Composite Structures xxx (xxxx) xxx–xxx

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Composite Structures
journal homepage: www.elsevier.com/locate/compstruct

Field test of an old RC bridge before and after NSM strengthening

⁎
Heeyoung Leea, Woo Tai Jungb, Wonseok Chungc,
a
Department of Civil Engineering, Kyung Hee University and University of Colorado Denver, 1200 Larimer Street, Denver, CO 80217, USA
b
Korea Institute of Civil Engineering and Building Technology, Ilsanseo-gu, Goyang-si, Gyeonggi-do 10223, Republic of Korea
c
Department of Civil Engineering, Kyung Hee University, Yongin-Si, Gyeonggi-do 17104, Republic of Korea

A R T I C LE I N FO A B S T R A C T

Keywords: In this paper, a post-tension near-surface mounted (NSM) strengthening system is proposed to strengthen con-
Post-tension near surface mounted crete structures with a relatively low amount of labor and without altering the appearance or dimensions of the
Old RCT type bridge structures. The main objective of this study was to investigate the structural behavior of an old reinforced
Strengthening concrete T (RCT) type bridge before and after using post-tension NSM strengthening systems. The 12.5 m RCT
Carbon fiber reinforced polymer
type bridge was tested using the truck loading test. The displacements of the bridge at mid-span were measured
during the test. A finite element analysis model was also developed and verified with the test result. This study
showed that the structural capacity and performance of the bridge were enhanced with post-tension NSM
strengthening systems.

1. Introduction This defect of early de-bonding can be supplement by employing a

Concrete bridges are uninterruptedly unprotected to external en-
vironments. During their life spans, concrete bridges frequently ex-
perience situations that cannot be predicted during design. The dur-
ability of a concrete bridge is reduced by construction defects,
overloaded vehicles, material characteristics, and environmental var-
iations. Replacing bridges to improve bridge performance can cause
economic loss and inconvenient vehicle traffic. Many researchers have
studied proper repair and strengthening methods to solve the problems
that occur in concrete structures. Recently, strengthening of concrete
bridges with fiber-reinforced polymer (FRP) has increased in most parts
of the world. American Concrete Institute (ACI), Canadian Standards
Association (CSA) and Japan Society of Civil Engineers (JSCE) have
announced standard codes for FRP materials [1–3]. Carbon fiber-re-
inforced polymer (CFRP) present many advantages for bridge repair,
including high strength and modulus, light weight, convenient and
rapid implementation, corrosion resistance, minimal interruption to
service, reduced labor for installation and maintenance, negligible re-
laxation under load, and favorable life-cycle costs. Thus, CFRP com-
posites have been widely employed for strengthening for over two
decades. The externally bonded (EB) system is to attach the CFRP plate
to the concrete surface, and the near surface mounted (NSM) system is
to mount the CFRP rods to the groove in concrete structures.
Strengthening with FRP has been recognized to fail due to de-bonding
between the concrete and the FRP before the capacity of FRP material is
achieved; thus, the full capacity of the FRP is not used.
near surface mounted (NSM) strengthening system. In a NSM system,
grooves are formed into the concrete cover. FRP bars are then located in
the grooves, which are then filled with epoxy or mortar filler. NSM
strengthening is then bonded to the concrete, which confirms higher
stress transfer between concrete and FRP than the external bonded (EB)
strengthening systems. The NSM system with FRP is prevented from
mechanical damage and fire by filler. Also, pre-stressing can be more
effectively applied in the NSM system than in the EB system. Research is
being performed on external bond systems so that the material prop-
erties of FRPs can be applied to building structures [4–6]. However,
external bond systems exhibit disadvantage with respect to bond
failure, vehicle accident, and fire resistance. Thus, studies of NSM
systems using FRPs in concrete structures have been extensively con-
ducted [7–15].
Casadei et al. [15] fabricated an 11.0 m pre-stressed concrete (PSC)
I girder, damaged PSC I girder with a pre-loading, strengthened PSC
girder with a pre-stressed external bond system and NSM system, and
then tested with a four-point loading. Subsequently, they examined the
influence of the groove shape, FRP shape, pre-stressing force, and
failure. Al-Mahmoud et al. [16] fabricated a 2.8-m reinforced concrete
(RC) beam and strengthened it with a NSM CFRP system and tested
with a four-point loading and a cantilever loading test. The concrete
crack and bond failure from the experimental results were compared
with failure mode of the analysis model.
Post-tension NSM strengthening systems embed FRP into concrete
structures to strengthen the structure by introducing post-tension to the

⁎
Corresponding author.
E-mail address: wschung@khu.ac.kr (W. Chung).

https://doi.org/10.1016/j.compstruct.2018.04.024
Received 14 December 2017; Received in revised form 1 March 2018; Accepted 3 April 2018
0263-8223/ © 2018 Published by Elsevier Ltd.

Please cite this article as: Lee, H., Composite Structures (2018), https://doi.org/10.1016/j.compstruct.2018.04.024
H. Lee et al.
Fig. 1. Details of the target bridge: (a) front view, (b) cross-sectional view, and (c) view of girders and abutment.
CFRP bar. This allows the designer to better use the material’s high
strength and to upgrade the performance of existing members in terms
of both load-carrying capacity and serviceability (for instance, con-
trolled deflections and crack initiation), to levels not achievable using
conventional non-prestressed NSM CFRP systems.
Several techniques have been tested for prestressed NSM CFRP
systems [17–19]. Nordin and Taljsten [17] fabricated a 4 m RC beam
reinforced with the NSM system and performed a 4-point load test. The
flexural behavior of the strengthened RC beam was compared to a non-
strengthened RC beam. Ouadah and El-Hacha [18] strengthened RC
beams with NSM using CFRP bars under a variety of pre-stressing
conditions and tested the fatigue performance. They also analyzed the
effects of the pre-stressing force, the groove shape and the FRP shape.
Lee et al. [19] investigated the NSM system with pre-tension and post-
tension systems. The subsequent study by Lee et al. analyzed the
strengthening performance by using a post-tension NSM system.
A number of studies were performed with RC beam in the laboratory
2
Composite Structures xxx (xxxx) xxx–xxx
to examine the load-carrying capacity, fatigue resistance, and ductility
of pre-stressed NSM CFRP strengthening systems. Several researchers
have examined the strengthening effect of concrete structures using
various strengthening methods for concrete structures [20–23]. Aidoo
et al. [24] have investigated the strengthening performance of bridges
by strengthening EB CFRP systems on highway reinforced concrete (RC)
girders. This experiment showed that de-bonding of the CFRP sheet
occurred as a final failure mode due to a decrease in interfacial adhe-
sion between CFRP and concrete. Czaderski and Motavalli [5] eval-
uated the structural performance by strengthening a 40-year-old 17 m
pre-stressed concrete girder with a pre-stressed EB system. This study
tested the possibility of constructing pre-stressed EB systems for full-
scale concrete girders.
Recently, post-tensioning systems have not been enthusiastically
investigated in NSM studies. Most pre-stressed NSM study has been
accomplished on relatively short-span RC beams through pre-tensioning
systems. However post-tension systems need to be investigated if pre-
H. Lee et al.
Fig. 2. Post-tension NSM strengthening procedure: (a) form the groove, (b) install CFRP and anchorage, (c) mount the jacking apparatus, (d) place the post-tension
device, (e) apply pre-stress, (f) inject the filler.
stressed NSM strengthening systems are to be improved. In addition, a
post-tension NSM strengthening system needs to be developed in a short
span RC beam test to carry out field application tests.
In this study, 12.5 m reinforced concrete T-shape (RCT) girders were
strengthened with a post-tension NSM system in the field, and their
structural behavior was investigated. Truck loading tests of real girders
were carried out to analyze the strengthening performance and struc-
tural behavior before and after post-tension NSM strengthening.
Moreover, the experimental results were investigated with those of a
proposed finite element analysis model. Finally, the strengthening
performance was analyzed using finite element analysis.
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2. Experimental program
The target bridge, located in Gyeonggi-do, South Korea, was con-
structed in 1960. The four-span structure was designed for a live load of
324 kN (DB-18 in the Korean highway bridge design DB-18, which is
similar to the AASHTO HS15 loading in the U.S. bridge specification)
[25,26]. The weight of the truck used in the experiment was 324 kN.
Fig. 1 displays the details of the target bridges. The total length of the
bridge was 50 m and each span length was 12.5 m. The width of deck
was 9.6 m and the height of girder was 1.38 m, as shown in Fig. 1(a).
The bridge was supported by reinforced concrete T-girders (Fig. 1(b)).
Fig. 1(c) shows the girders and abutment. Each girder had 12 deformed
steel bars. The concrete cover on the bars was 50 mm thick. The com-
pressive strength of concrete was 21.0 MPa based on Schmidt hammer
H. Lee et al. Composite Structures xxx (xxxx) xxx–xxx

Fig. 3. Detailed strengthening: (a) detailed pre-stressed NSM strengthening, and (b) CFRP bar.

Table 1 non-destructive inspection, as shown in Fig. 4(a). Next, rails were then
Mechanical properties of CFRP bars. placed below the girder, and a trolley equipped with a portable saw-cut
Tensile strength (MPa) 3095
machine was rolled along the girder length to cut two grooves
Ultimate strain (με) 18,700 (Fig. 4(b)). Fig. 4(c) shows the process of cutting the grooves. The size
Elastic modulus (GPa) 166.5 of the groove was 30 mm wide and 40 mm deep. Fig. 4(d) illustrates the
procedures required for anchorage and rod installation. H-shaped gal-
vanized steel anchor blocks (140 × 140 mm) were installed after epoxy
tests. was applied to the concrete to improve the bearing of the block against
Fig. 2 shows the schematic process for the post-tension NSM the chiseled concrete. The anchor blocks were mounted in the recesses
strengthening system. As an initial step, a thin groove was cut along the using high-strength steel mechanical anchors. To avoid structural da-
length of the girder, as shown in Fig. 2(a). Fig. 2(b) shows the installed mage, the anchors were positioned between the longitudinal reinfor-
CFRP bars and anchorages. An anchor block was mounted in each re- cing bars embedded in the girders. The CFRP bars were then threaded
cess. The CFRP bar was installed after positioning a jacking apparatus through the anchor blocks. The pre-stressing process is shown in
(Fig. 2(c)). A hydraulic cylinder was operated to apply the desired level Fig. 4(e). Upon completion of the anchorage installation, a jacking
of post-tensioning force, as shown in Fig. 2(d). The CFRP force was then apparatus was positioned for post-tensioning the CFRP. A load cell was
transferred from the jacking apparatus to a tie nut on the end of the used to monitor post-tensioning forces applied by a hydraulic cylinder.
anchorage (Fig. 2(e)). In the final step, the groove was injected with the After achieving the planned post-tensioning force, the fastening nut was
filler as shown in Fig. 2(f). adjusted to permanently hold the force and allow removal of the
Fig. 3(a) displays the post-tension NSM strengthening of the target jacking apparatus. Then, the four girders were strengthened using this
bridges. Fig. 3(b) displays the CFRP bar after surface treatment with process. The grooves and anchorage areas were filled with an epoxy, as
brown fused aluminum oxide for improved bonding. The diameter of shown in Fig. 4(f).
the CFRP bar was 10 mm, and Table 1 was the mechanical properties. A test truck was used to conduct static and dynamic loading tests
These target girders were designed based on AASHTO HS-15 load. The before and after strengthening. Fig. 5 shows the sensor layout before
design flexural moment (∅Mn ) can be calculated as the following for- and after the post-tension NSM system. A 300-mm displacement
mula (1). Equivalent stress depth also can be calculated as the formula transducer was set up at the mid-span of the girder to measure the
(2). displacement of the girder. Concrete strain gauges were placed to
a nsm nsm ⎛ nsm a ⎞ ⎤
measure the strain at mid-spans. The concrete cover at the mid-span of
∅Mn = ∅ ⎡As f y ⎛d− ⎞ + Aps f ps dps − girder was removed and 6 mm strain gauges were attached to the re-
⎣ ⎝ 2⎠ ⎝ 2 ⎠⎦ (1)
inforcing bars. These strain gauges were placed in advance to the center
nsm nsm
As f y + Aps f ps of the CFRP bar before strengthening. The data logger (TDS-303) was
a=
0.85fck b (2) installed under the girder to measure the experimental data. Then, each
of the installed displacement transducers and strain gauges was con-
where, As is steel rebar area and f y is the tensile strength of steel rebar. nected to the data logger (TDS-303) using extension lines. Truck
nsm
A nsm
ps is the area of the CFRP bar, and f ps is the prestressing stress. In loading tests were divided into static loading tests and dynamic loading
order to upgrade the girders to satisfy HS-20 load, the additional pre- tests. The static loading test was carried out to determine the structural
stressing force of 200 kN was applied to CFRP bar in NSM strengthening behavior of the test truck at the center of the span. In the dynamic
system. Each CFRP bar had to be tensioned up to a force of 100 kN, or loading test, the dynamic characteristics of the girder were analyzed
about 42% of the tensile strength of the CFRP. when the truck passed 50 km/h. The static and dynamic loading tests
Fig. 4 shows a post-tension NSM strengthening process for the test. were carried out twice, and mean values were considered as
The first step was to search the internal strengthening location through

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H. Lee et al. Composite Structures xxx (xxxx) xxx–xxx

Fig. 4. Fabrication process for the test: (a) nondestructive inspection, (b) identify the location of the rebar and the thickness of the covering, (c) form the groove, (d)
place the anchorage device, (e) apply pre-stress, (f) inject the filler.

Fig. 5. Sensor layout.

5
H. Lee et al.
Fig. 6. Stress-strain curve of CFRP due to NSM post-tensioning.
Fig. 7. Cambering of girders for the post-tension CFRP.
Fig. 8. Static vertical displacement curve.
experimental results.
3. Experimental results
In this study, the post-tension NSM system was applied to the old
bridges to strengthen the concrete girders. Fig. 6 displays a stress-strain
curve for the CFRP that experienced post-tensioning. The average pre-
stressing force of CFRP bars was 102.86 kN. When applying pre-stres-
sing, the strain of the CFRP bar was 7602 με. The strengthened girder
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Composite Structures xxx (xxxx) xxx–xxx
Fig. 9. Dynamic load–displacement relationships: (a) before and (b) after
strengthening.
was cambered at the center of the span. For the strengthened girder, a
pre-stressing force was applied to the CFRP so that cambering would
take place in the girder. Fig. 7 shows cambering of girders according to
the post-tension CFRP. The cambering of the strengthened girder by the
post-tension NSM system was measured from a minimum of 0.26 mm to
a maximum of 0.27 mm.
Fig. 8 shows the static vertical displacement before and after post-
tensioning the NSM system. The maximum displacement of the static
load test before the strengthening was 0.48 mm, and the maximum
displacement after the strengthening decreased to 0.35 mm. After
strengthening the post-tension NSM system, the displacement of all
girders decreased. The strengthening effect of the maximum displace-
ment of the static loading test was improved by 37%.
Fig. 9 illustrates a dynamic load-displacement curve before and
after the post-tension NSM system. The maximum displacement of the
girder before the strengthening was 0.51 mm at the mid-span and the
maximum displacement of the girder after strengthening was 0.40 mm.
As the test truck crossed the span at a driving speed of 50 km/h, the
maximum displacements of the strengthened girders decreased by 29%
in comparison with their original counterparts. This observation in-
dicates that the installed post-tension NSM system strengthening was
effective from a serviceability perspective, in addition to providing
increased strength capacity.
Table 2 displays strain results before and after the post-tension NSM
H. Lee et al. Composite Structures xxx (xxxx) xxx–xxx

Table 2
Maximum strain results before and after post-tension NSM strengthening.
Stage Before After Before/
strengthening strengthening after (%)

Static test Steel strain 31.84 26.41 120.56

(ε)
Concrete (ε) 11.74 9.57 122.68

Dynamic test Steel strain 35.06 26.53 132.15

(ε)
Concrete (ε) 19.81 15.77 125.62

Fig. 10. Dynamic ratio.

system. The static loading test showed that the maximum strain of the
lower steel rebar and concrete at the mid-span were 31.84 με and
11.74 με before strengthening. After the post-tension NSM system
strengthening, the maximum strains of the lower steel rebar and con-
crete at mid-span were 26.41 με and 9.57 με, respectively. The
strengthening effect of steel rebar was increased by 21% and the
strengthening effect of concrete was increased by 23%.
The dynamic loading test before the strengthening presented that
the maximum strain of the lower steel rebar at the mid-span was
35.06 με. The maximum strain of the steel rebar at the mid-span was
26.53 με after strengthening. The strengthening effect of the steel bars
was 32% based on the dynamic driving test. Concrete strains before and
after strengthening were 15.77 με and 19.81 με, respectively. The dy-
namic loading test showed that the maximum strain of the span was
32.19%. The strengthening effect of the concrete strain was 26% based
on a dynamic driving test.
Analog-digital transformation (ADT) was performed on the accel-
eration signal measured by the accelerometer. The fundamental fre-
quency was estimated by Fast Fourier transform (FFT) analysis using
the transformed signal. After the vehicle passed through the bridge, the
damping effect of the target bridge was analyzed assuming that the
deflection and strain of the bridge were harmonically reduced. The
dynamic test of the target bridge using an impact hammer was con-
ducted to estimate the natural frequency and the damping ratio. The
natural frequency is the result of a conversion to the frequency domain
using FFT. The first natural frequencies of the target bridge before and
after strengthening were 10.57 Hz and 10.66 Hz, respectively. Fig. 10
shows the damping ratios calculated using the logarithmic decrease
method considering 10 cycles. Before strengthening, the damping ratio
was estimated to be 0.059, and the damping ratio after strengthening
was 0.072.
Fig. 11. Finite element analysis modeling: (a) analysis model and (b) boundary
conditions.
4. Finite element analysis
Finite element analysis was implemented using ABAQUS (2007), a
finite element analysis program skilled at selecting many functions and
elements [27]. Concrete girders, slabs, CFRP were modeled as 3-D solid
elements (C3D8R, 8-node linear brick, reduced integration and hour-
glass control). Reinforcing bars were modeled using beam elements.
The total number of elements used in this model was 68,784. Fig. 11
shows the finite element analysis modeling. The concrete properties
were applied to Schmidt hammer results. The elastic modulus of con-
crete was 21.0 MPa and Poisson’s ratio of the concrete 0.18. The elastic
modulus and Poisson’s ratio of steel rebar were assumed 200 GPa and
0.3. The Poisson’s ratio of the CFRP bar was considered by 0.27 and the
elastic modulus of CFRP bar was 166.5 GPa [28]. In this study, concrete
was used in the concrete damaged plasticity model provided by
ABAQUS. The steel rebar was modeled in a “plastic” model. Several
analytical studies have been conducted on the interface between filler
and FRP [19,29,30].
In this study, two interfaces were considered. The first one was the
interface between CFRP bar and filler. The interface between CFRP and
filler was modeled as a spring element, and the stiffness of the spring
element changed as slippage occurs. Based on the results of the pull-out
test, concrete and filler were considered to be the perfect bond [31].
Loading was divided into a post-tension step and a loading step. In the
post-tension step, an initial stress of 100 kN was applied to the CFRP
bar. A hinge and a roller were used as boundary conditions. Displace-
ment control based on the Newton–Raphson method was used in the
nonlinear analysis, where the increase in displacement was 0.001 mm.
In this study, free vibration analysis was first performed using the

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H. Lee et al. Composite Structures xxx (xxxx) xxx–xxx

Table 3
Natural frequency results.
Mode number Natural frequency (Hz) Mode shape

Test FEA

Before After Before After

1 10.57 10.66 10.78 10.96

Table 4 Fig. 12 shows the load-displacement curve at the mid-span. Table 5

Comparison of displacement in the static test. summarizes the analysis results of the strengthening effect from the
Stage Before strengthening After strengthening Before/after (%) load stage. Finite element analysis showed that the strengthening effect
increased 27% in crack load, 26% in yield load, and 25% in maximum
Test (mm) 0.48 0.35 137.1 load.
FEA (mm) 0.47 0.35 135.7
Table 6 illustrates the stress distribution before and after strength-
ening. The initial crack in the girder occurred at the mid-span before
and after strengthening. These cracks at the mid-span increased as load
increased. The girders strengthened with a post-tension NSM system
have a relatively low stress distribution at the same load, but the overall
failure behavior is similar to the girder before strengthening. The final
failure mode was compressive fracture of the concrete.

5. Conclusions

In this research, a 40 year old reinforced concrete T-shape girder

was strengthened with a post-tension NSM system, and the effect of
strengthening performance before and after strengthening was in-
vestigated through truck loading tests and finite element analysis. The
results are summarized as follows.

1) The girders strengthened by the post-tension NSM system showed

cambering up to 0.27 mm over the existing girders.
2) Static loading tests showed that the displacement of the center of the
girder after strengthening decreased by 31% relative to the dis-
Fig. 12. Load-displacements curves. placement of the girder before strengthening. After strengthening,
the strain of the central steel rebar was 21% lower than before
strengthening. The effect of concrete strain in strengthening the
Table 5 girder was increased by 23%. The test bridge strengthened with a
Comparison of strengthening effect for different loading stages.
post-tension NSM system showed improved strength by at least
Name Before After strengthening Before/after 21%.
strengthening (%) 3) Dynamic loading tests showed that the displacement of the center of
Concrete cracking 261.32 332.26 127.15
the girder after strengthening was 29% lower than the displacement
load (kN) of the girder before strengthening. After strengthening, the strain of
Steel yielding load 320.10 402.86 125.85 the central steel rebar was 32% less than that of the steel rebar
(kN) before strengthening. The concrete strain of the girder was reduced
Maximum load (kN) 434.23 543.24 125.10
by 26%. This observation indicates that the post-tension NSM
strengthening system was effective from a serviceability perspective
and provided increased strength capacity.
Lanczos algorithm. Table 3 summarizes the natural frequency results.
4) A good correlation between FFA and experimental results was ob-
The first natural frequency of the test was 10.66 Hz. The natural fre-
tained in the first natural frequency and mode. The FEA model
quency of the FEA was 10.96 Hz. The analysis model predicted the first
successfully predicted the load-displacement of the strengthened
mode natural frequency of the test results to within 2.8% error. Table 4
girder. Finite element analysis results showed that the ultimate load
shows a comparison of displacement by static tests. The maximum
of the strengthened bridges increased by 25%.
displacement of FEA before strengthening was 0.47 mm, and the max-
imum displacement of FEA after strengthening was 0.35 mm by static
loading. It should be noted that the FEA predictions are in good Acknowledgments
agreement with the corresponding first mode natural frequency of the
experimental results. This study was a basic research project conducted with support from

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H. Lee et al.
Table 6
Stress distribution.
Load step Before strengthening
100 kN
200 kN
300 kN
Final
the National Research Foundation of Korea through government funds
(Ministry of Science, ICT and Future Planning, South Korea). The pro-
ject numbers are 2017R1A2B4010467, 2017R1C1B1006732 and
2017R1B5A2086342). This study was also funded by the Strategic
Research Project (Development of Bridge Strengthening Method Using
Pre-stressed FRP Composites) by the Korea Institute of Civil
Engineering and Building Technology.
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