneath the surfaces. Note 3: Cracks and voids around bearing pads BP2, BP4, BP11, BP13, and BP15 shall be filled. Repair materials (Sikadur 31, Sikadur 35 Hi-mod, and SikaTop 111 plus) will be supplied by the KTC, UK.


3.2 Use Sikadur 35 Hi-mod (crack filler) with small amount of silica

sand added, and Sikadur 33 (injection port and crack sealer) to repair cracks that are ¼” to ½” (or 6 mm to 12 mm) wide.

3.3 Use SikaTop 111 plus (screed mortar) to repair cracks that are

½” to 1” (or 12 mm to 25 mm) wide. 3.4 For areas over 1” (or 25 mm) thick, use SikaTop 111 plus

extended with 3/8” pea gravel. 3.5 Use SikaTop 111 plus (screed mortar) to fill all voids.

Top bearing pads

Bottom bearing pads

(a) Repair of bearing pads BP2, BP4, BP11, BP13, and BP15

BP2 = 62.4” BP4 = 62.2” BP11 = 62.1” BP13 = 62.2” BP15 = 61.9”

Pier Cap

(b) Frontal view of typical bearing pad

Bottom bearing pad

Note 1: The top surface of the top bearing pads shall be sloped to prevent standing water. This process can be achieved by either (a) adding mortar (SikaTop 111 plus), or (b) grinding off existing surface.

Top bearing pad

FOR BEARING PAD DIMENSIONS, SEE NOTE 6 ON PAGE 3.

63

Fig. C2: Concrete repair of BP13

(NOTE: Other bearing pads may require similar treatment, if loss of concrete has occurred)

Note 1: Remove the strapping and formwork after a minimum of 7 days. Note 2: Strapping shall be re-applied on the concrete surface around the top of BP13 for a minimum of 21 days. Note 3: After a minimum total of 28 days (7 days with- and 21 days with-out the formwork), strapping shall be removed prior to surface preparation and application of CFRP fabric.

New concrete

(c) Stage II repair of BP13

Existing concrete

BP13 on Pier 4 BEARING PLATE NOT SHOWN

Bearing Plate

(a) Damage in BP13

Loss of concrete in bearing pad BP13

Top bearing pads

Note 1: Due to the loss of concrete in the top bearing pad BP13, new concrete should be applied to replace the spalled, and/or loose, and/or unsound concrete. The repaired BP13 shall maintain its original dimensions. The repair materials (Sika Armatec 110, SikaTop 111 plus, and SikaTop 123 plus) will be supplied by the KTC, UK.

1.1 Use Sika Armatec 110 to treat all exposed steel rebars.

1.2 Use SikaTop 111 PLUS to replace spalled or unsound concrete.

Note 2: Wooden formwork at the modified top bearing pad BP2 is required. Wooden formworks shall be supplied and constructed by the contractor following discussion with Dr. Harik (Note 3 on Page 4/10). Note 3: Strapping is required around the wooden formwork. Strapping and application kits shall be supplied by the Kentucky Transportation Center, University of Kentucky. Note 4: Weights (e.g. sand bags) should be placed at the base of the formwork to keep it from moving away from the vertical surface of the top bearing pad. Note 5: The formwork and strapping shall remain in place for a minimum of 7 days.

Existing concrete

(b) Stage I repair of BP13

64

Fig. C3: Surface preparation for CFRP fabric

Note 1: All corners of the top bearing pads BP2, BP4, Bp11, BP13, and BP15 shall be rounded off and smoothed. Note 2: If surface modifications have taken place during the steps presented in Figs. 5 and 6, all vertical surfaces of bearing pads BP2, BP4, BP11, BP13, and BP15 shall be grinded and smoothed. Any additional cracks or voids must be filled in accordance with the guidelines in Fig. 5.

Top surface of the top bearing pad

65

Fig. C4: CFRP wrapping of bearing pads BP2, BP4, BP11, BP13 and BP15

The values of H1, & H2 are BP2: H1 = 7.5”; & H2 = 62.4” BP4: H1 = 11.1”; & H2 = 62.2” BP11: H1 = 11.4”; & H2 = 62.1” BP13: H1 = 8.9”; & H2 = 62.2” BP15: H1 = 6.9”; & H2 = 61.9”

(a) 3-D view of the bearing pads

Type A 2 layers of CFRP fabric

Type B 1 layer of CFRP fabric

Type C 1 layer of CFRP fabric

H1

H2

21”

21.5”

26.5”

(c) Plan view of Types B and C wrapping

Note 1: Apply one layer of Type B (25” wide and 5’-9” long) CFRP fabric to the frontal concrete surfaces of BP2, BP4, BP11, BP13 and BP15 as shown. Note 2: Apply one layer of Type C (25” wide and 5’-9” long) CFRP fabric to the frontal concrete surfaces of BP2, BP4, BP11, BP13 and BP15 as shown. Note 3: Sikawrap 103C carbon fabric, Sikadur 330 primer, and Sikadur 300 resin will be supplied by the KTC, UK.

≈ 0.5”

≈ 0.5”

0.5” min. for BP2, BP4, BP13, & BP15. 0” or no spacing for BP11.

HType A (SEE Figs. 9.b and c for additional information on the dimensions of Type A CFRP fabric)

25” (SEE Fig. 8.c)

Pier Cap

(b) Front view of the bearing pads

Pedestal 0.5” (minimum)

25” (SEE Fig. 8.c)

Type A

Type B

Type C


66

35”

Fig. C5: CFRP wrapping of bearing pads BP2, BP4, BP11, BP13 and BP15

(b) Plan view of Type A wrapping

Note 1: Apply a first layer of Type A [11’-6” long, and refer to Fig. 9.c for width (HType A)] CFRP fabric around BP2, BP4, BP11, BP13 and BP15. A 6-inch minimum overlap of CFRP fabric should be provided as shown. Note 2: Apply a second layer of Type A [11’-6” long, and refer to Fig. 9.c for width (HType A)] CFRP fabric around BP2, BP4, BP11, BP13 and BP15. A 6-inch minimum overlap of CFRP fabric should be provided as shown. Note 3: Sikawrap 103C carbon fabric, Sikadur 330 primer, and Sikadur 300 resin will be supplied by the Kentucky Transportation Center, University of Kentucky.

21”

27”

10”

33”

≥ 6”

≥ 6”

1st layer

2nd layer

0.5” min. for BP2, BP4, BP13, & BP15. 0” or no spacing for BP11.

HType A (SEE Figs. 9.b and c for additional information on the dimensions of Type A CFRP fabric)

25” (SEE Fig. 8.c)

Pier Cap

(a) Front view of the bearing pads

Pedestal 0.5” (minimum)

25” (SEE Fig. 8.c)

Type A

Type B

Type C

Cut 7” for BP2

Cut 6.5” for BP15

Cut 10.5” for BP4

Excess (discard)

Cut 11” for BP11

Cut 5.5” (To keep as samples)

Cut 8.5” for BP13

25” t

ypic

al

11’-6”

11’-6”

(c) Typcai cuts of HType A


67

APPENDIX D

REPAIR STRATEGY OF REINFORCED CONCRETE BEARING PADS IN BRIDGE PIER 6 NEAR MAIN AND HANCOCK STREETS

68

Fig. D1: Dimension of bearing pads BP2 to BP7

NOTE 1: Bearing pads BP1 and BP8 do not require any repair

(a) Elevation view of pier 6

4’-6”

4’-0

”

1’-6”

1’-6” 1’-0” 2’-0”

1’-6” 1’-0”

2’-6”

(b) Top view

BP2 to BP7

Plan view

Elevation view (LOOKING NORTH)

Pier Cap BP2 BP3 BP4 BP5 BP6 BP7

SEE TYPICAL PEDESTAL DETAILS

BP1 BP8

(c) 3-D view

4’-6” 1’-6”

3’-0”

Pier Cap

BP2 to BP7

H

Value of H for bearing pads BP2 to BP7: BP2 = 28.15” BP3 = 27.95” BP4 = 27.84” BP5 = 27.76” BP6 = 27.78” BP7 = 14.54”

FOR BEARING PAD DIMENSIONS, SEE NOTE 2 on PAGE 5.

69

Fig. D2: Modification of existing bearing pads BP2 to BP7 by removing a (1’-6” x 1’-6” x H) concrete block

Note 1: A concrete block [1’-6” x 1’-6” x H (see Fig. 5)] is to be removed from the original bearing pads BP2 to BP7.

4’-6”

1’-0”

1’-6”

3’-0”

(b) Plan view of the modified bearing pad

4’-0” 3’-0”

(a) Plan view of the original bearing pad

4’-6”

4’-0”

1’-6”

1’-6”

1’-0”

3’-0” BP2 to

BP7 BP2 to

BP7

(c) 3-D view of the modified bearing pad

Top surface of bottom bearing pad

Pier Cap

Top surface of top bearing pad

H (see Fig. 5.c)

FOR BEARING PAD DIMENSIONS, SEE NOTE 2 PAGE 5.

70

(a) Repair of the modified top bearing pads BP2 to BP7

(b) Preparation of top surface of the top bearing pads

Fig. D3: General repair of bearing pads BP2 to BP7

Note 1: All unsound and loose concrete shall be removed from the top bearing pads BP2 to BP7. Note 2: All five vertical surfaces must be grinded to prepare for retrofit with CFRP fabric and to expose any voids beneath the surfaces. Note 3: Cracks and voids around bearing pads BP2 to BP7 shall be filled. Repair materials (Sikadur 33, Sikadur 35 Hi-mod, and SikaTop 111 plus) will be supplied by the KTC, UK.


3.2 Use Sikadur 35 Hi-mod (crack filler) with small amount

of silica sand added, and Sikadur 33 (injection port and crack sealer) to repair cracks that are ¼” to ½” (or 6 mm to 12 mm) wide.

3.3 Use SikaTop 111 plus (screed mortar) to repair cracks

that are ½” to 1” (or 12 mm to 25 mm) wide. 3.4 For areas over 1” (or 25 mm) thick, use SikaTop 111

plus extended with 3/8” pea gravel. 3.5 Use SikaTop 111 plus (screed mortar) to fill all voids.

H (See Fig. 5.c)

Pier cap

Note 1: The top surface of the modified bearing pads shall be sloped to prevent standing water. This process can be done by either (1) adding mortar (SikaTop 111 plus), or (2) grinding off existing surface.

Top surface of the top bearing pads

Bearing plate

Pier cap

Top surface of the bottom bearing pads

Original bearing pad (LOOKING FROM THE BACK)

Top bearing pad

Top bearing pad

Modified bearing pad (LOOKING FROM THE BACK)

4’-6” 3’-0”

Top bearing pads

Bottom bearing pads

71

(a) Temporary support of steel girder at BP2

(b) Damage in BP2

Loss of concrete in bearing pad BP2

(PIER CAP NOT SHOWN)

BP2 on Pier 6

Note 1: Shims shall be provided as shown. Note 2: The shims/plates overall dimensions shall be similar to the dimensions of the bearing plate (b x h in the figure)

– To be discussed with Dr. Harik. Note 3: The individual shim/plate can have a different thickness. Note 4: The centerline of the shims/plates shall be lined up with the centerline of the web stiffener of the steel girder –

To be discussed with Dr. Harik. Note 5: The Top shim/plate shall be touching (very snug) the bottom flange of the steel girder Note 6: An elastomeric pad shall be placed between the bottom shim/plate and the concrete surface. The thickness

of the elastomeric pad should be 1/8” in. thick.

2”

Top shim/plate

b

Centerline of web stiffener

Centerline of shims/plates

b

Bearing plate h

Elastomeric pad

Bottom shim/plate

Bottom flange of steel girder

72

Fig. D4: Repair of BP2

(NOTE: Other bearing pads may also require similar treatment)

Note 1: Remove the strapping and formwork after a minimum of 7 days (See Note 3 in Fig. 8.b). Note 2: Strapping must be re-applied on the concrete surface around BP2 for a minimum of 21 days. Note 3: After a minimum total of 28 days (7 days with- and 21 days with-out formwork), strapping shall be removed prior to surface preparation (Fig. 9) and application of CFRP fabric (Figs. 10 and 11).

New concrete

Existing concrete

(d) Stage II repair of BP2

Note I: Due to the severe loss of concrete in the top of bearing pad BP2, new concrete shall be applied to replace the spalled, and/or loose, and/or unsound concrete. The repaired top bearing pad BP2 shall have the same dimensions shown for the modified top bearing pads in Fig. 6.b. The repair materials (Sika Armatec 110, SikaTop 111 plus, and SikaTop 123 plus) will be supplied by theKTC, UK.

1.1 Use Sika Armatec 110 to treat all exposed steel rebars.

1.2 Use SikaTop 111 PLUS to replace spalled or unsound concrete.

Note 2: Wooden formworks at the modified top bearing pad BP2 is required. Wooden formwork shall be supplied and constructed by the contractor following discussion with Dr. Harik (Note 7 on Page 5). Note 3: Strapping is required around the wooden formwork. Strapping and application kits shall be supplied by the Kentucky Transportation Center, University of Kentucky. Note 4: The formwork and strapping shall remain in place for a minimum of 7 days.

Existing concrete

(c) Stage I repair of BP2

73

Fig. D5: Surface preparation of bearing pads BP2 to BP7 for CFRP fabric application

Note 1: All five corners of the modified top bearing pads BP2 to BP7 should be rounded off and smoothed. Note 2: If surface modifications have taken place following the applications shown in Figs. 7 and 8, all five concrete surfaces of the modified top bearing pads BP2 to BP7 shall be grinded and smoothed. Any additional cracks or voids must be filled in accordance with the guidelines in Fig. 7.

Top surface of bottom bearing pad

Pier Cap

Top surface of top bearing pad

H (see Fig. 5.c)

74

Fig. D6: CFRP wrapping of bearing pads BP2 to BP6 (H = 27.56” to 28.15”)

(a) Plan view of the modified bearing pads BP2 to BP6

Note 1: Apply a first layer of CFRP fabric 25” wide and 11’-8” long around the modified top bearing pads BP2 to BP6. A 6-inch minimum overlap of CFRP fabric shall be provided as shown. Note 2: Apply a second layer of CFRP fabric 25” wide and 11’-10” long around the modified top bearing pads BP2 to BP6. A 6-inch minimum overlap of CFRP fabric shall be provided as shown. Note 3: Sikawrap 103 carbon fabric, Sikadur 330 primer, and Sikadur resin will be supplied by the KTC, UK.

A 6” min overlap for the 2nd layer

Start of 1st layer

BP2 to BP6

Start of 2nd layer

1st layer

A 6” min overlap for the 1st layer

2nd layer

25”

6” min overlap

Pier cap

(b) Profile and back side views of the modified bearing pads BP2 and BP6

BP

Top surface of the bottom bearing pad

H (see Fig. 5.c)

Top surface of the modified top bearing pad

Note 1: Wrapping starts at the very top of the modified top bearing pads


75

Fig. D7: CFRP wrapping of bearing pad BP7

(a) Plan view of the modified bearing pad BP7

Note 1: Apply a first layer of CFRP fabric 12.5” wide and 11’-8” long around the modified top bearing pads BP7. A 6-inch minimum overlap of CFRP fabric shall be provided as shown. Note 2: Apply a first layer of CFRP fabric 12.5” wide and 11’-10” long around the modified top bearing pads BP7. A 6-inch minimum overlap of CFRP fabric shall be provided as shown. Note 3: Sikawrap 103 carbon fabric, Sikadur 330 primer, and Sikadur resin will be supplied by the KTC, UK.

A 6” min overlap for the 2nd layer

Start of 1st layer

BP7

Start of 2nd layer

1st layer

A 6” min overlap for the 1st layer

2nd layer

12.5”

6” min overlap

Pier cap

(b) Profile and back side views of the modified bearing pad BP7

BP

Top surface of the bottom bearing pad

Top surface of the modified top bearing pad

Note 1: Wrapping starts at the very top of the modified top bearing pad

H = 14.54”


76

APPENDIX E

LOCATION OF CRACKING IN THE PRECAST PRESTRESSED CONCRETE GIRDER BETWEEN CHESTNUT AND GRAY STREETS

77

Crack Locations in PC Girders between Chestnut St. and Gray St.

(a) Plan view

(b) A-A view Fig. E.1: Bridge spans between Chestnut St. and Gray St.

Identification: SB - #8 – S2 – P3 = Southbound beam No. 8 in Span 2 near/at Pier 3 Crack locations: SB - #7 – S1 – P2 SB - #8 – S1 – P2 NB - #1 – S2 – P2 SB - #10 – S2 – P2 SB - #11 – S2 – P2 SB - #10 – S2 – P3 SB - #11 – S2 – P3 SB - #11 – S3 – P3 SB - #7 – S3 – P4 SB - #8 – S3 – P4 SB - #10 – S3 – P4 SB - #13 – S3 – P4 SB - #13 – S4 – P4 NB - #5 – S6 – P6 - This location will have both longitudinal and wrap around carbon fabric SB - #8 – S6 – P6 SB - #9 – S6 – P6 SB - #13 – S6 – P6 SB - #8 – S7 – P7 NB - #1 – S7 – P8 SB - #8 – S7 – P8 SB - #10 – S7 – P8 SB - #13 – S8 – P8 SB - #14 – S6 – P7 – This is an end beam repair, length of fabric different on either side SB - #14 – S4 – P4 – This is an end beam repair, length of fabric different on either side



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Pier 2

S1 S2 S3 S4 S5 S6 S7 S8

Pier 1 Pier 3 Pier 4 Pier 5 Pier 6 Pier 7 Pier 8 Pier 9 Pier 10

S9 A

A

14 13 12 11 10 9 8 7 6 5 4 3 2 1


78

There are a total of 24 locations with cracks in the prestressed concrete girders between Chestnut St and Gray St. With the exception of the NB - #5 – S6 – P6 location, the other 22 locations will have the same type of repair (only longitudinal carbon FRP fabric). The two end girders SB-#14-S6-P7 and SB-#14-S4-P4 will have different fabric lengths on either side of the girder.

For more details, see the following tables. Table E1: Crack locations in Span 1 of I-65 Expressway

SPAN 1- Northbound SPAN 1- Southbound PIER 1 PIER 2 PIER 1 PIER 2

Beam No. Repair Required?




1 No 1 No 7 No 7 L24 2 No 2 No 8 No 8 L24 3 No 3 No 9 No 9 No 4 No 4 No 10 No 10 No 5 No 5 No 11 No 11 No 6 No 6 No 12 No 12 No

13 No 13 No 14 No 14 No

L24 = 24” long CFRP fabric (refer to Figs. F1, F4 & F5)

14 13 12 11 10 9 8 7 6 5 4 3 2 1


S8 S3



S2 S1 S4 S5 S6 S7 S9 Pier 1 Pier 3 Pier 4 Pier 5 Pier 6 Pier 7 Pier 8 Pier 9 Pier 10 Pier 2

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A

A

(a) Plan View

(b) A-A View

79

Table E2: Crack locations in Span 2 of I-65 Expressway






1 L24 1 No 7 No 7 No 2 No 2 No 8 No 8 No 3 No 3 No 9 No 9 No 4 No 4 No 10 L24 10 L24 5 No 5 No 11 L24 11 L24 6 No 6 No 12 No 12 No

13 No 13 No 14 No 14 No


14 13 12 11 10 9 8 7 6 5 4 3 2 1




S2 S3 S1 S4 S5 S6 S8 S7 S9 Pier 1 Pier 3 Pier 4 Pier 5 Pier 6 Pier 7 Pier 8 Pier 9 Pier 10 Pier 2

CChh ee

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A

A

(a) Plan View

(b) A-A View

80







1 No 1 No 7 No 7 L24 2 No 2 No 8 No 8 L24 3 No 3 No 9 No 9 No 4 No 4 No 10 No 10 L24 5 No 5 No 11 L24 11 No 6 No 6 No 12 No 12 No

13 No 13 L24 14 No 14 No


14 13 12 11 10 9 8 7 6 5 4 3 2 1





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A

A

(a) Plan View

(b) A-A View

81







1 No 1 No 7 No 7 No 2 No 2 No 8 No 8 No 3 No 3 No 9 No 9 No 4 No 4 No 10 No 10 No 5 No 5 No 11 No 11 No 6 No 6 No 12 No 12 No

13 L24 13 No 14 L24/ L36 14 No


14 13 12 11 10 9 8 7 6 5 4 3 2 1





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A

A

(a) Plan View

(b) A-A View

82








13 No 13 No 14 No 14 No

L24/ L36 = 24” and 36” long CFRP fabric on either side (refer to Figs. F2, F6, & F7)

14 13 12 11 10 9 8 7 6 5 4 3 2 1





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A

A

(a) Plan View

(b) A-A View

83







1 No 1 No 7 No 7 No 2 No 2 No 8 L24 8 No 3 No 3 No 9 L24 9 No 4 No 4 No 10 No 10 No 5 L60 + Wrap 5 No 11 No 11 No 6 No 6 No 12 No 12 No

13 L24 13 No 14 No 14 L24/ L36


L60 + Wrap = CFRP wrap will be provided in addition to the 60” horizontal fabric (refer to Figs. F3, F8, F9 & F10)

14 13 12 11 10 9 8 7 6 5 4 3 2 1





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A

A

(a) Plan View

(b) A-A View

84







1 No 1 L24 7 No 7 No 2 No 2 No 8 L24 8 L24 3 No 3 No 9 No 9 No 4 No 4 No 10 No 10 L24 5 No 5 No 11 No 11 No 6 No 6 No 12 No 12 No

13 No 13 No 14 No 14 No

L24 = 24” long CFRP fabric (refer to Figs. F1, F4 & F5) L24/ L36 = 24” and 36” long CFRP fabric on either side (refer to Figs. F2, F6, & F7)

14 13 12 11 10 9 8 7 6 5 4 3 2 1





CChh ee

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A

A

(a) Plan View

(b) A-A View

85








13 L24 13 No 14 No 14 No


14 13 12 11 10 9 8 7 6 5 4 3 2 1





CChh ee

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A

A

(a) Plan View

(b) A-A View

86








13 No 13 No 14 No 14 No

14 13 12 11 10 9 8 7 6 5 4 3 2 1





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A

A

(a) Plan View

(b) A-A View

87

APPENDIX F

REPAIR STRATEGY OF PRECAST PRESTRESSED CONCRETE GIRDER SPANS BETWEEN CHESTNUT AND GRAY STREETS

88

NOTES: 1. Typical Crack in 21 of the 24 prestressed concrete girders is shown in Fig. F1.a. 2. Repair of a prestressed concrete girder with cracks, similar to the one shown in Fig. F1.a, is

shown in Fig. F1.b. Carbon FRP fabrics of Type I (Fig. F1.b) are placed on the vertical sides and the bottom face of the girder. The carbon FRP fabrics’ fiber direction is parallel to the longitudinal direction of the girder. Dimensions of carbon FRP fabrics are shown in Figs. F4 and F5.

Crack

Type I CFRP fabrics

(a)

Fig. F1: Repair scheme for 20 of the 23 crack locations

(b)

24”

89

NOTES:

1. Repair of a prestressed concrete girder at the SB-#14-S6-P7 and SB-#14-S4-P4 crack location is shown in Fig. F2.a and F2.b.

2. Carbon FRP fabrics of Type I (Fig. F2.b) are placed on the inside vertical face and the

bottom face (Fig. F2.a and F2.b) of the girder. Carbon FRP Fabrics of Type II (Fig. F2.a) are placed on the outside vertical face of the girder. The carbon FRP fabrics’ fiber direction is parallel to the longitudinal direction of the girder. Dimensions of TYPE I carbon FRP fabrics are shown in Figs. F4 and F5. Dimensions of TYPE II carbon FRP fabrics are shown in Figs. F6 and F7.

Crack

(a) Outside of end-girder (b) Inside of end-girder

Type II CFRP fabrics Diaphragm

36”

Fig. F2: Repair scheme for end-girder crack locations

24”

24” Pier Cap Type I CFRP fabrics Pier Cap

Diaphragm

90

(a) (b) Fig. F3: Repair scheme for the NB-#5-S6-P6 crack location

NOTES: 1. The crack in the NB-#5-S6-P6 crack location of the prestressed concrete girder is shown in

Fig. F2.a. 2. Repair of a prestressed concrete girder at the NB-#5-S6-P6 crack location is shown in Fig.

F3.b. The carbon FRP fabrics are placed on the vertical sides and the bottom face of the girder (Type III in Fig. F3.b). The Type III carbon FRP fabrics’ fiber direction is parallel to the longitudinal direction of the girder. The Type IV carbon FRP fabrics’ fiber direction is normal to the longitudinal direction of the girder. Dimensions of carbon FRP fabrics are shown in Figs. F8, F9 and F10.

Crack

Example of Type IV CFRP fabrics (Refer Fig. F6 for more details)

Type III CFRP fabrics

CFRP fabric = SikaWrap 103C; Primer = Sikadur 330; and Resin = Sikadur 300. Note 1: Materials will be supplied by the Kentucky Transportation Center, University of Kentucky. Note 2: Please see Fig. F5 for the cutting of CFRP fabrics

CFRP fabric placed as close to pier at bottom face of the girder

CFRP fabric placed as close to diaphragm at vertical faces of the girder

9” slab (typ.)



Con

cret

e di

aphr

agm

Slab

Fiber direction

Pier



5”

12.5”

4”

12.5”

24”

24”

Fig. F4 – Typical placement of carbon FRP fabrics Type I (Fig. F1.a) on 21 of the 24 crack

91

9” slab (typ.)

“D” cut

“C” cut

“A” cut

“B” cut

5”

12.5”

4”

12.5”

1” (Excess)

12.5”

12.5”

4”

4”

4”

4”

4”

4”

5”

5”

5”

5”

5”

12.5”

12.5”

Fig. F5: Different cuts of CFRP TYPE I fabric for repair

92

24” 24”

24”

24”

(a) (b)

Carbon FRP fabric = SikaWrap 103C; Primer = Sikadur 330; and Resin = Sikadur 300. Note 1: Materials will be supplied by the Kentucky Transportation Center, University of Kentucky. Note 2: Please refer to Fig. F5 for the carbon FRP fabric cuts for Type I and Fig. F7 for Type II

CFRP fabrics placed as close to the pier cap as possible

CFRP fabrics placed as close as possible to the diaphragm at vertical faces of the girder

Slab

Fiber direction

Pier Cap

5”

12.5”

4”

12.5” 24”

9” slab (typ.)

Type I CFRP fabrics

Type II CFRP fabrics

36”

Con

cret

e di

aphr

agm

93

Fig. F6 – Typical placement of carbon FRP fabrics Type II (Fig. F2.a) on 2 of the 24 crack locations

94

9” slab (typ.)

“A” cut

4”

12.5”

7” (Excess)

36”

4”

4”

5”

36”

12.5”

12.5”

12.5”

5”

5” “C” cut

“B” cut

Fig. F7: Type of cuts for the 36 inch wide SikaWrap 103C carbon FRP fabric Type II

94

Note 1: Approximately 11 ft2 of Type II (22in x 36in) is required between Chestnut and Gray Streets.

95

(a) (b)

Fig. F8: Typical placement of carbon FRP fabrics Type III and Type IV at the NB-#5-S6-P6 crack location

CFRP fabric = SikaWrap 103C; Primer = Sikadur 330; and Resin = Sikadur 300. Note 1: Materials will be supplied by the Kentucky Transportation Center, University of Kentucky. Note 2: Refer to Fig. F9 for the carbon FRP fabric cuts for Type III and Fig. F10 for Type IV. Note 3: Approximately 24 ft2 of Type III (56in x 60in) is required between Chestnut and Gray Streets.

Type III and Type IV CFRP fabrics placed as close to the pier cap as possible

9” slab (typ.)

Type IV CFRP fabrics

Slab


12.5”

4”

60”

Eight (8) - 5-inch wide Type IV CFRP fabrics 2” 2”

5”

CFRP fabrics placed as close as possible to the diaphragm

5”

Pier Cap

Con

cret

e di

aphr

agm

95

96

9” slab (typ.)

“D” cut

“C” cut

“A” cut

“B” cut

5”

12.5”

4”

12.5”

60” (or 5’) 1” (Excess)

12.5”

12.5”

60” (or 5’)

4”

4”

4”

4”

4”

4”

60” (or 5’)

5”

5”

5”

5”

5”

60” (or 5’)

12.5”

12.5”

Fig. F9: Type of cuts for the 60 inch wide SikaWrap 103C carbon FRP fabric Type III

96

97

Note 1: A total of eight 5” wide Type IV fabrics will be applied to the beam. During the application, the spacing between the 5” wide

Type IV fabric strips should be two inches. Note 2: Approximately 13 ft2 of Type IV (40in x 46in) is required between Chestnut and Gray Streets.

Approximately 46”

5”

5”

5”

5”

5”

Fig. F10 – Typical cuts of carbon FRP fabric of Type IV


Type IV CFRP fabrics

4”

12.5”

9” slab (typ.)

97

98

APPENDIX G

REPAIR STRATEGY OF CONCRETE PIER COLUMN ON EAST MUHAMMAD ALI BLVD.

99

Note: Please refer to Fig. G2 for placement and cut details for the 2nd layer of CFRP fabric.

Fig. G1: Typical placement and cut details for the 1st layer of CFRP fabric

(Type I and Type II)

12”

144”

50” diameter

73”

48”

16”

163”

225”

20”

14”

20”

6” overlap at joint of Type I CFRP fabric strip along the perimeter of the pier

Type I CFRP cut size for single strip

Type II CFRP dimensions for a single strip

8 Type I CFRP fabric strips with 4” overlap between strips in vertical direction

3 Type II CFRP fabric strips with 6” overlap between strips in vertical direction

Type II

Type I

Place the first Type I layer as close to the bottom of the pier cap as possible

6”

Type I

4”

4”

6”

Type II

100

Note: Overlap joint for Type III CFRP fabric to be placed on opposite side of the pier from the Type I joint (refer to Fig. G1).

Fig. G2: Typical placement and cuts details for the 2nd layer of CFRP fabric (Type III)

≈ 4”

144”

50” diameter

73”

48”

16”

165”

20”

14”

6” overlap at joint of Type III CFRP fabric strip along the perimeter of the pier

Type I

Type III CFRP cut size for single strip

8 Type III CFRP fabric strips with 4” overlap between strips in vertical direction

Place the second layer of Type III CFRP 8” below the bottom of the pier cap

8”

Type III

Type III 4”

4”

Type II

6”

101

Note : Type IV CFRP fabric to be wrapped around pier cap over Type II fabric

Fig. G3: Typical placement and cut details for the 3rd layer of CFRP fabric (Type IV)

4”

144”

50” diameter

73”

48”

14”

6” overlap at joint of Type IV CFRP fabric strip in the vertical direction

Type I

3 Type IV CFRP fabric strips with 6” overlap between strips in the horizontal direction

Type IV CFRP cut size for single strip

20”

210”

Type IV

Place the Type IV fabric as close to the pier face as possible

May need to adjust based on field measurements

Type III

Type II 6” Type IV

6”

Documents

Repair of I-65 Expressway Bridges Using Carbon Fiber