Prestressed beams have been a popular beam of choice for building highway bridges in the Midwest since the early 1960s. Although these beam types are economical and are proven to carry traffic loads well, they are starting to show signs of distress, mostly from corrosion of the steel reinforcement that is caused by moisture contaminated with salt and chlorides. Salt used for deicing roadways causes chlorides to penetrate the beams and cause the steel reinforcement and prestressing strands to corrode. Some states use pre-stressed box beams because of their efficient cross section and small beam depth to span ratio. Today, many of these structures are reaching the end of their service life, mainly because of corrosion of the steel reinforcement. In the harsh environment of the Midwest, where bridges are exposed to many freeze thaw cycles and deicing salts it would be beneficial to have a bridge structure free from corrosion, easy to inspect, and a service life at least double that of current structures. Also; since mobility of the traveling public is a very important consideration when building or rehabilitating bridges, there is a need to develop a beam type that can be built using accelerated bridge construction techniques.

To analyze and evaluate the decked bulb T beam (or decked I beam)as a viable replacement for the side-by-side box-beam bridge. The project description uses the term bulb T beam as a general description of an I beam shape, with a wide top flange that can serve as a deck surface. For this type of beam to be a viable replacement to a box beam, it must have a very robust cross-section designed to have a shallow depth to span ratio, which makes it very different than the standard AASHTO section used by some states. The use of a bulb T beam cross section would eliminate inherent problems associated with the ability to inspect and repair box-beam type structures. The Bulb T beam cross-section will provide enough space at the section bottom for ease of periodical inspections and maintenance of critical elements, such as beam web and the suffit of the bridge deck slab.

The purpose of this proposed study is to collaborate and share common interests with State DOTs in the Midwest area, and other research stakeholders, regarding alternative/innovative solution(s)to environmental and structural challenges in building and maintaining a sustainable transportation infrastructure. In correlation with analyzing the bulb T beam this study includes comparing alternative non corrosive materials, including, but not limited to carbon fiber, stainless steel and stainless clad reinforcement materials. The study analysis and evaluation will include the evaluation of top flange connection details including the use of ultra high performance concrete (UHPC) to fill the joint between the adjacent decked bulb t beams (as used in New York). The goal is to have a bridge structure with a service life exceeding 100 years, and have rapid construction applicability.

MDOT and FHWA approved budget increase for travel funds. As of June 25, 2015 all partner states concur with the financial records prepared by the lead agency. The financial sheet show all pro-rata invoice payment amounts and unused funds for each partner state. Payment of all project unpaid invoices is in progress.