Bridge Cracking Model Lings

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Concrete Cracking in New Bridge Decks and Overlays

Proposal to the Wisconsin Highway Research Program

Wisconsin Department of Transportation

By

Baolin Wan, Ph.D.

Christopher M. Foley, Ph.D., P.E.

Transportation Research Center

Department of Civil & Environmental Engineering

Marquette University

Milwaukee, Wisconsin

February 26, 2008


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Wan and Foley: 1 of 20

PROBLEM STATEMENTA relatively recent National Cooperative Highway Research Program (NCHRP) study reported that there

were more than 100,000 bridges in US suffering from early transverse cracks (Krauss and Rogalla 1996).

Bridges in Wisconsin also have such problems. There appears to be a trend for new bridge decks in the

state of Wisconsin to develop transverse cracks as shown in Figure 1 and map cracks on concrete overlays

as shown in Figure 2. There are many reasons for concrete bridge deck cracking including constituent

components of the concrete, construction method and superstructure design. The cracks can acceleratethe penetration of water, sulfates, chloride and other harmful agents into the deck, and therefore accelerate

the corrosion of steel reinforcement and the deterioration of the bridge. This degradation will require

costly maintenance or repair, and shorten the service life of the bridge deck. Therefore, a study is needed

to identify the key factors causing bridge deck cracking in the State, and to develop recommendations on

concrete mixture design, construction practice and structure design to eliminate or reduce such cracks.

RESEARCH OBJECTIVES

The objectives of this research are to gain better and more up-to-date understanding of early concrete

cracking of bridge decks and overlays; establish a database including bridge information, crack location,

concrete ingredients and properties, construction method, superstructure type, possible causes, and other

relevant data for selected bridges in the State; and identify the key factors which cause early concrete

cracking in the bridge decks in Wisconsin. Upon completion of this project, researchers will provide

recommendations for concrete mixture design, construction practice and structure design for future bridge

construction to eliminate or reduce early concrete cracking. Laboratory and/or field studies, finite

element analysis methodologies targeted to quantify constraint characteristics, and analytical studies to

estimate the stresses in concrete deck at early age will also be recommended for potential Phases II or III

of this study based upon the finding of this project.

BACKGROUND AND SIGNIFICANCE OF WORK

Bridges, as one of the major components in civil infrastructure, play significant role in transportation and

occupy a large portion of federal and state budgets for construction and maintenance. Therefore, the

durability of bridges is very important from social and economic viewpoints. However, early concrete

bridge deck cracking, which cause durability problems, tend to develop in many bridges. An NCHRP

study estimated that there were more than 100,000 bridges having transverse cracks in 1996 (Krauss andRogalla 1996). Water, chloride and other deteriorating agents can easily penetrate into the concrete deck

through these cracks and make contact with the reinforcement in the deck. These deteriorating agents

will cause corrosion of steel reinforcement, spalling, and eventually a loss of cross section. This becomes

worse when deicing chemicals are applied because the chloride in the deicing salt will accelerate the

Figure 1 Typical transverse crack in

concrete bridge deck(Frosch, et al. 2002).

Figure 2 Typical map crack in concrete

overlay (Kosmatka et al. 2002).


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corrosion of steel reinforcement. Leakage of water through the bridge deck may also damage the

substructure and affect the aesthetics of the bridge (Krauss and Rogalla 1996).

Transverse cracks located 3-10 ft apart along the longitudinal direction of the bridge usually develop

when concrete is set and widen with time (Krauss and Rogalla 1996; Ramey et al. 1997; Hadidi and

Saadeghvaziri 2003, 2005; Saadeghvaziri and Hadidi 2002, 2005). Concrete cracking in its early age is

normally due to restraint which prevents concrete volumetric change (Hadidi and Saadeghvaziri 2005;Saadeghvaziri and Hadidi 2002; Brown et al. 2001; Folliard et al. 2003). The volumetric change of

concrete can result from chemical shrinkage, drying shrinkage, autogenous shrinkage, plastic shrinkage,

subsidence, swelling, thermal loads and creep (Kosmatka et al. 2002). Drying shrinkage is due to the loss

of adsorbed water. Autogenous shrinkage is a volume change when there is no moisture transfer to the

surrounding environment, and normally occurs in high strength or high performance concrete with low

water-to-cement ratio. Plastic shrinkage is due to the loss of water from the cement paste in fresh

concrete. When concrete cools after initial hydration, it shrinks due to temperature change. Creep is the

gradual increase in strain with time in concrete under sustained load. Creep actually can mitigate a

portion of the shrinkage in concrete. However, it takes a long time for creep to take effect and therefore,

it does not help to reduce early-age cracking due to shrinkage. If the concrete deck or overlay is free to

move when it shrinks or expands, no stresses and therefore no cracks will be developed as illustrated in

Figure 3.

Concrete Deck or Overlay

Shrinkage Shrinkage

Roller

Figure 3 No crack in concrete deck or overlay if it is free to move.

Resistance to concrete volumetric change comes from internal and external sources (Folliard et al.2003). The steel reinforcement in the deck and aggregates provide internal restraint. The friction

between bridge deck and girder; and the shear studs which are required to create composite action

between deck and girder, are sources of external restraint. When concrete shrinkage is restrained, tensile

stress is induced (Hadidi and Saadeghvaziri 2005; Saadeghvaziri and Hadidi 2002; Brown et al. 2001;

Folliard et al. 2003; Wongtanakitcharoen and Naaman 2007). If this tensile stress exceeds the concrete

tensile strength, concrete cracks. In bridges, the restraint from girders to decks is stronger in longitudinal

direction, and therefore concrete deck cracking predominantly occurs in transverse direction as shown

Figure 4. Restrained drying shrinkage is believed to be the major cause of bridge deck cracking (Frosch

Figure 4Cause of Transverse cracks in

concrete bridge deck.

Restraintfrom Girder

Deck

TransverseCrack

TransverseCrack

310ft

Shrinka

gewith

strong

errestraint

Shrinkagewith weakerrestraint

Shrinka

gewith

strong

errestrain

t

Figure 5Cause of Map cracks in

concrete overlay.

Restraintfromsubbase Restraintf

rom

sub

bas

e

Shrinkage

Shrinkage

Shrinkage

Map CrackShrinka

ge


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et al. 2002; Brown et al. 2001; Folliard et al. 2003). In the case of concrete overlays, the sub base resists

volume change in all directions due to friction between them, and the result is map cracks as shown in

Figure 5.

There are many factors which can affect concrete volumetric change and cracking. Hadidi and

Saadeghvaziri (2005) performed an in-depth state-of-the-art literature review on the causes and control of

transverse deck cracking. They classified these causes into three categories: material and mix design;construction practices and ambient conditions; and structural design factors. The factors and their effects

in these three categories are summarized in following:

Material and Mix Design Factors:

Aggregate: Larger aggregate size, larger aggregate percentage by mix volume, and use of

aggregates with high specific gravity can reduce cracking.

Water Content: Increased water content will increase cracking.Cement Type: Cement type has a significant effect on cracking. Use of Type II cement can

reduce cracking through a reduced early thermal gradient.

Cement Content: Higher amount of cement will cause more cracking due to higher dryingshrinkage, higher temperature rise during hydration and higher early modulus of

elasticity of concrete.W/C Ratio: Reducing the water/cement (W/C) ratio can reduce shrinkage of concrete and

therefore reduce cracking.

Slump: Some researchers reported increased cracking with increasing slump, but othersconcluded that there is no relation between the slump of concrete and the

cracking.

Air Content: There are conflicted conclusions with respect to air content. Some indicate thatan increase in the air content reduces cracking, but others show no relation

between air content and cracking.

Admixture: The effect of different admixtures on cracking is not completely understood yet.

Construction Practices and Ambient Condition Factors:

Weather: Thermal stresses developed at an early age in a concrete deck depend greatly onconcrete temperature and weather conditions. Both hot and cold weather

increase cracking. Low levels of humidity and high wind speed can also increase

cracking.

Curing: Adequate and timely curing is a key factor in reducing cracking. Extended

curing time (7 to 14 days) is suggested to reduce cracking.

Pour of Concrete: Pour length, sequence and rate may have some effect on deck cracking. It isrecommended a pouring sequence be specified and pouring irregularities be

avoided.

Time of Casting: It is indicated that evening and nighttime concrete casting can reduce the extentof cracking.

Finishing: Early finishing reduces cracking. Applying water or grout to the concrete surface

during finishing has adverse effects on cracking.Revolutions: Excess revolutions in the concrete truck do not affect cracking.

Vibration: Under-vibrated areas tend to develop more cracks. However, over-vibration ofconcrete does not cause any noticeable effect on cracking.

Form Type: There are no consistent conclusions on the effect of form type.

Structural Design Factors:

Girder: Decks on steel girders tend to crack more when compared to decks on concretegirders because concrete girders conduct heat at a slower rate. Cast in place


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concrete girders and young prestressed girders have the best performance, while

the deep steel beams have the greatest adverse effect. The relative stiffness of

the deck with respect to girder is more critical than the type of girder. The girder

end condition has a pronounced effect on deck cracking. Cracking is more

prevalent on continuous spans when compared to simple spans.

Shear Studs: Girder restraint resulting from shear studs causes significant cracking.

Concrete Cover: Increased cover depth reduces the risk of cracking. However, excessive increasein cover depth increases the probability of settlement cracks over the

reinforcement.

Deck Thickness: Increase in deck thickness reduces deck cracking which is probably due to higherdeck to girder stiffness ratio.

Reinforcement: Bar size, type, spacing and distribution have significant affect on the tendency for

cracking. Cracking increases with an increase in bar size. Increasing the amount

of longitudinal reinforcement without increasing the bar size can reduce

cracking. Limiting transverse bar size and/or maximizing transverse bar spacing

are also recommended. Some researchers found that epoxy coated bars tend to

cause more cracking, but others recommend using epoxy bars to reduce cracking.

Details of construction are also an important factor.

Section Stiffness: Research efforts appear to have conflicting conclusions with regard to the effectsof section stiffness. Some suggest an increase in structure stiffness to reduce

cracking, while others suggest a decrease in structure stiffness.

Dynamic Factors: There are no conclusive results regarding the effect of structure vibration onconcrete cracking.

Traffic: Some studies show that there is no relationship between daily bridge traffic andtendency of cracking. Others found that bridges carrying fewer trucks at lower

speeds exhibit less cracking than those carrying large number of trucks at higher

speeds.

It seems that there is more early-age bridge deck cracking in the immediately preceding decade than

the decade before. One reason might be the extensive use of high performance concrete (HPC) in bridge

construction during last decade (Hadidi and Saadeghvaziri 2005). Although increased concrete strengthcan help with decreasing permeability and improving freeze-thaw performance, the rich concrete mixture

for HPC may cause more cracking (Petrou et al. 2001; Hussein 2006). Although the tensile strength of

HPC is higher, the higher modulus of elasticity and low creep have lead to an increase of cracking (Lwin

and Russell 2006).

The previous discussion clearly shows the complexity present in understanding concrete bridge deck

cracking. There are many different factors that influence deck cracking. However,the fundamental

reason that concrete bridge decks crack is that the volume change of the concrete is restrained.

Therefore, the methods to reduce concrete cracking come from two possibilities: reducing volume

change in the concrete and reducing restraint on concrete deck. Altering a few key construction

practices (Camisa et al. 2004) and using minimum transverse bar size and spacing can also reduce deck

cracking (Russell 2004).

The efforts to reduce volume change of concrete involve primarily modifications to material and mix

design. Shrinkage reducing admixtures (SRA) (Folliard et al. 2003) or shrinkage compensating cements

(Krauss and Rogalla 1996; Hadidi and Saadeghvaziri 2005; Saadeghvaziri and Hadidi 2002) can be used

to reduce shrinkage. It is recommended that concrete with low early strength, low elastic modulus, low

heat of hydration, high tensile strength and high creep can be used for mitigating shrinkage (Yun et al.

2007; Frosch et al. 2002; Folliard et al. 2003). Using fiber reinforced concrete (Krauss and Rogalla 1996;

Wongtanakitcharoen and Naaman 2007; Brooks 2000) and prestressed deck system (Krauss and Rogalla


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1996) are promising approaches to reduce deck cracking. However, they may not be economical for

widespread application (Hadidi and Saadeghvaziri 2005; Saadeghvaziri and Hadidi 2002).

The standard testing methods to measure the volume change of concrete at early age are AASHTO

T160 -Drying Shrinkage of Concrete (Free Shrinkage), AASHTO PP34-99 -Restrained ShrinkageCracking of Concrete, and ASTM C878 -Restrained Expansion of Shrinkage-Compensating Concrete.

The ring test is often used to measure the shrinkage and cracking of early age concrete subjected torestraint (Hossain and Weiss 2006; Sant et al. 2006; Brown et al. 2007; He et al. 2004). The restrained

ring test method consists of casting a 3 in. thick concrete ring around the perimeter of a steel ring, then

moist curing the specimen, and subsequently placing the rings in an environmentally controlled chamber

at a temperature of 72 F, with 50% relative humidity. The concrete is then subjected to extremely high

levels of restraint against shrinkage provided by the steel. Consequently, the ring test represents a worst-

case scenario for concrete when dealing with shrinkage cracking (Brown et al. 2001).

From the viewpoint of load capacity of the entire bridge superstructure, the composite action of deck

and girder is preferred and it is a cost-effective design. However, the trade-off with respect to composite

action is that it provides significant restraint to free shrinking of the deck. Such restraint prevents free

volumetric change and therefore, introduces tensile stress in concrete to cause cracking. Because many

bridges are statically indeterminate structures, the entire bridge structure will respond to the change involume of concrete deck. The magnitude and distribution of stresses are dependent on the relative

stiffness between deck and girder and the boundary conditions. Therefore, although the benefit of

composite action of deck and girder should not be given up, appropriate design of bridge structure will be

able to reduce the tensile stress in concrete deck when the load is introduced by the concrete volumetric

change. Hadidi et al. (2003) developed a method to estimate tensile stresses in concrete bridge decks for

different boundary conditions. However, experimental and/or field data are needed to verify its accuracy

before it can be used in design practice.

Although there are a large number of research efforts that have been performed, most transportation

departments are still facing the problem of early concrete deck cracking in bridges. This indicates that

more research is needed to identify key factors which cause the cracking and to find the promising

methods which can eliminate or control cracking.

BENEFITS

Early-age cracking causes durability problems and reduces the service life of a bridge deck and overlay.

Therefore, the key factors affecting early-age cracking should be identified, and then the methods to

eliminate or reduce the early cracking in concrete bridge decks and concrete overlays should be found.

The present research effort will provide WisDOT guidance in these efforts.

Successful completion of the proposed effort will provide WisDOT with better understanding of the

causes of concrete bridge deck early cracking and map cracking in concrete overlays. It will identify the

key factors which affect these types of cracking in Wisconsin practice. Finally, the completed research

will result in recommendations for concrete mixture design, construction practice and structural design to

eliminate or reduce the early cracking in concrete bridge deck and concrete overlay in Wisconsin.

IMPLEMENTATION

There are three immediate avenues for implementation of the information generated through the

completed research effort. First of all, the results are expected to provide suggestions with respect to

concrete mixture design to reduce early cracking. Secondly, the results can be used to identify the

construction practices that reduce the likelihood of early concrete cracking. Lastly, results of the research

effort will also support revisions to the WisDOT Construction and Materials Manual and the WisDOT

Bridge Manual.


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DETAILED WORK PLAN

The objectives of this research are to gain a better and more up-to-date understanding of early concrete

cracking on bridge decks and overlays; establish a database including bridge information, crack location,

concrete ingredients and properties, construction method, superstructure type, possible cause for the crack

and other relevant data for the selected bridges in the State; identify the key factors which cause early

concrete cracking in the practice in Wisconsin.

In order to achieve these objectives, the proposed research effort will generate the following

outcomes for WisDOT:

perform a literature review and generate a synthesis of other state DOTs practice and recentresearch in the area of early concrete deck cracking and map crack in overlay;

collect and review all available field documents of the bridges built in recent past in the Statewhich exhibit early concrete cracking problem;

observe the construction procedure of pouring concrete decks and overlay to identify constructiontechniques which may affect concrete cracking;

interview bridge engineers and construction engineers to understand the common design andconstruction methods in Wisconsin;

provide WisDOT an easily understood database with bridge information, location, contributingfactors, possible causes and other relevant data;

provide WisDOT with recommended changes to concrete mixture design, construction practiceand structural design to eliminate or reduce early concrete cracking;

provide WisDOT with recommendations with regard to potential Phase II field and/or laboratorystudies, and numerical and analytical modeling designed to quantify the reasons for early concrete

cracking.

In order to demonstrate these outcomes, the PIs propose to complete the following tasks during the

award period.

Task 1 Review State-of-the-Art and State-of-Practice

The research team will conduct an extensive review of available U.S. and international research findings,performance data and other information related to transverse cracks on concrete bridge decks and map

cracks on concrete overlays. This will include literature related to laboratory studies, field testing,

analytical and numerical models related to bridge deck cracking. A review of practice in other state

DOTs to eliminate or reduce bridge deck cracking will also be performed. Many State DOTs including

Pennsylvania (Spangler and Tikalsky 2006), South Carolina (Hussein 2006), Ohio (Miller et al. 2006),

Indiana (Frosch et al. 2002), Texas (Brown et al. 2001), New Jersey (Saadeghvaziri and Hadidi 2002),

Kansas (Browning and Darwin 2007; Lindquist et al. 2005) and Oregon (Books 2000) have performed

research on this topic. Currently, there are some other State DOTs including New York, New Jersey and

Indiana with research in progress to study bridge deck cracking. The research team will include their

findings in the review. This task will culminate with a synthesis of the review findings.

Task 2 Establishing a Database of the Bridges with Deck Cracking Problems in WisconsinThe research team will log into WisDOT Highway Structures Information System (HSI)

(https://trust.dot.state.wi.us/hsi/HSIController) to collect information for bridges in the State which

exhibit early concrete cracking problem. The field inspection reports of each bridge will be carefully

reviewed to identify the crack type, location, spacing and size. A tentative data sheet for each

investigated bridge is proposed as shown in Figure 6. Most of information required in this sheet can be

found in the HSI. The weather condition of construction period will be collected from the record of the

weather station close the bridge, which can be easily found in the National Climatic Data Center (NCDC)

website: http://www.ncdc.noaa.gov/oa/ncdc.html. The research team will also contact the bridge design


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engineers, construction engineers and maintenance teams in WisDOT to gather the information which is

not available in HIS, but is important for identifying the causes of cracking. The contributing factors for

concrete deck cracking will be grouped into three categories: material and mix design, construction

practices, and structural design factors. After collecting and reviewing the information from the HSI,

field trips will be made to the specific bridges to validate the findings from reviewing the documents.

This task will generate an easily understood database. The information in the database will be divided

into six major categories for each bridge. These are: general information, structural design information,material properties and mix design information, construction information, crack information, and possible

causes for the crack.

Task 3 Identifying Key Factors Affecting Early Concrete Deck Cracking

The research team will interview bridge engineers and construction engineers to understand the common

design and construction methods in Wisconsin. Several field trips will also be made to observe the

construction procedure for pouring concrete decks and overlay. The PIs will carefully study the

information collected in Task 2, the information obtained from the interview with engineers, and

information gleaned from the observation of construction. Emphasis will be put on comparing the

bridges with similar cracking patterns to find the common factors among them. All possible factors of

mixture design, construction procedure and structural design will be evaluated. The completion of this

task will generate a group of key factors which contribute to the early concrete deck cracking in the State.

Figure 6 Tentative bridge data sheet for this research.


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Task 4 Recommendations

Based on the results of Tasks 1 through 3, the research team will make recommendations with respect to

material and concrete mixture design, which includes but will not be limited to the selection of aggregate

size and content, cement type and content, W/C ratio, and admixtures to reduce the total shrinkage of

concrete. The recommendations will also be made for construction practice and structural design to avoid

possible adverse effects on concrete cracking.

The final step in the process will be to formulate recommendations with respect to moving ahead with

Phase II as envisioned in the RFP. It is impossible to fully predict the results of this research before it is

completed. However, the PIs envision that at least two types of experimental work need to be done to

verify the recommendations made by the work of Phase I. The first is a shrinkage test to make sure that

the concrete mixture recommended by Phase I does have smaller shrinkage compared with that of current

used mixture. A relatively large scale bridge deck specimen with different boundary conditions should be

tested to study the effect of different levels of constraint.

Although not required by the RFP, a simple finite element model was developed during the

preparation of this proposal to demonstrate the constraint effect on stress distribution in a concrete deck

when its volume is changed. A 100 in. 100 in. 10 in. concrete slab was modeled using ANSYSfinite element analysis software as shown in Figure 6(a). Since the software can not explicitly imposeexpansion or shrinkage strains to the model, a temperature load was applied to the concrete slab to

simulate the shrinkage. A coefficient of thermal expansion of 610-6 microstrain/oF was assigned toconcrete. A temperature change of 50 oF was applied to the model which corresponds to a shrinkage

strain of 300 microstrain. Two constraint situations were analyzed. The first one was that all nodes in the

bottom surface of the concrete slab were constrained in all direction, and the second one was that only x

and y directions were constrained. The principle stress contours on the bottom surface of these two cases

are shown in Figure 6 (b) and (c), respectively. It is obvious that the model with constraint in all direction

has the tendency to develop map cracks, especially in the corner areas (Figure 6(b)), while the model

without z direction constraint has the tendency to develop transverse cracks (Figure 6(c)). The model

with stronger constraint also develops much larger principle stress.

The PIs envision that it is necessary to develop a detailed 3D finite element model for a series of

typical bridges in Wisconsin to study concrete deck cracking behavior in a potential Phase II or III of this

research. The successful model can be used to predict the cracking in concrete bridge deck when it is

subjected shrinkage and thermal load at early age. Once the valid model is established, a parametric

study can be performed. The parameters which should be included in the parametric study are the degree

XZ

(a)

MX

XY

Z

x

z

(b)

MN

XY

Z

(c)x

z

Figure 6 Demonstration of constraint effect on stress distribution in concrete deck: (a) 3D finite

element model; (b) principle stress contour in the model with all direction constraint; (c)principle stress contour in the model with constraint in x and y directions.

xz

y

Possible

CracksPossible

Cracks


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of composite action between deck and girder, deck thickness, spacing between girders, girder support

condition, deck reinforcement, relative stiffness between deck and girder, and girder flange width.

Through parametric study, the key structural factors which affect concrete deck cracking will be

identified and recommendations can be made for bridge design and construction practice to reduce the

tendency of concrete deck cracking.

Another recommendation for Phase II/III of this research is to establish a simple analytical tool toestimate stresses in concrete deck. The finite element analysis is a very good method to simulate complex

structures and to do parametric study. However, it is not easy to use in everyday design work. Therefore,

the PIs suggest developing a simple analysis tool, e.g., equations, in Phase II/III to estimate the stress inconcrete deck due to shrinkage and thermal loading using solid mechanics theory. The strain in concrete

deck due to temperature change, T, can be calculated by Equation (1).

TT = (1)

where is the thermal expansion coefficient and Tis the change of temperature. The shrinkage strain,SH,t, in concrete can be estimated by using Equation 2 which is recommended by ACI Committee 209

(1998).

SHtSHt

t

+= )10780( 6, (2)

where t is time in days, and SHare curing condition factor and correction factor, respectively. Inorder to simplify the analysis, the shrinkage strain can be transferred to a temperature decrease, which is

equal to tSH, , and is added as a temperature load to model shrinkage. Besides the overall temperature

rise and drop, daily temperature and solar radiation will produce a temperature differential through the

section. AASHTO (1998) suggests a temperature gradient profile for concrete girder as shown in Figure

7. In this figure, the deck and girder can be separated to different layers due to temperature gradient. The

strain between different layers should be continuous, i.e., topibottomi ,1, += , to maintain a plane section.

With this compatibility condition and girder support condition, the stresses in the deck due to concrete

shrinkage and temperature change can be calculated as demonstrated by Hadidi and Saadenghvaziri

(2003). It can be anticipated that the results from theoretical equations will not be same as those in real

bridge. Therefore, the concrete deck stress results from theoretical equations should be compared to the

results of finite element model and experimental tests, which are assumed to be performed in Phase II of

the project, to obtain a correction factor.

T1T2

Temperaturegradient

Layer 1

Layer 2

Layer 3

Figure 7 Temperature gradient in concrete bridge deck and girder.

Task 5 Progress Reports and Final Report

The research team will provide a series of progress reports to WisDOT in order to keep all interested

parties informed and provide a mechanism for feedback as the research program is undertaken. It is

envisioned that the first of these reports will take place at the completion of Task 2. The second progress

report will made after the completion of Task 3. A final report will also be submitted to the Wisconsin

Highway Research Program for distribution through their research library. It is also expected that the


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researchers will present their findings periodically at annual meetings of the Transportation Research

Board.

WORK TIME SCHEDULE

A tentative schedule has been developed for the proposed research effort. It includes the five tasks

discussed earlier in the detailed work plan:

Task 1 Review of State-Of-The-Art and State-Of-Practice

Task 2 Establishing a Database of the Bridges with Deck Cracking Problems in Wisconsin

Task 3 Identifying Key Factors Affecting Early Concrete Deck Cracking

Task 4 Recommendations

Task 5 Progress Reports and Final Report

A timeline for completion of each task is given in Table 1. It should be noted that Task 5 in the figure is

defined as a final report even though its description given previously involved progress reports that are to

be generated throughout the research effort.

Table 1: Phasing of Tasks during FY 2008-09.

Task Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep1

2

Progress Report 1

3

Progress Report 2

4

5

REPORTS

Report will be submitted to WisDOT in September 2009. WisDOT will be informed of all activities on a

regular cycle from the start of the project to completion through the Wisconsin Highway Research

Program quarterly reporting mechanism. Other details regarding reporting were described in the

Detailed Work Plan section of the proposal.

BUDGET REQUIREMENTS

A detailed budget for the proposed effort is given in Appendix A. PI and co-PI time is included in the

budget for planning and execution of the project. Stipend for one graduate research assistant to aid in

executing the project is requested. This individual will conduct the literature review, collect data of the

bridge and assemble the database under the supervision of the PI and co-PI.

QUALIFICATIONS OF RESEARCH TEAM

Baolin Wan, Ph.D. Assistant Professor of Civil Engineering

Dr. Wan has extensive research experience on the cracking development and propagation in Fiber

Reinforced Polymer (FRP) retrofitted concrete members. Such experience will help him study thecracking in concrete deck and overlay of this project. He teaches the civil engineering materials and

concrete design classes at Marquette University since 2004, and understands the properties of concrete

and design philosophies of concrete structures. He is working with Dr. Foley on two WisDOT sponsored

projects:In-Situ Monitoring and Testing of IBRC Bridges in Wisconsin (Project ID: 0092-05-02) andFatigue Risks in the Connection of Sign Support Structures (Project ID: 0092-08-14).


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Christopher M. Foley, Ph.D., P.E. Associate Professor of Civil EngineeringDr. Foley has been a member of the MU Faculty for 11 years and is involved in teaching and research

activities in the area of structural engineering. He recently completed a WisDOT-sponsored effort

evaluating structural performance of full-span overhead sign structures and high-mast luminaire supports

(Foley, et al2003) and is working with Baolin Wan on Phase 1 of a recently awarded WHRP effort. Thisresearch effort involved many aspects that are integral to the proposed research effort and his experience

will ensure success of the present effort. Dr. Foley is currently working with Dr. Wan on a long-termmonitoring effort of two Wisconsin IBRC bridges.

FACILITIES AVAILABLE

Marquette Universitys College of Engineering and Department of Civil & Environmental Engineering

have a full complement of computational resources (including finite element analysis software ANSYS,

MathCAD, and Matlab) that can be devoted as required to the current effort. Raynor Library facilities at

MU are state-of-the-art and the library staff is capable of aiding the researchers in obtaining virtually any

document related to the present research effort.

REFERENCES CITED

American Association of State Highway and Transportation Officials (AASHTO) (1998). AASHTO

LRFD Bridge Design Specification, 2ndEdition, Washington, D.C.American Concrete Institute (ACI) Committee 209 (1998). Prediction of Creep, Shrinkage, and

Temperature Effects in Concrete Structures, Detroit, Michigan.

Brooks, E.W. (2000). Polypropylene Fiber Reinforced Microsilica Concrete Bridge Deck Overlay atLink River Bridge, OR-EF-00-11, Oregon Department of Transportation, Salem, Oregon.

Brown, M.D., Sellers, G., Folliard, K. and Fowler, D. (2001). Restrained Shrinkage Cracking of

Concrete Bridge Decks: State-of-the-Art Review, FHWA/TX-0-4098-1, Texas Department ofTransportation, Austin, TX.

Browning, J. and Darwin, D. (2007). Specifications to Reduce Bridge Deck Cracking, HPC BridgeViews, Issue No. 46.

Camisa, S.J., Tepke, D.G., Schokker, A.J. and Tikalsky, P.J. (2004). Reduction of Early-Age Cracking of

a Concrete Bridge Deck, Proceedings of the 2004 Concrete Bridge Conference, CD-ROM..

Folliard, K., Smith, C., Sellers, G., Brown, M.D. and Breen, J.E. (2003). Evaluation of AlternativeMaterials to Control Drying-Shrinkage Cracking in Concrete Bridge Decks, FHWA/TX-04/0-4098-4, Texas Department of Transportation, Austin, TX.

Frosch, R.J., Blackman, D.T. and Radabaugh, R.D. (2002). Investigation of Bridge Deck Cracking in

Various Bridge Superstructure Systems, FHWA/IN/JTRP-2002/25, Indiana Department ofTransportation, Indianapolis, IN.

Hadidi, R. and Saadeghvaziri, M.A. (2003). Practical Tool to Accurately Estimate Tensile Stresses inConcrete Bridge Decks to Control Transverse Cracking, Practice Periodical on Structural Designand Construction, Vol. 8, No. 2, pp. 74-82.

Hadidi, R. and Saadeghvaziri, M.A. (2005). Transverse Cracking of Concrete Bridge Decks: State-of-the-Art, Journal of Bridge Engineering, Vol. 10, No. 5, pp. 503-510.

He, Z., Zhou, X. and Li, L. (2004). New Experimental Method for Studying Early-Age Cracking of

Cement-Based Materials, ACI Materials Journal, Vol. 101, No. 1, pp. 50-56.Hossain, A.B. and Weiss, J. (2006). The Role of Specimen Geometry and Boundary Conditions on Stress

Development and Cracking in the Restrained Ring Test, Cement and Concrete Research, Vol. 36,No. 1, pp. 189-199.

Hussein, A.A. (2006). Early Age Cracking in South Carolinas Bridge Decks, HPC Bridge Views, IssueNo. 45.

Kosmatka S.H., Kerkhoff, B. and Panarese, W.C. (2002). Design and Control of Concrete Mixtures, 14 th

Edition, Portland Cement Association, Skokie, Illinois.


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Krauss, P.D. and Rogalla, E.A. (1996). Transverse Cracking in Newly Constructed Bridge Decks,

NCHRP Report 380, Transportation Research Board, National Research Council, Washington,

D.C.

Lindquist, W.D., Darwin, D. and Browning, J. (2005). Cracking and Chloride Content in ReinforcedConcrete Bridge Decks, SM Report No. 78, University of Kansas Center for Research, Lawrence,Kansas.

Lwin, M.M. and Russell, H.G. (2006). Reducing Cracks in Concrete Bridge Decks, HPC Bridge Views,Issue No. 45.

Miller, R., Mirmiran A., Ganesh, P. and Saproo, M. (2006). Transverse Cracking of High PerformanceConcrete Bridge Decks After One Season or 6 to 8 Months, FHWA/OH-2006/6, Ohio Departmentof Transportation, Columbus, OH.

Petrou, M.F., Harries, K.A. and Schroeder, G.E. (2001). Field Investigation of High-PerformanceConcrete Bridge Decks in South Carolina, Transportation Research Record No. 1770, pp. 12-19.

Ramey, G.E., Wolff, A.R. and Wright, R.L. (1997). Structural Design Actions to Mitigate Bridge DeckCracking, Practice Periodical on Structural Design and Construction, Vol. 2, No. 3, pp. 118-124.

Russell, H.G. (2004). Concrete Bridge Deck Performance: A Synthesis of Highway Practice, NCHRP

Synthesis 333, Transportation Research Board, National Research Council, Washington, D.C.Saadeghvaziri, M.A. and Hadidi, R. (2002). Cause and Control of Transverse Cracking in Concrete

Bridge Decks, FHWA-NJ-2002-019, New Jersey Department o f Transportation, Trenton, NJ.Saadeghvaziri, M.A. and Hadidi, R. (2005). Transverse Cracking of Concrete Bridge Decks: Effects of

Design Factors, Journal of Bridge Engineering, Vol. 10, No. 5, pp. 511-519.

Sant, G., Lura, P. and Weiss, J. (2006). Measurement of Volume Change in Cementitious Materials atEarly Ages Review of Testing Protocols and Interpretation of Results, Transportation ResearchRecord No. 1979, pp. 21-29.

Spangler, B. and Tikalsky, P.J. (2006). Mitigating Deck Cracking in Pennsylvania, HPC Bridge Views,Issue No. 45.

Wongtanakitcharoen, T. and Naaman A.E. (2005). Unrestrained Early Age Shrinkage of Concrete withPolypropylene, PVA, and Carbon Fibers, Materials and Structures, Vol. 40, No. 3, pp. 289-300.

Yun, K.K., Kim, K.H., Jeong, W.K. and Kim, S.K. (2007). Causes and Prevention of Bridge Deck

Overlay Cracking with Very-Early Strength Latex-Modified Concrete, Transportation Research

Board Annual Meeting 2007, Paper 07-0318.


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Appendix B Vitaes for Key Personnel

Baolin Wan, Ph.D

Assistant Professor

Department of Civil and Environmental Engineering


Haggerty Hall 2641515 W. Wisconsin Avenue

Milwaukee, WI 53233

Email: [email protected]

EDUCATIONDoctor of Philosophy (Ph.D.), 2002, University of South Carolina, Columbia, SC

Master of Science (M.S.), 1999, University of South Carolina, Columbia, SC

Bachelor of Engineering (B.E.), 1996, Tsinghua University, Beijing, China

PROFESSIONAL EXPERIENCE

2004-current Assistant Professor, Marquette University

2003-2004 Post Doctor Fellow, University of South Carolina1997-2003 Research Assistant, University of South Carolina

1997-1999 Teaching Assistant, University of South Carolina

1995-1997 Research Assistant, TsinghuaUniversity

PROFESSIONAL AFFILIATIONAmerican Concrete Institute (ACI) Member of Committee 440

American Society of Civil Engineers (ASCE)

International Institute for FRP in Construction (IIFC)

Precast/Prestressed Concrete Institute (PCI)

PUBLICATIONS:REFEREED JOURNALS

Ouyang, Z. and Wan, B., 2008. Modeling of Moisture Diffusion in FRP Strengthened Concrete

Specimens,ASCE Journal of Composites for Construction, (accepted).

Ouyang, Z. and Wan, B., 2008. Experimental and Numerical Study of Moisture Effects on the Bond

Fracture Energy of FRP/Concrete Joints,Journal of Reinforced Plastics and Composites, Vol. 27, No. 2,p205-223.

Wan, B., Petrou, M.F. and Harries, K.A., 2006. Effect of the Presence of Water on the Durability of

Bond Between CFRP and Concrete, Journal of Reinforced Plastics and Composites, Vol. 25, No. 8,p875-890.

Coogler, K., Harries, K.A., Wan, B., Rizos, D.C. and Petrou M.F., 2005. Critical Evaluation of StrainMeasurements in Glass Fiber-Reinforced Polymer Bridge Decks, ASCE Journal of Bridge Engineering,

Vol. 10, No. 6, November/December, 2005, p704-712.

Wan, B., Rizos, D.C., Petrou, M.F. and Harries, K.A., 2005. Computer Simulations and Parametric

Studies of GFRP Bridge Deck Systems, Composite Structures, Vol. 69, No. 1, June 2005, p103-115.


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Wan, B., Sutton, M., Petrou, M.F., Harries, K.A. and Li, N., 2004. Investigation of Bond between FRP

and Concrete Undergoing Global Mixed Mode I/II Loading, ASCE Journal of Engineering Mechanics,

Vol. 130, December 2004, pp 1467-1475.

Wan, B., Harries, K.A. and Petrou, M.F., 2002. Transfer Length of Strands in Prestressed Concrete Piles,

ACI Structural Journal, Vol. 99, No.5, September-October 2002, p577-585.

Wan, B., Petrou, M.F., Harries, K.A. and Hussein, A.A., 2002. Top Bar Effect in Prestressed Concrete

Piles,ACI Structural Journal, Vol. 99, No.2, March-April 2002, p208-214.

Petrou, M.F., Wan, B., Joiner, W.S., Trezos, C.G. and Harries, K.A., 2000. Excessive Strand End Slip in

Prestessed Piles,ACI Structural Journal, Vol. 97, No.5, September-October 2000, p774-782.

Petrou, M.F., Wan, B., Gadala-Maria, F., Kolli, V.G. and Harries, K.A., 2000. Influence of Mortar

Rheology on Aggregate Settlement,ACI Materials Journal, Vol. 97, No.4, July-August 2000, p479-485.

PUBLICATIONS:REFEREED CONFERENCES

Foley, C.M., Wan, B. and Liu, J., 2008. Wheel Load Distribution in Concrete Bridge Decks with FRPStay-In-Place Forms, Special technical session on FRP Stay-in-Place Forms for Concrete Structures: Research Activities, Case Studies, and Field Applications at the ACI Spring 2008 Convention, Los

Angeles, CA, March 30-April 3, 2008, (accepted).

Ouyang, Z. and Wan, B., 2007. Analytical Solution of Bond Behavior in Moist Environments for FRP-

Concrete Joints under Peel Loading, Asia-Pacific Conference on FRP in Structures (APFIS 2007), HongKong, China, December 12-14, 2007, p907-912.

Ouyang, Z. and Wan, B., 2007. Bond Interface Region Relative Humidity (IRRH) Modeling for FRP

Bonded Concrete Specimen, The 8th International Symposium on Fiber Reinforced Polymer

Reinforcement for Concrete Structures (FRPRCS-8), Patras, Greece, July 16-18, 2007.

Dai, J., Yokota, H., Ueda, T. and Wan, B., 2007. Coupled Bending and Dowel Actions Influence the

Interface Bond Fracture in RC Beams Strengthened with FRP Sheets in Flexure: an experimental

investigation, The 6th International Conference on Fracture Mechanics of Concrete and Concrete

Structures (FraMCoS-6), Catania, ITALY, June 17-22, 2007, p1149-1156.

Wan, B., Foley, C.M., and Martin, K., 2007. Freeze-Thaw Cycling Effects on Shear Transfer between

FRP Stay-in-Place Formwork and Concrete, The Third International Conference on Durability & Field Applications of Fiber Reinforced Polymer (FRP) Composites for Construction, CDCC 2007, Quebec

City, Canada, May 22-24, 2007, p227-234.

Ouyang, Z. and Wan, B., 2007. Modeling the Deterioration of Bond between FRP and Concrete due to

Moisture Attack, The Third International Conference on Durability & Field Applications of FiberReinforced Polymer (FRP) Composites for Construction, CDCC 2007, Quebec City, Canada, May 22-24,

2007, p135-142.

Wan, B. and Ouyang, Z., 2006. Finite Element Analysis of FRP Debonding from Concrete Undergoing

Global Mixed Mode I/II Loading, The Third International Conference on FRP Composites in CivilEngineering (CICE 2006), Miami, U.S., December 13-15, 2006, p433-436.


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Ouyang, Z. and Wan, B., 2006. Deterioration Mechanism of Bond between CFRP Plate and Concrete in

Moisture Environment, The Third International Conference on FRP Composites in Civil Engineering(CICE 2006), Miami , U.S., December 13-15, 2006, p263-266.

Ouyang, Z. and Wan, B., 2006. Numerical Simulation of Bond Deterioration between CFRP Plate and

Concrete in Moisture Environment, The Third International Conference on FRP Composites in Civil

Engineering (CICE 2006), Miami , U.S., December 13-15, 2006, p395-398.

Wan, B., Harries, K.A., Petrou, M.F. Sutton, M.A. and Li, N., 2003. Experimental Investigation of Bond

Between FRP and Concrete, Proceedings of 2003 SEM Annual Conference, Charlotte, June 2-4, 2003,CD-ROM.

Wan, B., Petrou, M.F., Harries, K.A., Sutton, M.A. and Yang, B., 2002. Experimental Investigation of

Bond between FRP and Concrete, Proceedings of the Third International Conference on Composites inInfrastructure, San Francisco, California, June 10-13, 2002, CD-ROM.

PUBLICATIONS:NON-REFEREED CONFERENCES,INTERNET JOURNAL AND REPORTS

Ouyang, Z. and Wan, B., 2006. Bond Deterioration between CFRP Plate and Concrete after Exposure toMoisture, 2006 International Symposium on Safety Science and Technology (2006 ISSST) , Changsha,China, October 24-27, 2006, p2384-2388.

Ouyang, Z. and Wan, B., 2006. Two Dimensional Moisture Diffusion in FRP Bonded Concrete Beam,

2006 International Symposium on Safety Science and Technology (2006 ISSST) , Changsha, China,October 24-27, 2006, p2389-2396.

Turner, M.K., Harries, K.A., Petrou, M.F., Rizos, D. and Wan, B., 2003. In-Situ Evaluation ofDemonstration GFRP Bridge Deck System Installed on South Carolina Route S655, University of SouthCarolina, Department of Civil and Environmental Engineering Report No. ST 03-02, 180 pp.

Sutton, M.A., Wan, B., Petrou, M.F., and Harries, K.A., 2002. Two-Dimensional Computer Vision toInvestigate FRP-Concrete Bond Toughness, Advanced Measurement Methods, Volume 1, May 2002,http://www.sem.org/SEMNanoMat/index.asp.

Petrou M.F., Wan, B. and Harries, K.A., 2000. Continued Investigation of Strand Slippage in Prestressed Concrete Piles, Volume I, Experimental Investigation of Strand End Slip in PrestressedConcrete Piles, FHWA/SCDOT Report No. FHWA-SC-00-07, December 2000.


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Christopher M. Foley, Ph.D., P.E.

Associate Professor

Department of Civil and Environmental Engineering


Haggerty Hall 267

1515 W. Wisconsin Avenue

Milwaukee, WI 53233

Email: [email protected]

EDUCATION

B.S.C.E. 1986 Marquette University

M.S. 1989 Marquette University

Ph.D. 1996 Marquette University

PROFESSIONAL EXPERIENCE (1993PRESENT)Aug. 2002 Present Associate Professor (with Tenure), Marquette University

Aug. 2004 May 2005 Visiting Associate Professor University of Wisconsin Madison

Nov. 2000 Present Adjunct Member of Graduate Faculty, The University of Memphis

Jan. 1996 Aug. 2002 Assistant Professor, Marquette University

Sept. 1994 - Jan. 1996 Struct. Engineer - Project Engineer, Pujara, Wirth, Torke, Inc.

Aug. 1993 - Aug. 1994 John P. Raynor Fellow, Marquette UniversityMay 1993 - Aug. 1993 Struct. Engin. - Project Engineer, Pujara, Wirth, Torke, Inc.

Aug. 1992 - May 1993 Arthur J. Schmitt Fellow, Marquette University

PROFESSIONAL AFFILIATIONSAmerican Society of Civil Engineers (ASCE) Structural Engineering Institute

Technical Committee on Optimal Structural Design (Chair)

Technical Administrative Committee Analysis and Computation

American Institute of Steel Construction (AISC)

Member of Committee on Research

Specification Task Committee 6 Connections

HSS Subcommittee

Structural Stability Research Council (SSRC)

COURSES TAUGHT:

Graduate/Undergraduate Level: Matrix Structural Analysis, Bridge Design

Graduate Level: Structural Engineering for Natural Hazard Mitigation, Nonlinear Structural

Analysis

SELECTED PUBLICATIONS:

Book Chapters

2007 Foley, C.M. Structural Optimization Using Evolutionary Computation, Optimization of Structural andMechanical Systems, Arora, J.S., Ed., World Scientific, pp. 59-120.

2002 Foley, C.M. Optimized Performance-Based Design for Buildings, Chapter 8 inRecent Advances in

Optimal Structural Design, Burns, S.A., Ed., ASCE/SEI Technical Committee on Optimal Structural

Design, American Society of Civil Engineers, Reston, VA, pp. 169-240.Peer Reviewed Journal Publications

2008 Foley, C.M., Schneeman, C., Barnes, K. Quantifying and Enhancing Robustness in Steel Structures: Part

1 Moment-Resisting Frames,Engineering Journal, American Institute of Steel Construction, Chicago,

IL (at press).

2008 Foley, C.M., Barnes, K., Schneeman, C. Quantifying and Enhancing Robustness in Steel Structures: Part

2 Floor Framing Systems,Engineering Journal, American Institute of Steel Construction, Chicago, IL

(at press).


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2007 Rojas, H., Pezeshk, S., Foley, C.M. Performance-Based Optimization Considering Both Structural and

Nonstructural Components,Earthquake Spectra, Earthquake Engineering Research Institute, Vol. 23, No.3, pp. 685-709.

2007 Corliss, G., Foley, C.M., Kearfott, R.B., Formulation for Reliable Analysis of Structural Frames,

Reliable Computing, Vol. 13, No. 2, Kluwer Academic Publishers, pp. 125-147.

2007 Foley, C.M., Pezeshk, S., Alimoradi, A., Probabilistic Performance-Based Optimal Design of Steel

Moment-Resisting Frames: Part 1 Formulation,Journal of Structural Engineering, (at press).

2007 Alimoradi, A., Pezeshk, S., Foley, C.M., Probabilistic Performance-Based Optimal Design of Steel

Moment-Resisting Frames: Part 2 Applications,Journal of Structural Engineering, (at press).

2006 Foley, C.M., Schaad, J., Discussion of Flexible Moment Connections for Unbraced Frames Subjected to

Lateral Forces A Return to Simplicity,Engineering Journal, American Institute of Steel Construction,

Third Quarter, pp. 227-229.

2007 Alimoradi, A., Pezeshk, S., Foley, C.M. Evolutionary Seismic Design for Optimal Performance,

Intelligent Computational Paradigms in Earthquake Engineering, Lagaros, N.D., Tsompanakis, Y., Eds.,

Idea Group Publishing, Hershey, PA, pp. 42-58.

2006 Foley, C.M., Peronto, J.L., Fournelle, R.A., Fatigue Life Prediction and Variability of New and Existing

Welded CHS Y-Joints,Engineering Journal, American Institute of Steel Construction, First Quarter, Vol.

43, No. 1, pp. 57-80.

2003 Foley, C.M. and Schinler, D. Automated Design of Steel Frames Using Advanced Analysis and Object-

Oriented Evolutionary Computation,Journal of Structural Engineering, Vol. 129, No. 5, pp. 648-660.

2001 Foley, C.M. Advanced Analysis of Steel Frames Using Parallel Processing and Vectorization Computer-

Aided Civil & Infrastructure Engineering, Blackwell Publishers, Vol. 16, No. 5, pp. 305-325.

1999 Foley, C.M. and Vinnakota, S., Inelastic Behavior of Multistory Partially Restrained Steel Frames - Part

IJournal of Structural Engineering, ASCE, 125 (8) pp. 854-861.

1999 Foley, C.M. and Vinnakota, S., Inelastic Behavior of Multistory Partially Restrained Steel Frames - Part

IIJournal of Structural Engineering, ASCE, 125 (8) pp. 862-869.

1999 Foley, C.M. and Buckhouse, E. Method to Increase the Capacity and Stiffness of Reinforced Concrete

BeamsPractice Periodical on Structural Design and Construction, ASCE, Vol. 4, No. 1, February, pp.36-42.

Refereed Conference Publications2007 Wan, B., Foley, C.M., Martin, K. Freeze-Thaw Cycling Effects on Shear Transfer Between FRP Stay-In-

Place Formwork and Concrete,Proceedings of the Third International Conference on Durability andField Applications of Fiber-Reinforce-Polymer (FRP) Composites for Construction (CDCC-2007), Quebec

City, Quebec (accepted for presentation and at press).

2006 Foley, C.M., Schneeman, C.L., Martin, K. Quantifying Inherent Robustness in Structural Steel Framing

Systems, Invited Paper, Advances in Engineering Structures, Mechanics, and Construction, Proceedingsof an International Conference on Advances in Engineering Structures, Mechanics, and Construction,

Pandey, M., Xie, W.-C., Xu, L., Eds, Waterloo, ONT, Canada, Springer, The Netherlands, pp. 239-254.

2004 Corliss, G., Foley, C.M., Kearfott, R.B. Formulation for Reliable Analysis of Structural Frames,

Proceedings of NSF Workshop on Reliable Engineering Computing, September 15-17, Savannah, GA, pp.81-102.

2004 Foley, C.M. and Lucas, W.K., Optimal Selection and Design of Composite Steel Floor Systems

Considering Vibration, 2004 ASCE Structures Congress, Nashville, TN (CD-ROM).

2004 Alimoradi, A., S. Pezeshk, and C.M. Foley. Automated Performance-Based Design of Steel Frames,

2004 ASCE Structures Congress, Nashville, TN (CD-ROM).

2004 Alimoradi, A., S. Pezeshk, and C.M. Foley. Identification of Input Ground Motion Records for Seismic

Design Using Neuro-Fuzzy Pattern Recognition and Genetic Algorithms, 2004 ASCE Structures


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Congress, Nashville, TN (CD-ROM).

2003 Foley, C.M., Pezeshk, S., Alimoradi, A., State-of-the-Art in Performance-Based Design Optimization,

Proceedings of the 2003 Structures Congress and Exposition, Seattle, WA, May 29-31, CD-ROM

(abstract).

2003 Foley, C.M., Lucas, W., Automated and Optimized Performance-Based Design of Steel Floor Framing

Systems, Proceedings of the 2003 Structures Congress and Exposition, Seattle, WA, May 29-31, CD-

ROM (abstract).

2002 Foley, C.M. and Ginal, S.J. Fatigue Evaluation of Full-Span VMS/CMS Support Structures Subjected to

Simulated Truck-Induced Gusts and Natural Wind Turbulence, Invited Paper (ASCE Committee on

Fatigue and Fracture), Proceedings of the 2002 Structures Congress and Exposition, Denver, CO, April

4-6, CD-ROM (abstract).

2001 Domblesky, J. and Foley, C.M. A Model for Active and Inter-Disciplinary Learning in Upper-LevelEngineering Courses, 2001 North Midwest Section Annual Conference, American Society for Engineering

Education, University of North Dakota.

2001 Foley, C.M. and Schinler, D. Optimized Design of Partially Restrained Frames Using DistributedPlasticity, Invited Paper (ASCE Committee on Methods of Analysis), 2001 Structures Congress -

ASCE, Washington, DC, CD-ROM (full paper).

2001 Schinler, D. and Foley, C.M. An Object-Oriented Evolutionary Algorithm for Automated Advanced

Analysis Based Design,Proceedings of Bird-of-a-Feather Workshop on Optimal Structural Design UsingGenetic and Evolutionary Computation, 2001 Genetic and Evolutionary Computation Conference (GECCO

2001), San Francisco, CA, July 7, pp. 73-78.

1999 Voss, M.S., Foley, C.M. Evolutionary Algorithm for Structural Optimization,Proceedings: 1999

Genetic and Evolutionary Computation Conference, July 13-19, Orlando, FL, American Association ofArtificial Intelligence, pp. 678-685.

1999 Voss, M.S., Foley, C.M. The (,,,) Distribution: A Selection Scheme for Ranked Populations,Proceedings: 1999 Genetic an d Evolutionary Computation Conference - Late Breaking Papers, July 13-19, Orlando, FL, pp. 284-291.

1998 Vinnakota, S. and Foley, C.M. Second-Order Elasto-Plastic Analysis of Steel Frames - Review andComments,Proceedings 1998 Annual Technical Session and Meeting, Structural Stability ResearchCouncil, Atlanta, GA, September 21-23, pp. 267-278.

1998 Foley, C.M. and Gillis, K. Evaluation of Overstrength for Partially Restrained Unbraced Steel Frames,

Frames with Partially Restrained Connections, Ricles, J., Bjorhovde, R., Iwankiw, N., Eds. WorkshopProceedings, Structural Stability Research Council, Atlanta, GA, September 23, pp. 127-142.

1994 Foley, C.M. and Vinnakota, S., "Non-Linear Analysis of Structural Frameworks Using Supercomputing

Techniques",Proceedings of the First Congress on Computing in Civil Engineering, Washington, D.C.,

June 20-22, pp. 2058-2065.

Conference and Other Presentations

2006 Foley, C.M. (2006) A Bridge on the Verge: What Happened to the Hoan Bridge?,Institute ofTransportation Engineers MU Student Chapter, Lunch-Time Seminar, February 23.

2006 Foley, C.M., Wan, B. (2006) Field Instrumentation and Long-Term Monitoring of FRP Highway Bridgesin Wisconsin, University of Wisconsin at Madison, July 10.

2006 Foley, C.M. and Schaad, J. Manual and Inelastic-Analysis Based Design of Partially-Restrained Frames

Using the 2005 AISC Specifications,Proceedings of the 2006 ASCE-SEI Structures Congress, St. Louis,MO, American Society of Civil Engineers, (CD-ROM).

2006 Foley, C.M., Wan, B., Schneeman, C.L., Martin, K. Field Instrumentation and Long-Term Monitoring of

FRP Highway Bridges in WisconsinProceedings of the 2006 ASCE-SEI Structures Congress, St. Louis,

MO, American Society of Civil Engineers, (no paper submitted for CD-ROM).


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2006 Martin, K.E., Schneeman, C.L., Foley, C.M. Innovative Bridges in Wisconsin: Design, Long-Term

Monitoring, and Load Testing, ACI Wisconsin Dinner Meeting, April 20.

2005 Foley, C.M., and Schaad, J. Two-Way Steel Floor System Using Open-Web Joists, Steel Joist Institute

Research Committee, Milwaukee, WI, August 30, 2005.

2005 Foley, C.M., Peronto, J.L., Ginal, S.J., Fatigue Life Prediction of Full-Span Sign and High-Mast

Luminaire Support Structures, 84th TRB Annual Meeting Session 724, National Academies,

Washington, D.C., January 12.

2004 Foley, C.M.,Fatigue-Life Prediction of Full-Span Overhead Sign and High-Mast Luminaire Support

Structures, Civil & Environmental Engineering Seminar, University of Wisconsin at Madison, November

4.

2004 Corliss, G., Foley, C.M., Kearfott, R.B., Formulation for Reliable Analysis of Structural Frames,

Computing and Software, McMaster University, Hamilton, ONT, December 6.

2004 Foley,C.M., Alimoradi, A. and Pezeshk, S., Probabilistic Performance-Based Design Using GA-Based

Nonlinear Response Optimization, 13th World Conference on Earthquake Engineering, Vancouver, B.C.

Poster Presentation.

2003 Pezeshk, S., C.M. Foley, and A. Alimoradi. Optimized Performance-Based Seismic Design of Hybrid

Structural Steel Systems Using Genetic Algorithms, Seventh U.S. National Conference on Earthquake

Engineering(7NCEE), Boston, Massachusetts, July 21-25, Poster Presentation.

2003 Brower, W.E. and Foley, C.M. The Hoan Bridge An Interdisciplinary Dialogue on Steel Bridge Design

and Materials Selection,Department of Mechanical and Industrial Engineering Seminar Series, Marquette

University, April 24.

2002 Foley, C.M. and Brower, W. The Hoan Bridge An Interdisciplinary Dialogue on Steel Bridge Design and

Materials Selection,ASM International Milwaukee Chapter, November Meeting, November 12.

2002 Foley, C.M. Evolutionary Computation in Civil/Structural Engineering: A Look Forward and a Look

Backward, Special 2-Hour Short Course, Johns Hopkins University, Department of Civil &Environmental Engineering, September 26.

2002 Foley, C.M. and Ginal, S.J. Fatigue Performance of Highway Sign Bridges and High-Mast Luminaire

Supports, ASCE Wisconsin Section, 2002 Spring Technical Conference, Olympia Resort, Oconomowoc,

WI.

Research Reports

2006 Foley, C.M. Martin, K., Schneeman, C.Robustness in Structural Steel Framing Systems, Draft ResearchReport, American Institute of Steel Construction, Chicago, IL, 266 pages.

2004 Foley, C.M., Ginal, S.J., Peronto, J.L., Fournelle, R.A. (2003) Structural Analysis of Sign BridgeStructures and Luminaire Supports, Project 0092-00-0016, Wisconsin Department of Transportation, (final

report available at www.eng.mu.edu/foleyc and www.whrp.org).

2002 Foley, C.M., Schinler, D., Voss, M.S. Optimized Design of Fully and Partially Restrained Steel Frames

Using Advanced Analysis and Object-Oriented Evolutionary Computation, Technical Report Submitted to

the National Science Foundation, Award Number CMS-9813216, December, 189 pages

(www.eng.mu.edu/foleyc).

1998 Foley, C.M. and Buckhouse, E., Strengthening Existing Reinforced Concrete Beams for Flexure Using

Bolted External Structural Steel Channels, Research Report No: MUST-98-1, Department of Civil &

Environmental Engineering, Marquette University, January. Report submitted to Rawl Plug Company,

New Rochelle, NY and the Wisconsin Society of Steel Fabricators, 77 pages.

Documents

Bridge Cracking Model Lings