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CFRP-steel hybrid retrofitting of steel-concrete composite structures

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CFRP-steel hybrid retrofitting of steel-concrete composite structures
M. Subhani, R. Al-Ameri and M.I. Kabir
School of Engineering, Deakin University, Victoria, Australia

ABSTRACT: Carbon fiber reinforced polymer (CFRP) is found to be an effective material for the retrofitting
of both reinforced concrete (RC) and steel structures. However, retrofitting such structures using CFRP alone
is shown to exhibit a premature failure due to early de-bonding of the CFRP laminates from the hosting sur-
faces. On the other hand, steel plates are also used separately for the steel and RC structures. However, steel
plates usually add to the self-weight of the structures whereas CFRP is known for its high strength to weight
ratio. In the present study, the advantages of both steel plates and CFRP are used to form a hybrid retrofitting
system that is able to withstand the existing load to prevent the failure of the structures. In order to improve
the retrofitting efficiency of steel-concrete composite structures, an experimental investigation is carried out to
examine the use and effectiveness of a CFRP-steel hybrid retrofitting system.

1 INTRODUCTION need to be upgraded. FRP composites can be a

1.1 Preamble
Application of Fibre Reinforced Polymer (FRP)
composites has becoming widespread to strengthen
or repair deficient reinforced concrete (RC) members
where the use of conventional techniques such as
epoxy-bonded steel plates, steel-jacketting, etc. can
be problemetic. Improvement of strength by bonding
FRP to RC members can significantly improve the
strength without excessive change of stiffness (Bakis
et al., 2002). Flexural strengthening of RC beams is
conducted by applying FRP to beam soffits by epoxy
based adhesive. RC slabs can also be retrofitted with
FRP. In the case of one way, simply-supported slabs,
FRP is bonded to the soffit with the alignment of
fibre to the required directions whereas for two way
slabs, FRP is bonded in both directions (Heiza et al.,
2014).
Although application of FRP in reinforced
concrete structures has proven its suitability,
research on the retrofitting of steel-concrete
composite structures with FRP composites is still
limited. Steel-concrete composite beams are used as
main structural elements in flexure in the
construction of bridges and buildings. The
deterioration of steel-concrete composite girders in
bridges can be caused by corrosion of steel beams
due to environmental attack and poor maintenance
(Al-Saidy et al., 2004) and require repair with
suitable techniques. In addition, to meet the
increased traffic density, the strength capacity may
suitable option to upgrade and repair steel-conrete
composite girders due to their light weight, corrosion
resistance and easy application. Among available
FRPs, Glass Fibre Reinforced Polymer (GFRP) is
inexpensive and easily available, and has been used
in concrete and masonry ructures. However, its low
modulus of elasticity makes it ineffective for repair
of steel girders. CFRP, on the other hand, has a
higher modulus of elasticity than GFRP and can be
applied to the tension face of steel girder to improve
the flexural performance (Tavakkolizadeh and
Saadatmanesh, 2003b).
1.2 Literature review
Mertz and Gillespie (1996) strengthened small scale
and large scale steel beams with CFRP plates. Six
mm thick CFRP plates were applied to the tension
flanges for the strengthening of small scale
specimens (W8×10 rolled beams of 1.52 m length).
Beams were tested with four-point bending and
showed more than 50% increase in flexural strength
before the termination of tests due to buckling of the
top cover plate. Two full scale beams (0.61 m deep
I-beams, of 6.4 m length) were taken from a
demolished bridge which had severely corroded
bottom flanges with about 40% loss of tension
flange. These beams were strengthed with 6 mm
thick plates bonded to both faces of the bottom
flange. A signifcant increase in strength was
reported.
Sen et al. (2001) investigated the suitability of CFRP
epoxy laminates for the repair of steel composite
bridge members. They used six specimens consisting
of 6.1 m long W8×24 wide flange steel beam
composite with a 0.114 m thick by 0.71 m wide
reinforced concrete slab. The composite beams were
initially loaded by four-point bending to yielding of
tension flanges of steel beams and then repaired with
3.65 m lengths of 2 mm or 5 mm thick CFRP plates.
They reported 21 and 52% strength gains of 310
MPa (yield strength) steel beams for 2 and 5 mm
thick CFRP, respectively. The corresponding
strength gains for 370 MPa (yield strength) steel
beam were 9 and 32%, respectively.
Miller et al. (2001) applied CFRP strengthening
in the field to upgrade a steel girder in a slab-on-
girder bridge in Delaware. In order to retrofit the
girder, 5.3 mm thick CFRP plate was bonded to the
tension flange. Diagnostic load tests were conducted
before and after strengthening and strain comparison
on the inner face of the tension flange revealed that
an 11.6% strain reduction (11.6% increase in
flexural stiffness) could be achieved due to the
strengthening technique.
Tavakkholizadeh and Saadatmanesh (2003a)
investigated the behaviour of damaged steel-concrete
composite beams repaired with CFRP sheets. A total
of three large-scale composite girders were fabricat-
ed of W355×13.6 A36 steel sections and 75-mm-
thick by 910-mm-wide concrete slabs. Specimens
with 25, 50, and 100% loss of the cross-sectional ar-
ea of the tension flange of steel beams were repaired
with one, three, and five layers of CFRP sheet, re-
spectively. The ultimate load-carrying capacity could
be restored to 20, 80 and 10% for the beams with 25,
50 and 100% damage, respectively. Also, on a dif-
ferent study, Tavakkholizadeh and Saadatmanesh
(2003b) reported results of a study on the behaviour
of steel-concrete composie girders strengthened with
CFRP sheets under static loading using pultruded
CFRP sheets on the girders with the same
geometrical properties of their previous study.
Constant 1.27 mm thick pultruded CFRP sheets but
with varying numbers of layers (1, 3 and 5) were
applied to retrofit the steel beams. Then the beams
were tested by four-point bending under monotonic
load. Experimental results showed an increase in
load-carrying capacity by 44, 51 and 76% for one,
three and five layers of CFRP sheets, respectively.
Al-Saidy et al. (2004) investigated the behaviour
of damaged steel composite beams after being
repaired with CFRP plates. They induced damage to
the steel beams by removing part of the bottom
flange and varied the degree of damage between no
damage and 75% loss of the bottom flange to
simulate the effect of corrosion of steel. Six steel-
concrete composite beams were fabricated consisting
of W8×15 grade A572 structural steel and concrete
slab of 812 mm wide by 76 mm thick. Shear studs of
12.7 mm diameter and 50.8mm long were used to
provide shear connection between steel and concrete.
The length of each beam was 3.4 m (both steel beam
and concrete slab) with 3.05 m clear span. Among
the six beams, two steel beams were used as
undamaged controls, one was a control with 50%
damage, and the remaining three were repaired with
different CFRP dimensions and placements
depending on the degree of damage (50% and 75%).
Two beams with 50% damage were repaired with
CFRP on the steel web and CFRP on both the web
and flange whereas the beam with 75% damage was
repaired with CFRP on the web.
Al-Saidy et al. (2008) conducted a parametric
study on the behavior of short span composite bridge
girders strengthened with CFRP plates following a
successful experimental study by the authors on
strengthening steel–concrete composite girders using
carbon fiber reinforced polymer (CFRP) plates. The
parametric study investigated the influence of some
of the important parameters, namely, the concrete
compressive strength, the yield strength of steel, the
CFRP plate stiffness, the CFRP plate thickness, the
ultimate strain of the CFRP plate, and the steel beam
bottom flange area on the behavior of the section. In
addition, they investigated the effect of girder dam-
age on the overall load distribution of a typical short
span composite bridge for various load cases.
Fam et al. (2009) conducted research on the
strengthening of intact steel–concrete composite
girders and the repair of notched steel beams apply-
ing CFRP materials with Young’s modulus varying
from 150 to 400 GPa. They tested three large-scale
(6100mm long) steel–concrete girders scaled down
(4:1) with accurate proportional dimensions from a
bridge. The cross section of the girders consisted of
W250×25 hot-rolled steel sections with a 65mm
thick and 500 mm wide concrete slab. Two compo-
site beams were strengthened with CFRP sheets of
two types. In addition, 15 small-scale (1000mm
long) W100×19 sections with various levels and
configurations of loss (50% and 100% loss) in the
tension flange, induced by notching, were repaired
with CFRP sheets. The increase in flexural strength
of the strengthened composite girders was reported
as 51%. Complete cutting of tension flanges in W-
sections reduced the ultimate capacity of the beams
by 62%, whereas there was negligible reduction due
to 50% loss of the flanges. CFRP repair schemes re-
stored the strength up to 79% for the former whereas
insignificant gains were observed for the latter.
Sallam et al. (2010) studied the effect of pre-
intermediate separation on the behaviour of CFRP
flexural strengthening of steel-concrete beams either
by CFRP sheet bonding to steel beams or by weld-
ed/bonded steel plate to steel beams. They fabricated
eight steel-concrete composite beams consisting of a
standard steel I beam of size 16 (web thickness of
6.3 mm, flange thickness of 9.5 mm, flange width of
2
74 mm and height of 160 mm) composite with a
concrete deck slab of 500 mm width by 100 mm
thickness. The composite beams had a clear span of
1800 mm. In the first group, three beams were
strengthened with steel plates attached to the tension
flange of I beams with three different patterns: dis-
continuous welding, U-shape welding at both ends,
and bonding with adhesive together with U-shape
welding at both ends. In the second group, two
beams were strengthened either by bonding of two
layers of CFRP wet lay-up sheets to the tension
flange of an I beam or by bonding of CFRP sheets
(two layers) to the tension flange together with
wrapping around the part of the web on both sides of
the I beam. In the same group, two beams were
strengthened with the similar patterns except for the
inclusion of artificial debonding (50 mm × flange
width) between the bottom of the steel flange and the
first layer of CFRP sheet at mid-span. One beam was
used as an unstrengthen beam for comparison. Test
results showed that there was no growth of interme-
diate debonding before the yielding of the lower
flange for all CFRP strengthened beams. The beams
with pre-debonding showed lower flexural capacity
than those with full bonding after yielding. In the
case of steel plate bonding, no difference in yield
load was observed between three patterns except a
negligible difference in the elastic stiffness.
Based on the literature review and according to
the authors’ best knowledge, no studies considered
strengthening the tension face of concrete slabs to-
gether with the bottom flange of the steel beam in
composite girder systems. Considering this research
gap, the current study aims to investigate the effec-
tiveness of six different strengthening schemes for
scaled down steel-concrete composite bridge girders
under static load, employing strengthening of the
concrete slab soffit only, the steel bottom flange only
and the steel beam flange together with the concrete
slab soffit using CFRP only, steel plate only and a
combination of both.
2 EXPERIMENTAL PROGRAM
2.1 Fabrication of specimen
A total of seven composite beams were fabricated
consisting of a 2 m long, 500 mm wide by 50 mm
thick concrete slab composite with 2.2 m long
150UB18.0 steel beam (overall depth of 155 mm,
flange width of 75 mm, flange thickness of 9.5 mm
and web thickness of 6.5 mm). Ten mm thick steel
plates were welded to the both ends of the steel
beam covering the full cross-section (155 mm height
and 75 mm width). Two more steel plates with the
same thickness (136 mm height and 34.5 mm width)
were welded on both sides of the steel web at 95 mm
clear distance from each end of steel beam in order
to stiffen the support regions. Table 1 provides the
material properties of the steel beam and stiffener
plates. Concrete slabs were fabricated from seven
batches with same mix ratio. Wire mesh (N10 bars
with 100 mm spacing in both direction) was used as
longitudinal and transverse reinforcement for the
concrete slab. A maximum coarse aggregate size of
9.5 mm was used due to the small slab thickness.
The properties of concrete related to each beam are
given in Table 2 which were obtained from the
cylindrical test based on Australian Standard (AS
1012). A total of 18 M8 grade 8.8 bolts (spacing =
100 mm) were welded to the top flange of the steel
beam in one row to provide shear connection
between the steel beam and concrete. The
mechanical properties of the shear connectors are as
listed in Table 3. The cross-section of composite
beams can be seen in Figure 1.
Table 1. Mechanical properties of steel beam and stiffener.
Yield strength Tensile modulus of Ultimate strength
(MPa) elasticity (GPa) (MPa)
320 210 440
Table 2. Mechanical properties of concrete for composite
beams.
Beam ID W/C ratio Mean compressive strength (MPa)
1 0.38 60.4
2 0.38 62.3
3 0.38 66.3
4 0.38 54.5
5 0.38 50.9
6 0.38 54.4
7 0.38 52.5
Table 3. Mechanical properties of shear connector.
Min. tensile strength (MPa) Min. yield stress (MPa)
830 660
2.2 Strengthening scheme
After curing of concrete for 28 days in humid air
(covered with wet hessian), sand blasting of the ten-
sion flange of the steel beams was conducted. Sand
blasting of the concrete slab soffits was also con-
ducted for bonding of steel plate/CFRP to the con-
crete. Beam 1 was used as a control beam which was
not strengthened with any technique. Beam 2 was
strengthened with the application of one layer of
high tensile CFRP sheet with the dimension of 1 m
length, 50 mm width and 0.17 mm thickness on both
sides of the concrete slab soffit (middle of each sof-
fit) by two part-epoxy resin primer and epoxy resin
saturant. Beam 3 was strengthened with one layer of
CFRP sheet (the same dimension as used for the
concrete slab) bonded to the steel beam tension
flange. In the case of beams 4, 5 and 7, a steel plate
with 1 m length, 50 mm width and 10 mm thickness
was welded to the steel bottom flange. The only dif-
ference among these three beams was in the concrete
strengthening. In beam 4, no concrete retrofitting
was applied. Beam 5 had steel plates (1 m length, 50
mm width and 10 mm thickness) bonded to both
sides of the concrete bottom surface with Master-
Brace 1444 epoxy binder (two parts). Both sides of
the concrete bottom surface in Beam 7 were retrofit-
ted with CFRP sheets. In case of Beam 6, both steel
and concrete was strengthened with one layer of
CFRP sheet with the same dimension used for Beam
2, 3 and 7. Some of these repairing techniques are
shown in Appendix. Before bonding of CFRP sheets
to concrete, a primer layer (MasterBrace P 3500)
was applied to the concrete or steel surface where
CFRP needs to be bonded. After curing of primer for
24 hours, CFRP sheets were applied with epoxy sat-
urant (MasterBrace 4500). The mechanical proper-
ties of CFRP and steel plate are provided in Table 4.
The CFRP sheets bonded to concrete and steel beam
and steel plates bonded to concrete were cured for at
least two days before testing.
Table 4. Mechanical properties of CFRP and steel plate.
Material CFRP
(Mbrace CF
230/4900)
Thickness (mm) 0.17
Yield strength (MPa) N/A
Ultimate tensile strength 4900
(MPa)
Tensile modulus of elasticity 230
(GPa)
2.3 Test setup and instrumentation
All beams were tested under three point bending
with load control at a speed of 0.05 kN/sec up to 60
kN followed by displacement control at a speed of
0.6 mm/min until the beam failed. The test set-up of
the beam is shown in Figure 2. The mid-span deflec-
tion was also measured using a 100 mm capacity
LASER.
3 RESULT AND DISCUSSION
3.1 Load vs mid-span deflection and failure mode
Load vs. mid-span deflection curves were plotted
for all composite beams in order to compare the
behaviour of retrofitted beams (Beams 2 – 7) to that
of the control beam (Beam 1).
From the load-deflection plots (Figure 3), it is
clearly visible that, when comparing against Beam 1,
Beams 2, 3 and 6 behaved almost similarly whereas
Beam 4, 5 and 7 have higher values in terms of yield
load and maximum load. Thus, the analysis of the
load-deflection curve can be discussed in two
groups. Group A - consisted of Beam 2, 3 and 6
which are related to CFRP, and Group B which
includes Beam 4, 5 and 7 that had steel plates
attached to the soffit of the steel beam.
Beam 1 yielded at about 172 kN. The large drop of
load after reaching maximum load of 216.7 kN
indicates initiation of shear connector failures at
both ends of the composite beams which can also be
seen at Figure 4(b). The beam was unloaded at about
60 mm deflection after cracks extended to the
concrete top fibre. In addition to the major flexural
crack at mid-span there were several minor cracks.
Yield loads for Beams 2, 3 and 6 was 175 kN,
respectively, whereas maximum loads for the same
were 216.1, 215.7 and 219.3kN, respectively. For
beam 2, the CFRP on the concrete started to debond
after the load reached the maximum value with
consecutive load drops which represent extension of
the debonded zone (Figure 5).
10 10
100 100 100 100
Steel 40 mm
plate 10
10
320
440 N10 steel mesh
210
Steel beam: 150UB18
500
All dimensions are in mm
Figure 1. Cross-section of the composite beam (not to scale).
Figure 2. Test set up of three point bending loading.
Unlike Beam 1, Beam 2 showed progressive flexural
cracks from mid-span to both ends of the CFRP
reinforcement because of debonding propagation in
the concrete layer.
Although a gap between the steel beam and
concrete at both ends and a longitudinal crack along
the shear connector on the top of the concrete slab
was seen in Beam 2, there was no indication of
failure in the shear connector unlike Beam 1. CFRP
on both sides completely debonded from the same
end while the top concrete fibre was crushed.
4
 representing gradual failure of the shear connectors.
Beam 5
Finally, the concrete crushed at about 68 mm
Beam 4 deflection with continuous decrease in load carrying
Beam 7
capacity. Figure 8 shows the mode of failure of beam
4. Beam 5, showed non-linearity at 175 kN like
beam 4. However, the non-linearity was not due to
Beam 6 yielding of steel; a large slip in the shear connector
Beam 1 was the contributing factor for the non-linearity. The
Beam 2 steel plate bonded to the concrete debonded very
Beam 3
early in the loading regime at about 50 kN when the
first flexural crack appeared. After reaching a
maximum load of 246.2 kN, there are several load
drops representing shear connector failures (Figure
9).

Figure 3. Load-deflection plots of all beams.

Beam 3 showed slightly higher post-elastic sfiffness (a)

than beam 1, 2 and 6 after yielding of the steel beam
due to the contribution of CFRP bonded to the steel
beam.. Then, at about 25 mm deflection, it showed a
small drop of load indicating initiation of debonding
followed by a large drop to 175 kN due to separation
of the connection between the concrete and steel
beam at both ends. The CFRP debonded completely (b)
after a slight increase in load to 180 kN at a
deflection level of 33 mm. The beam failed by
crushing of concrete at a deflection close to 60 mm
(Figure 6). In beam 6, after steel yielding at 175 kN,
the CFRP debonded from the steel beam at 210 kN
when the deflection was only 18 mm. A small drop
of load was observed at this point of loading. A large
drop in load to about 170 kN after maximum load
indicates failure in the shear connector (at about 40 Figure 4: Failure modes of Beam 1: (a) cracks in concrete and
mm deflection). Then the load slightly increased (b) separation of shear connection
followed by few small drops indicating CFRP
debonding from concrete. The beam failed by
crushing of concrete as soon as the CFRP debonded
from the concrete (Figure 7). It can be noted that the
CFRP failed in the primer layer from the steel beam,
the steel surface was complete smooth and clean
without any epoxy attached to it. Whereas, theCFRP
debonded from the concrete had some concrete
debris as well as epoxy attached.
Group B beams (beams 4, 5 and 7) which had
steel plate welded to the steel beam in common, Figure 5: Failure modes of Beam 2
showed almost similar load-deflection behaviour in
terms of maximum load. In beam 4, non-linearity
started at 175 kN due to the steel plate yielding.
Then at about 235 kN, the deflection became more
pronounced with a very small increase in load,
possibly because of yielding of the web of the steel
beam as well as at other locations far from mid-span.
After reaching a maximum load of 248.1 kN a large
drop in load to less than 200 kN indicates failure of Debonded CFRP
the shear connector at both ends, which was
followed by several drops (load increased slightly Figure 6: Failure modes of Beam 3
after the first shear connector failure) of load

Figure 7: Failure modes of Beam 6
The crack in the concrete slabs (of Beam 5)
propagated diagonally upward parallel to the
direction of the debonded steel plate and coincided
with another major flexural crack (forming a wedge
shape). The significant crack widening induced by
the self-weight of the debonded steel plate from the
concrete can be the reason for the loss of composite
action and failure of the shear connectors. The large
deflection without signifcant increase in load
represents a high slip between steel and concrete.
The steel yielded just before failure of the beam by
concrete crushing at about 58 mm deflection. Beam
7 reached a plastic stage with the yielding of the
steel plate at 175 kN indicated by the non-linearity
of the load-deflection curve. At about 240 kN
(deflection of 15 mm), there is slight drop of load
when the debonding of CFRP from concrete
initiated. After reaching a maximum load of 248.2
kN, there were several load-drops due to both
initiation of shear connector failures and debonding
crack propagation of concrete. Load dropped to
about 206 KN at a deflection level of 28 mm. This is
due to failure of the shear connector at both ends
(Figure 10). Immdiately, after failure of the shear
connector, the FRP completely debonded on both
sides of the concrete slab with no noticeable increase
in load. Then gradual failures of the shear connector
occurred until the beam failed by concrete crushing.
Figure 10 shows the failure modes of Beam 7.
ly attributed to steel beam retrofitting not to concrete
retrofitting, since, Beam 4 and Beam 7 showed ex-
actly the same increase in load-carrying capacity
whereas beam 5 showed slightly lower capacity. It is
evident from the observations that steel plate welded
to the steel beam is the main contributing factor to
the strength increase, since beam 4 retrofitted with
steel plate welding at the steel beam soffit showed a
similar strength improvement to beams 5 and 7.
CFRP attached to the steel plate did not show any
improvement and debonded very early in the load
regime probably in the primer layer, as there was no
glue attached to the steel beam. The glue layer was
seen only on the debonded CFRP sheet which did
not allow the CFRP to participate much in resisting
the tensile stress at the extreme bottom fiber of any
cross section.
Hence, it can be concluded that steel plate
welded to steel beam compared to CFRP attached to
steel beam is the better technique.
Table 5: Comparison of maximum load with Beam 1
Beam ID 2 3 4 5 6 7
%increase in
maximum -0.3 -0.4 +14.5 +13.6 +1.2 +14.5
load
Figure 8: Failure modes of Beam 4

3.2 Maximum load

Figure 9: Failure modes of Beam 5
In terms of maximum loads (Figure 11) of the retro-
fitted beams with CFRP only, beam 2 (CFRP on
concrete), beam 3 (CFRP on steel) and beam 6
(CFRP on concrete and steel) did not show any sig-
nificant improvement. In fact, beam 2 and beam 3
reached maximum loads slightly lower than the con-
trol beam (Beam 1).
Beams 4, 5 and 7, which were retrofitted with
steel plate welded to the steel beam soffit only, steel
plate glued to concrete in addition to a steel plate
Figure 10: Failure modes of Beam 7
welded to the steel beam soffit and CFRP bonded to
concrete in addition to steel plate at the steel beam
soffit, respectively, showed significant improvement
in load-carrying capacity. The percent increases were
14.5, 13.6 and 14.5, respectively (Table 5). Howev-
er, the increased load-carrying capacity can be main-

6

Figure 11: Comparison of maximum load capacity
4 CONCLUSIONS
This study aimed to investigate six techniques to
strengthen steel-concrete composite beams incorpo-
rating retrofitting of the concrete slab soffit only, ret-
rofitting of the steel beam only and a combination of
both applying CFRP wet lay-up sheets and steel
plate. Based on the experimental results of the load-
deflection behavior of retrofitted steel-concrete
composite beams, the following conclusions can be
drawn-
 There was no significant effect of CFRP on
the retrofitting of steel-concrete beams in
terms of load-carrying capacity. The beams
retrofitted with CFRP on concrete, CFRP on
steel beam and CFRP on concrete and steel
showed almost the same load-carrying capac-
ity as unstrengthened beams.
 The beams which were retrofitted with steel
plate welded to steel beam in common
showed an almost similar increase in load-
carrying capacity (13.6 to 14.5 %) regardless
of the retrofitting of the concrete slab. Hence,
the hybrid retrofitting is the most suitable one
in terms of improvement of load capacity.
 Although all beams except one yielded first,
gradual failure of shear connectors followed
the steel yielding before complete failure by
crushing of concrete. Further investigation
needs to be carried out on how to increase the
performance of shear connections in existing
composite beams.
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6 APPENDIX
Appendix – Repair layouts of different beams
 Steel plates

Beam 4 Beam 5

Figure A1: Retrofitting technique of beam 4 and 5

CFRP Steel plate

Beam 6 Beam 7

Figure A2: Retrofitting technique of beam 6 and 7

8
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