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WVDOT allocated a 610-meter (2,000-foot)-long, two-lane section on Route 9 as the testing ground for the study.
WVDOT engineers also took cores about 4 months after construction; the average core compressive strength was almost 40 percent highe r than that of the 28-day sample for both the steel-CRCP section (two core samples) and the GFRP-CRCP section (three core samples), although the GFRP compressive strength was slightly higher than that of the steel.
"Given our particular needs, elimination of the matching requirement under SAFETEA-LU could not have come at a better time for WVDOT. This provision has allowed us to schedule much-needed training opportunities for our staff."
Gary Lanham, training director for the WVDOT Division of Highways, is spearheading the initiative.
To demonstrate its commitment, the agency enrolled several "Train-the-Trainer" personnel as participants, and these trainers will present course highlights to nearly 700 WVDOT employees across the State.
By employing a slight change in grade and using the lightweight FRP deck to reduce dead load and achieve a minimal structure depth, WVDOT now has a structure capable of withstanding a 100-year storm event.
"The FRP decks are installed easily," says John Bargo, assistant bridge engineer at the FHWA West Virginia Division, "resulting in a shorter construction time, thus reducing delay and making the replacement structure available to the public much quicker." With the application of this innovative technology, WVDOT has provided the public with a longer lasting service life for the replacement structure.
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