Abstract
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.
Highlights
Bending of glass fiber reinforced polymer (GFRP) bars at construction sites is not possible, and bent bars do not have the same strength as straight bars
A vehicle crash test was conducted using a Association for State Highway and Transportation Officials (AASHTO) test level 5 (TL-5) bridge barrier reinforced with headed-end, sand-coated GFRP bars, and resulted in a new structural design for bridge barriers [1]
These crash tests were performed in accordance with the Manual for Assessing Safety Harware (MASH) test level 5, TL-5, [3], and showed acceptable resistance for the GFRP bars in sustaining vehicle impact [4]
Summary
Bending of glass fiber reinforced polymer (GFRP) bars at construction sites is not possible, and bent bars do not have the same strength as straight bars This problem results in an increase in the number of GFRP bars used in construction. A vehicle crash test was conducted using a AASHTO test level 5 (TL-5) bridge barrier reinforced with headed-end, sand-coated GFRP bars, and resulted in a new structural design for bridge barriers [1]. Another crash test was conducted on an actual size barrier reinforced with ribbed-surface GFRP bars, confirming the same design [2]. Other studies were conducted to determine the transverse capacity of the steel-reinforced barrier using yield line analysis [7,8]
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