However, research on SCCFST beams externally retrofitted by bolted steel plates has seldom been explored in the literature. Self-compacting concrete-filled steel tube (SCCFST) beams, similar to other structural members, necessitate retrofitting for many causes. The paper also outlines pathways for further research and considerations for developing design frameworks. Durability, cost and sustainability of these materials are also discussed. The study revealed that bio-based FRPs could effectively strengthen concrete beams and columns. The effects of various bio-based FRP materials used to strengthen various concrete members considering different FRP fabrication techniques and FRP configurations are presented. Analysis and visualization of research output per year and region, re-occurring keywords, co-authorship network and document co-citation networks are presented. Eighty-seven experimental studies retrieved from Scopus and Google scholar databases were considered for this study. Through a bibliometric and systematic literature review, this article reports on research on the use of bio-based FRP materials comprising of either natural fibres or biopolymers as external reinforcement for concrete structures. Increased global awareness of environmental protection needs and recent legislation have propelled researchers to develop more environmentally friendly FRP materials to be used in place of synthetic FRP materials. The ACI approach produced comparable results to the FEM and can be effectively and conveniently used in design.įibre-reinforced polymer (FRP) laminates/sheets have been used to retrofit concrete structures. The FRP strength was underutilized in the section selected herein, which could be addressed through decrease of the amount of FRP and prestressing steel used, thereby increasing the section ductility. Results showed that FRP wrapping can significantly benefit concrete bridge girders in terms of flexure/shear capacity increase, deflection reduction, and crack control. Both flexural and shear FRP applications, including vertical and inclined shear strengthening, were examined. In this paper, a common AASHTO type prestressed concrete bridge girder with FRP wrapping was analyzed using the ANSYS FEM software and the ACI analytical approach. The differences in flexural versus shear FRP strengthening and comparison with available design guidelines are also beneficial to design professionals. The behavior of FRP strengthened concrete bridge girders, including failure modes, failure loads, and deflections, can be determined using an analytical finite element modeling approach, as outlined in this paper. Findings from this research would further improve the practice of cracking measurement based on the new AASHTO PP67-10 protocol.Fiber-reinforced polymers (FRP) are being increasingly used for the repair and strengthening of deteriorated or unsafe concrete structures, including structurally deficient concrete highway bridges. This study provides insight into how to derive reliable and consistent cracking data from 3D images. Based on the cracking skeleton and contour, an orthogonal projection method is developed in this study to calculate the continuous cracking width for each pixel along the cracking skeleton. Methods are introduced and demonstrated effective at extracting the desirable cracking skeleton, which is used for accurate cracking length measurement. In this research, a rigorous methodological framework for accurate cracking length and width measurement is developed. Although the AASHTO PP67-10 protocol specifies new requirements for automated cracking measurement, cracking quantification remains immature in current practice, which affects the reliability of pavement maintenance and design modeling. Nonetheless, rare effort has been dedicated to rigorous cracking length and width measurement, which has slowed the progress of cracking measurement. In recent years, accurate cracking map can be derived in a consistent manner with the advance of the three-dimensional (3D) data collection systems. However, due to limitations in pavement data collection technology and vague protocols, cracking length and width were mostly estimated or simply summed or averaged instead of accurately measured over the past two decades. For a majority of the highway agencies, the cracking width and length are the two most important indicators representing severity and extent of cracking, respectively. Quantification of cracking is crucial to assessing overall cracking condition, monitoring cracking propagation, and other pavement design and managerial decision-making purposes.
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