CFRP Strand Application on Penobscot Narrows Cable Stayed ...

Rohleder, Jr., P.E., S.E., W. Jay

CFRP Strand Application on Penobscot Narrows Cable Stayed Bridge Corresponding Author: Number of words: 3704 W. Jay Rohleder, Jr, P.E., S.E. Number of images: 15 Senior Vice President, FIGG Total: 7454 100 Campbell Boulevard, Suite 100 Exton, PA 19341 Office: 610.594.2460 Fax: 610.594.6690 Email: [email protected] Co-Authors: Benjamin Tang, P.E. Major Bridge Specialists Leader Office of Bridge Technology Federal Highway Administration Nassif Building, Room 3203, HIBT-10 400 – 7th Street, S.W. Washington, D.C. 20590 Office: 202.366.4592 Fax: 202.366.4592 Email: [email protected] Thomas A. Doe, P.E. Project Manager, Urban & Federal Bridge Program Maine Department of Transportation Transportation Building 16 State House Station Augusta, ME 04333-0016 Office: 207.469.0532 Email: [email protected] Nabil F. Grace, Ph.D., P.E. Chair and University Distinguished Professor Civil Engineering Department Lawrence Technological University 21000 West Ten Mile Road Southfield, MI 48075-1058 Office: 248.204.2566 Fax: 248.204.2568 Email: [email protected] Christopher J. Burgess, P.E., S.E. Principal Bridge Engineer, FIGG 1873 S. Bellaire Street, Suite 1500 Denver, CO 80222 Office: 303.757.7400 Fax: 303.757.0698 Email: [email protected]


CFRP Strand Application on Penobscot Narrows Cable Stayed Bridge ABSTRACT Maine’s first cable stayed bridge opened to traffic on December 30, 2006. Designed as an emergency replacement for the Waldo Hancock Bridge, the new bridge uses an innovative cradle system to carry the stays from bridge deck through the pylon and back to the bridge deck. Each strand is anchored independently, thus strands may be removed, inspected and replaced while the bridge carries traffic. This advantage, coupled with Maine DOT concerns over the premature loss of the Waldo Hancock Bridge due to corrosion, provided the interest in an opportunity to install and monitor representative carbon fiber reinforced polymer (CFRP) strands in the cable stays of this bridge. CFRP strands were installed for purposes of assessing performance in a service condition and evaluation for use on future bridges. Three representative stays in the bridge were designed to include two reference strands each, which may be removed and not replaced, without change to the bridge’s structural integrity. Six epoxy coated steel strands were removed and successfully replaced with CFRP strands in June 2007. Data is being collected from the monitoring equipment installed on all of the strands (both traditional steel and CFRP strands) in the bridge to evaluate CFRP strand performance for future bridge cable stay and post-tensioning installations. The bridge location ensures that the test strands will be evaluated under a wide range of temperatures and variety of wind loads.


CFCC Strand Application on Penobscot Narrows Cable Stayed Bridge PROJECT BACKGROUND The opportunity for incorporating carbon fiber reinforced polymer (CFRP) cable strands into a new cable stay bridge in Maine started in July 2003 when the Maine Department of Transportation awarded a contract for renovation of the 75-year old Waldo-Hancock (steel suspension) Bridge. Based on the Maine Department of Transportation inspection program, confirmed by a minor exploratory opening of the main cables, the Department’s advisor theorized that the main suspension cable was structurally intact. However, as work progressed and the cable was progressively unwrapped, it became evident a considerable amount of corrosion had taken its toll on the bridge. The bridge was immediately posted and extensive steps taken to reduce the superstructure weight and strengthen the bridge by adding supplemental cables to reduce the load on the corroded main cables. Simultaneously, planning and design started for a replacement structure (Figure 1), given that the strengthening project success was not assured and that any immediate success could add only a limited number of years to the existing suspension bridge’s service life. The Maine Department of Transportation quickly contracted with FIGG, from a field of 14 interested teams, as designer of the new bridge and initiated an ‘owner-facilitated’ design/build process to quickly deliver the new bridge. Design decisions were made rapidly, while involving the public in evolving the bridge aesthetic elements. The optimum new structure was identified as a 2,120’ (646M) cable stayed bridge with a main span length of 1,161’ (354M). By fall, just six months later, the Maine Department of Transportation had negotiated a staged contract for construction with Cianbro/Reed & Reed, LLC, a joint venture of the state’s two largest contractors and ground was broken on December 3, 2003.

FIGURE 1 – Penobscot Narrows Bridge Elevation View. CABLE STAY SYSTEM BACKGROUND As the new cable stay bridge design rapidly progressed, there was extensive discussion among the owner, contracting team and FIGG on details of the cable stay system. FIGG had worked with Ohio Department of Transportation and the Federal Highway Administration to complete testing and receive approval in 2001 for installing the cradle system in a new cable stayed bridge, the I-280 Veterans’ Glass City Skyway in Toledo, Ohio. The Maine Department of Transportation elected to also use the cradle system, recognizing the advantages of long term durability and ease of maintenance. Given Maine’s recent history with cable conditions, considerable efforts were directed toward developing a new cable stay system that prevented any opportunity for corrosion. The patented (U.S. 6,880,193; 4-19-05) new cradle that housed individual stay strands was seen as a significant means to help accomplish this goal.


With the cradle design, cable stay strands serve as tensile elements that are individually threaded continuously from an anchorage at the bridge deck (see Figure 2), through a free length of HDPE external sheath (see Figure 3), through the cradle in the pylon (see Figure 4) and back through another sheath and anchorage at bridge deck on the opposite side of the pylon.

FIGURE 2 – Cable Stay Block for Anchoring Individual Strands Inside the Box Girder.

FIGURE 3 – Cable Stay Sheath Containing Individual Strands.


FIGURE 4 – Cable Stay Cradle Location

FIGURE 5 – Cable Stay Cradle Pipes Prior to Installation.

Location of Cradle Embedded in the

Pylon Wall


FIGURE 6 – End View of Cable Stay Cradle with Multiple 1” Pipes for Individual Stands.

Compressive forces are transmitted from the strands in the cable stay into the pylon through the curved portion of the cradle (see Figure 4 and 5). Epoxy coated seven wire steel strands are housed in individual, 1” diameter steel tubes through the curved portion of the cradle (see Figure 6). During fabrication of the cradles, grout is injected into the spaces between the tubes, allowing the vertical component of force from the stays to be transferred into the pylon while the strands remain ungrouted within the 1” diameter sleeves. This allows each strand to act independently, simplifying maintenance and inspection which improves long term durability of this stay system component. The increased durability of the strands will contribute to extending the overall service life of the bridge. To enhance the long-term inspection and maintenance opportunities, each multi-strand cable stay incorporates two reference strands that may be removed, inspected and replaced with the same or potentially newer materials, at any point in the future. Another new feature of the cradle system as designed for the Penobscot Narrows Bridge is the addition of dry air system in the annular space around each strand and within the surrounding high density polyethylene (HDPE) sheathing, serving as a means for displacing moisture in the cable stay system thus eliminating a key element to the corrosion process. Thus a nested layering of protection for the strands is applied that includes epoxy coating on the strands, dry air environment within a sealed stay sheath system, monitoring that records any fluctuations in pressure, and the HDPE sheathing that works with the cradle system to create a closed environment. Stay forces are regularly recorded on permanent monitoring equipment that allows for comparison with predicted values. This allows the owner to easily monitor the health of the bridge without additional expense, special equipment or interruption to traffic. CFRP CABLE STRAND IMPLEMENTATION OPPORTUNITY

The transportation industry’s struggle with maximizing the use of limited funding sources requires a constant focus on methods to improve the long-term durability characteristics of our bridge structures. Many new innovative strategies are being investigated as methods of eliminating the potential for corrosion opportunities in our bridges. One of these opportunities is available in the form of using CFRP for stay cable and post-tensioning strands in bridges. Given the concern for corrosion of steel elements that would require replacement at some point in a 125 plus year bridge service life, it would be beneficial if the durability of CFRP strands could eliminate that possibility. Another beneficial feature of using CFRP is the light weight; a highly desirable characteristic relative to the dead load associated with designing long span bridges.

Several members of the Penobscot Narrows Bridge design team recognized an opportunity for exploring

the use of CFRP strands in the cable stays of this bridge. The use of a cradle with reference strands and monitoring


equipment allows for the selective replacement of steel strands with CFRP strands. The bridge location in coastal Maine provides a wide array of weather conditions for a testing opportunity that includes large temperature variations and high humidity in a brackish water environment. Testing of CFRP strands under these actual service conditions could be accomplished with a reasonable effort that could serve as a “Living Laboratory.” Financial support was provided by the FHWA and the State of Maine using federal Innovative Bridge Research and Deployment program funds for the CFRP applications.

Maine DOT with FHWA, FIGG and Lawrence Technological University collaborated to develop the

design details for incorporating CFRP strands into the bridge as special reference strands. One of the key challenges was devising the method for anchoring these cable strands within the already designed and fabricated cable stay anchorage system for this bridge. This included developing the specific hardware for installing the strands and then transferring the stressing force directly from the strand into the stay anchor. The design team was interested in selecting a representative number of strands to replace with CFRP that would serve as a comprehensive demonstration at the least possible additional cost. Within this guideline, it was decided that we would replace two reference strands in a short, medium and long stay. Variations in structural response due to thermal effects, initial versus long-term bridge stresses and flexibilities in the overall bridge system would be captured by testing a short and long stay with the middle stay serving as an average representation. Additional selection criteria included proximity to the existing data logger, utilizing stays with symmetrical strand patterns that worked best for design of the permanent anchor chairs, and coordination with concurrent final stay construction activities. Of the 20 possible stays, the design team selected Stay 2 (short), 10 (average) and 17 (long) through the Western (observatory) Pylon as the representative stays for carbon fiber strand installation as shown in Figure 7. .

The fast-tracked bridge construction was completed with traditional epoxy coated steel strands installed in

the stays and the bridge opened to traffic on December 30, 2006, just 42 months after identifying the need for an emergency bridge replacement. In June 2007, on the heels of a day long festival celebrating the bridge, six steel strands (two each in three stays – short, medium and long) were removed and installation of the CFRP strands successfully completed – while the bridge continued to carry traffic. The CFRP strands will be monitored indefinitely and inspected over time to evaluate the structural behavior and long term durability as it relates to using the CFRP materials for many more future applications in long span bridge designs throughout the United States.

FIGURE 7 – Location of Stays Containing Experimental CFRP Strands.


The University of Maine contributed to the project with lab testing and calibration of load cells and fiber optic sensors that are measuring forces on the CFRP strands. They also proof tested the permanent anchor chairs and temporary stressing chairs. They will also provide long term data collection of forces, strains and temperatures on these innovative CFRP strands. The collected data will be analyzed by the design team to compare results with expected structural performance criteria for the CFRP and relative to the adjacent high-strength steel strands. The comparative performance criteria will include data such as initial prestressing elongations, force losses, and anchor set values along with long term expected design strand prestressing forces related to time dependent properties and thermal effects experienced by the bridge. BACKGROUND OF PREVIOUS CFCC USE IN VEHICULAR BRIDGES

Currently, advanced fiber reinforced polymer (FRP) materials find worldwide application in the construction of small and large structures1-5 such as beams and bridges. However, prestressed concrete bridges constructed using CFCC reinforced polymer (CFRP) tendons are few in number1-6. The FRP is a linearly elastic material which may not provide a ductile failure mode like steel, however a structural member that is prestressed and reinforced with CFCC can be designed to fail in a similar ductile manner as under-reinforced concrete members.

The results of early research investigations6-10 conducted in the Center for Innovative Materials Research at Lawrence Technological University, Southfield, Michigan have shown that internally bonded CFRP tendons in combination with externally unbonded CFRP tendons can lead to reasonably ductile simply supported6,7 and continuous9,14 prestressed concrete bridge systems. These results formulated the basis for design of the Bridge Street Bridge11, located in Southfield, Michigan. The Bridge Street Bridge is the most recent CFRP prestressed concrete bridge in the USA and the first to use CFRLeadlineTM tendons, CFCCTM strands, and CFRP NEFMACTM1

The Bridge Street Bridge served as a resource during development of the Penobscot Narrows Bridge CFRP strand installation methods, details and material specifications.

PROJECT CFRP MATERIAL QUALITITES AND CHARACTERISTICS

The specific CFRP material used for the Penobscot Narrows Bridge project is CFCCTM strand that is produced by the Tokyo Rope Mfg. Co., Ltd. It comes in a variety of sizes, from 0.20" diameter single wire to 37 individual helically wound wires with a total nominal diameter of 1.57". The actual CFCCTM strand used for the Penobscot Narrows Bridge cable stay test project is a 0.60" diameter, 7 wire strand, with 6 wires helically wound around a center king wire. There is also a protective coating along the outside of the strand to shield the fibers from normal handling and exposure. The properties from the certification tests of the production strands used for this project are shown in Table 1. Note that the tensile rigidity for CFCC as included in Table 1 is defined as the slope of a load-strain curve derived from the tensile tests. The CFCC tensile rigidity is the average value of results from the 20 test pieces from the load-strain curve obtained in accordance with a tensile test at 20% and 60% of the guaranteed tensile capacity. While the CFRP strand is similar in size to the steel strand, there are some significant material property differences. Due to the smaller effective cross sectional area and modulus of the CFRP strand, the elongations are approximately 1.73 times that of the steel strand used for this project. The stress-stain relationship of the CFRP strand is also linear up to ultimate loading. Thus, there is no ductility within the strand. Compared to steel the CFRP strand is approximately 5 times lighter, which makes handling and installation easier. The shear resistance for the carbon fiber reinforced polymer cable material is negligible; therefore precautions need to be taken to avoid applying any transverse forces on the cable.

Since there are no anchorages within the pylons, the friction between the strands and the cradle sleeves is an important design parameter. The actual friction coefficient was measured in the laboratory during the preliminary design phase for the steel strand and before installation for the CFCC strand. The friction coefficient measured for the steel strand is 0.5 while the CFCC strand value is 0.3. While this decrease in friction for the replaced strands do not affect the behavior of the Penobscot Narrows Bridge, this property would have to be considered for a stay completely constructed using CFRP strands or any other prestressing applications which experience friction resistance.


Similar to conventional steel prestressing, care must be utilized during handling of CFRP strands.

Excessive bending, abrasion, shearing, crushing, or heat will damage the CFRP strand. In general, the CFRP strand is more susceptible to damage than the steel strand, thus additional care is required during installation. It was also important to avoid twisting of the CFRP strand along its axis during installation.

CFCCTM QUALITY REPORT Messrs. Maine DOT Penobscot Narrows Bridge & Observatory Configuration CFCC 1×7 15.2φ Report No. TEST-0890 Date Sep. 29, 2006

Specification

Item Unit

(metric) English

Nominal (metric) English

Tolerance

Test results (metric) English

Lot No. －－－ 1166 (d) 1168 (e)

Diameter (mm) In.

(15.2) 0.60 － Ave. (15.5)

0.61 (15.4) 0.61

Effective cross sectional area (mm2) In2

(113.6) 0.176 －－－－

Pitch (mm) In.

－－ Ave. (193) 7.6

(190) 7.5

Linear density (g/m) lb/ft

(226) 0.15 － Ave. (225)

0.15 (222) 0.15

Ave. (246) 55.3

(241) 54.2

Max. (259) 58.3

(250) 56.2 Breaking load (kN)

kips (199) 44.8

(199) or above

Min. (232) 52.2

(234) 52.7

Tensile strength (kN/mm2) ksi

(1.75) 254

(1.87) or above (a)

Ave. (2.20) 319

(2.10) 305

Tensile rigidity (kN) kips

(15,600) 3,510

(14,500～ 17,500)

Ave. (15,980) 3,596

(16,160) 3,636

Tensile modulus (kN/mm2) ksi

(137) 19,887

(127～153) (b)

Ave. (141) 20,468

(142) 20,613

Elongation at break ％ 1.5 1.2 or above (c)

Ave. 1.5 1.5

1 MPa = 0.145 ksi; 1 kN = 0.225 kips; 1 g/m = 0.000672 lb/ft; 1 in. = 25.4 mm (a) Tensile strength = Breaking load / Effective cross sectional area (b) Tensile modulus = Tensile rigidity / Effective cross sectional area (c) Elongation at break = Breaking load / Tensile rigidity (d) CFCC test lot for Stay 02 (e) CFCC test lot for Stay 10 and 17

TABLE 1: CFCC 1x7 Prestressing Strand Properties (Tokyo Rope Mfg. Co., Ltd., Japan15)


PROJECT CARBON FIBER SYSTEM COMPONENTS AND DESIGN DETAILS Key components for the CFRP strands installed into the Penobscot Narrows Bridge cable stay system are the anchorage sockets and permanent jacking chairs. CFRP strands are low in shear strength and subject to brittle fracture when using biting wedges. As such, griping wedge style anchorages that are conventionally used for steel post-tensioning cannot be used for CFRP strands. Alternatively, the carbon strands for this project were bonded in a threaded socket using highly expansive grout (see Figure 8 and 9). The socket is a long threaded rod with a voided center slightly larger than the diameter of the strand. The annular space between the inside socket wall and the strand is filled with a cementatious based material, which exhibits a high degrees of expansion (HEM) during curing. As curing takes place expansion of the material is constrained by the socket wall and the strand. This constraint ultimately produces a confining pressure of approximately 11 ksi, locking the socket and strand end together. This is described as approximate since the actual confining pressure for a specific anchor is dependent on the actual grout thickness. General testing and experience with the Bridge Street Bridge11 has shown that this confining pressure from the HEM is valuable for avoiding creep concerns as might be found if an epoxy agent had been used to anchor the strand in the socket.

FIGURE 8 – General View of CFCCTM Anchor Sleeve with Nut and Strand.

FIGURE 9 – End View of CFCCTM Anchor Sleeve with HEM retaining the Strand. Custom permanent jacking/anchor chairs were fabricated (see Figure 10) for this application. These chairs were designed to straddle the existing anchorage elements. Extensive proof load testing was performed in the laboratory to document the behavior of the chairs under actual field conditions. Force from the carbon fiber strand bears on a center hole load cell and permanent anchor chair via the threaded socket nut (see Figure 10). The threaded portion of the socket provided plus/minus 4" of adjustment from the anticipated position. The load cells were initially calibrated prior to installation. The need for additional calibration throughout the life of the permanent installation will be evaluated as time progresses. However, a primary value of the load cells will be to compare the relative strain differences between the carbon fiber and epoxy coated steel strands.


FIGURE 10 – Permanent Anchor Chair with CFRP Load Cell and Monitoring Lead Wires. The reference strands from stays 2, 10 and 17 over the western (observatory) pylon were replaced. Final loads locked into the CFRP strands varied from 21.05 kips to 25.27 kips depending on strand location. Table 2 below contains a full description of the permanent initial loadings placed on the carbon fiber strands.

Location

Length from Jacking Chair Back Face to Pylon Face (Length of CFRP Strand)

(feet)

Adjacent Steel Strand

Force at Time of CFRP Strand Stressing

(kips)

Actual CFRP Strand

Lock-off Stressing Force

(kips) Stay 02 Back Span 134 25.20 25.27 Stay 02 Main Span 149 22.20 22.02 Stay 10 Back Span 303 22.00 21.05 Stay 10 Main Span 346 21.10 21.66 Stay 17 Back Span 459 22.20 21.66 Stay 17 Main Span 526 21.30 20.58

TABLE 2 – Carbon Fiber Strand Stressing Results.

Other than an underestimation of initial length needed to take out slack in the cable as it was threaded into

the stay, and the additional stretch of the cable within the pylon (approximately 3 inches at all locations), the elongations as pre-calculated were within expected tolerance of actual installation values.


CFRP INSTALLATION METHOD AND DETAILS The Maine Department of Transportation contracted with the joint venture partners that had constructed the bridge, Cianbro/Reed & Reed, LLC, to also perform installation of the CFRP strands. The installation process was supervised by representatives on-site from the Maine DOT, FHWA, FIGG, and Lawrence Technological University. The CFRP monitoring devices were installed and data recorded by the University of Maine staff during initial stressing of the strands.

Each of the six CFRP strands were individually installed using the existing epoxy coated steel strands as pull lines. The initially installed epoxy coated steel strands were each detensioned by first utilizing a temporary jacking chair bearing on the permanent anchor chair to apply a jacking force (see Figure 11) that allowed for removal of the strand retaining wedges, followed by an incremental release of the strand force.

FIGURE 11 – Permanent and Temporary Chairs with Destressing Jack and Bar. A custom coupler was created for gripping the steel strand on one end and connected to a high strength

stressing bar on the other end (see Figure 12). The destressing was performed using a center hole hydraulic post-tensioning jack (refer back to Figure 11). The initial lift-off pressures were recorded to use as a reference when applying the stressing force to the replacement CFRP strands. A different specially fabricated custom designed coupler was then used to grip the king wire of the destressed steel strand on one end and attach to the CFRP strand at the other end of the coupler (see Figure 12). The steel strand was removed by pulling it out from the cable stay while concurrently pulling the CFRP strand in behind the removed steel strand. An anchor sleeve was then attached to the CFRP strand tail by pouring the cementatious based highly expansive material (HEM) into the sleeve socket that housed the strand tail (refer back to Figure 8 and 9). The HEM was allowed to cure for 24 hours prior to stressing the strand. The anchoring sleeve is threaded around the perimeter to engage the socket setting nut that bears against the permanent jacking chair (refer back to Figure 8). The strand and anchorage sockets were supplied by Tokyo Rope Mfg. Co., Ltd., and representatives from this company also assisted on-site with attachment of the anchorage sockets to the CFRP strand tails.


FIGURE 12 – Various Strand Coupler Components: (The Steel Strand to Post-Tensioning Bar Coupler for Strand Detensioning and Removal is shown fully assembled in the Top View with individual components displayed in the Center View. The Steel Strand King Wire to CFRP Strand Coupler components used for Strand Installation is shown in the Bottom View.)

Once the anchors were positively attached and the HEM completely cured in the CFRP strand tail sleeves, the load cells, fiber optic sensors, socket setting nut, temporary stressing nut, and jacking nut were placed in the proper order as shown in the layout detail of Figure 13.

FIGURE 13 – CFRP End Anchorage System Layout.


The CFRP strands were incrementally stressed to their final force against the permanent jacking/anchor chairs using a center hole hydraulic stressing jack. The temporary stressing nut was tightened against the socket setting nut during the incremental stressing with each stroke of the jack until the socket setting nut could be fully engaged upon the threads of the socket. Once the final force was placed on the strand, the temporary stressing nut and jacking chair were removed (refer back to Figure 10). The long-term monitoring lead wires and end sealing cap were then installed over the stay anchorage.

With the understanding that care must be taken while handling CFRP strand, the design team aggressively

prepared a Quality Control plan well before starting installation. A detailed installation manual was developed by the design team, with the Contractor participating in all of our meetings during the development process. The team progressed through many iterations of the manual until satisfying all the participants that every possible handling concern had been addressed. The procedures included details such as handling of strand from the reel along a protective trough (fabricated as a split plastic duct) into the anchor end of the stay system. The result was a successful installation with only one minor incident of scraping the protective strand coating.

CONCLUSION

Installation of six representative carbon fiber reinforced polymer (CFRP) strands in the Penobscot Narrows Bridge cable stay system was successfully demonstrated. These reference CFRP strands serve as contributing structural elements of the permanent stay system and also as a proof test of their long-term performance.

The long term CFRP strand performance will be determined by comparing the force over time as recorded by the monitoring load cells with the initial force and analytically expected long term forces. Another monitoring tool used for evaluation is the dyna-force strand sensors that were provided by Dywidag Systems International and placed on three of the epoxy coated steel strands during initial stressing of the stays. The recorded forces on the CFRP strands will be compared to forces measured on the epoxy coated steel strands in the stays. The climate extremes in Maine will provide a valuable performance test for the use of CFRP under service conditions.

It has been demonstrated with this project that various lengths of CFRP strand can be successfully handled, installed and stressed on a long span cable stay bridge in a construction environment. The successful deployment and expected long term performance of the CFRP strands used in the Penobscot Narrows Bridge cable stays provide testimony in support of continuing to explore and advance the application of these advanced composite materials in more long span bridge members. The recognized merits from eliminating potential corrosion related problems by using CFRP prestressing and reinforcing components that will also not need to be grouted for protection along with their light weight characteristic provides exciting opportunities for use in future long span bridges.

As has been successfully demonstrated from this project and earlier projects2, 11, it is feasible to easily

deploy CFRP strands as both cable stays and conventional external post-tensioning tendons in future conventional bridge projects. The one lesson that was verified through this installation is that to advance the use of this technology for general post-tensioning tendons, a refinement of the currently used anchoring system will need to be developed that allows for quick construction and efficient use of the anchorage area.

Indeed, the success of this CFRP strand installation in the Penobscot Narrows Bridge sets the stage for

potentially even more conventional applications of the CFRP material in future long span bridges.


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International Symposium on Non-metallic (FRPRC) Reinforcement for Concrete Structures, Sapporo, Japan, V. 1, October 1997, pp. 113-128.

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Bridge Construction,” PCI Journal, V. 47, No. 3, May-June 2002, pp. 90-103.. 11. Grace, N. F., Navarre, F., Nacey, R. B., Bonus, W., and Collavino, L. “Design Construction of Bridge Street

Bridge-First CFRP Bridge in the USA,” PCI Journal, September-October 2002. 12. Tokyo Rope Mfg. Co. Ltd., “Technical Data on CFCC,” Product Manual, 1993. 13. Grace, N. F., Enomoto, T., Abdel-Sayed, G., Yagi, K., and Collavino, L., “Experimental Study and Analysis of

a Full-Scale CFRP/CFCC Double-Tee Bridge Beam,” PCI Journal, V. 48, No. 4, July 2003, pp. 120-139. 14. Grace, N. F., “Response of Continuous CFRP Prestressed Concrete Bridges under Static and Repeated

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15. Penobscot Narrows Bridge Certification CFCCTM Quality Report, Tokyo Rope Mfg. Co. Ltd., September 29,

2006.

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