Anchorage Capacity of Concrete Bridge Barriers Reinforced with GFRP Bars with Headed Ends

Azimi, Hossein; Sennah, Khaled; Tropynina, Ekaterina; Goremykin, Sergiy; Lucic, Stefan; Lam, Meimei

doi:10.1061/(asce)be.1943-5592.0000606

Cited by 19 publications

(13 citation statements)

References 3 publications

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“…Azimi et al [18] conducted experimental tests to collapse on short barriers to examine their load carrying capacities and failure modes at the barrier–deck anchorage when reinforced with ribbed-surface GFRP bars with headed ends produced in Europe. Most recently, Rostami et.…”

Section: Resultsmentioning

confidence: 99%

“…When an errant vehicle collides with a bridge barrier, the lateral impact force is distributed in the barrier wall and the deck slab with dispersal angles, leading to the design forces at the barrier–deck junction specified in CHBDC commentaries [18]. Figure 30a shows the distribution of a vehicle transverse impact load on the concrete barriers [18]. Design shear forces and bending moment at the barrier–deck interface can be calculated by finite element modeling for a 1000 mm barrier length.…”

Section: Comparison With Finite Element (Fea) Resultsmentioning

confidence: 99%

“…( a )Transverse load distribution on interior location ( left ) and end location ( right ). ( b ) Typical finite element model and notations used for the parametric study [18].…”

Section: Figurementioning

confidence: 99%

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GFRP Bars Anchorage Resistance in a GFRP-Reinforced Concrete Bridge Barrier

2019

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In the present paper, experimental and numerical investigations were conducted on concrete bridge barriers utilizing glass fiber reinforced polymer (GFRP) bars with a hook at their ends. Implementation of these hooked bars instead of the bent bars or headed-end bars in the bridge barriers presented in the Canadian Highway Bridge Design Code (CHBDC) was investigated on American Association for State Highway and Transportation Officials (AASHTO) test level 5 (TL-5) concrete bridge barriers. This research aimed to reach a cost effective and safe anchorage method for GFRP bars at the barrier–deck junction, compared to the conventional bend bars or headed-end bars. Therefore, an experimental program was developed and performed to qualify the use of the recently-developed, small radius hooked bars at the barrier–deck junction. The experimental findings were compared with the design factored applied transverse load specified in CHBDC for the design of the barrier–deck junction as well as factored applied bending moment obtained at the barrier–deck junction using a recently-conducted finite-element modeling. Satisfactory behavior for the developed hooked GFRP bars as well as their anchorage resistance was established and a reasonable factor of safety in design of barrier–deck joint was achieved.

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Section: Resultsmentioning

confidence: 99%

Section: Comparison With Finite Element (Fea) Resultsmentioning

confidence: 99%

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GFRP Bars Anchorage Resistance in a GFRP-Reinforced Concrete Bridge Barrier

2019

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“…Transverse distance of the free edge to the supported edge of cantilever slabs (CHBDC 2014) s Spacing of shear reinforcement (i.e. stirrups) t 1 Slab thickness at the free end of the cantilever t 2 Slab thickness at the root of the cantilever t d…”

Section: S Pmentioning

confidence: 99%

Development of Empirical Equations and Tables For the Design of Bridge Cantilever Deck Slabs Under CHBDC Truck Loading

Mićović¹

2023

Preprint

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This study recommends new simplified equations for the transverse moment and shear force at the base of the cantilever overhang due to applied vertical truck loading. This was made possible through a parametric study that utilized finite-element modelling on bridge deck cantilevers with variable lengths and slab thicknesses. Different end stiffening arrangements were considered that are encountered in practice, and included but were not limited to the PL-1, PL-2 and PL-3 New Jersey-type barriers walls, a PL-2 parapet, and a curb supporting intermittent steel posts carrying a guardrail. The barrier length changed from 3 to 12 m and the cantilever length ranged from 1.0 to 3.75 m. Further to the empirical expressions that had been developed, the study is supported by tables that were developed to readily design the cantilever slab, based on vertical loads due to vertical truck loading, as well as horizontal railing loads against the barrier wall.

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“…This section requires a certain embedment depth for proper anchorage to resist the imposed moments in the event of a collision. Azimi et al (2014b) explored the pullout capacity of post-installed GFRP bars. This is a paper of high interest for the scope of this thesis as it explored similar areas of research conducted in this thesis but with GFRP bars produced by other manufacturers.…”

Section: Bridge Barrier Rehabilitationmentioning

confidence: 99%

Investigation on the capacity of TL-5 GFRP-reinforced concrete bridge barrier-deck anchorage subjected to transverse vehicle impact loading

Dervishhasani¹

2021

Preprint

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A new Ontario-based glass fiber reinforced polymer (GFRP) bar manufacturer developed high-modulus (HM) GFRP bars with headed ends for use in bridge construction. This thesis presents a structural qualification procedure to qualify the use of the developed GFRP bars in concrete bridge barriers-deck joint. The thesis is comprised of two phases. The first phase includes an experimental program to investigate the pullout capacity of the GFRP bar anchorage in normal strength concrete. In phase two, three sets of full-scale TL-5 barrier wall-deck system of 900 mm length were cast and tested to-collapse. The first set incorporated headed-end GFRP bars to connect the barrier wall to a deck slab cantilever for better pre-installed anchorage. The second set is identical to the first set but for non-deformable thick deck slab. The third set incorporated post-installed GFRP bars in non-deformable thick deck slab using a commercial epoxy adhesive. Experimental capacities of the tested specimen were then correlated with factored applied moments given by the 2006 Commentaries of the Canadian Highway Bridge Design Code and available equations in the literature. Based on the experimental findings, conclusions and recommendations were drawn.

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Anchorage Capacity of Concrete Bridge Barriers Reinforced with GFRP Bars with Headed Ends

Cited by 19 publications

References 3 publications

GFRP Bars Anchorage Resistance in a GFRP-Reinforced Concrete Bridge Barrier

GFRP Bars Anchorage Resistance in a GFRP-Reinforced Concrete Bridge Barrier

Development of Empirical Equations and Tables For the Design of Bridge Cantilever Deck Slabs Under CHBDC Truck Loading

Investigation on the capacity of TL-5 GFRP-reinforced concrete bridge barrier-deck anchorage subjected to transverse vehicle impact loading

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