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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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    <item>
      <title>Related Studies to Cathodic Protection of Reinforced Structures</title>
      <link>https://trid.trb.org/View/2683231</link>
      <description><![CDATA[Cathodic protection of steel in portland cement concrete requires information concerning several different areas. This report describes studies which were pointed toward developing an understanding of several of these. A study of making an asphaltic concrete conductive was accomplished using coke breeze mixed with asphalt and aggregate. Mixes containing 45% coke breeze, 7-11% asphalt and the remainder a standard aggregate were found to be appropriate for conductive layers for cathodic protection. It was found possible to determine corrosion rates electrochemically using linear polarization. This laboratory technique gave corrosion rates similar to values obtained in other laboratories using other techniques. Testing in the laboratory and bridge decks of molybdenum-molybdenum oxide (Mo/MoO₃) electrodes indicated these would be useful as embeddable reference electrodes in concrete. Silver-silver chloride electrodes were not found to be stable in this application. These electrochemical half-cells, Mo/MoO₃, should prove to be useful for cathodic protection systems which require controlled potentials. Reinforced concrete cylinders were exposed to cathodic protection level currents for five years. Pullout strengths and concentrations of sodium, potassium and chloride ions were determined throughout this time period. These data indicate the cathodic protection currents reduce the bond strength of the steel and concrete after about 3.5 years, due to accumulation of sodium and potassium at the interface between steel and concrete.]]></description>
      <pubDate>Sun, 12 Apr 2026 17:44:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2683231</guid>
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    <item>
      <title>Implementation and validation of boundary element method for corrosion protection</title>
      <link>https://trid.trb.org/View/2644042</link>
      <description><![CDATA[A boundary element method was developed to estimate electric potential and current density distribution around a ship hull. The model can be used for corrosion diagnosis and the estimation of coating damage. The implementation includes fast analytical integral computations, discontinuous elements, a damped Newton-Raphson method for non-linear boundary conditions due to polarization curves, support for stratified conductivity and an iterative method to simulate impressed current cathodic protection behavior. The model was validated using an analytical benchmark with two cylinders. Furthermore, the model was validated experimentally using a ship scale model, with good results. This model may find useful applications in corrosion diagnosis and coating damage estimation.]]></description>
      <pubDate>Fri, 13 Mar 2026 08:46:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2644042</guid>
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      <title>Gardiner Expressway Strategic Sustainable Substructure Rehabilitation using Galvanic Protection</title>
      <link>https://trid.trb.org/View/2663605</link>
      <description><![CDATA[Due to aging, heavy daily usage, weather and de-icing-salt induced corrosion, the City of Toronto decided to undertake a major multi-year, multi-phased rehabilitation of the F.G. Gardiner Expressway to keep it operational for the future. The expressway was built between 1955 and 1966 across several areas of the City, including established neighbourhoods, two river mouths and the City’s downtown core. a Strategic Rehabilitation Plan was created by the City to deal with this large, complex and important project. This strategic plan divides the rehabilitation into 6 sections.  In 5 out of the 6 sections, depending on the conditions, either the superstructure or the deck of bridge structures will be replaced while substructure will be rehabilitated and re-used. To minimize disruption to commuters, the substructures were structurally repaired using a galvanic protection that will provide corrosion protection for the next 30 to 40 years without major repairs.  This presentation will first introduce the background of Gardiner Expressway and the strategic rehabilitation plan, present galvanic protection and discuss its application in the long-term rehabilitation and re-use of substructures.]]></description>
      <pubDate>Thu, 12 Mar 2026 08:52:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663605</guid>
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    <item>
      <title>Combination of Impressed Current and Galvanic Cathodic Protection System for Bridge Deck Corrosion Mitigation</title>
      <link>https://trid.trb.org/View/2658089</link>
      <description><![CDATA[The Fifth Street Bridge located in Courtenay, British Columbia was constructed in the 1960s and consists of a steel truss frame and reinforced deck supported by steel girders and two abutments. The deck reinforcement was corroding due to exposure to deicing salts. However, it could not be easily replaced as the top flanges of the supporting steel girders were embedded in the bottom half of the bridge deck. As part of the rehabilitation, the City of Courtenay, the bridge owner, requested the design and installation of an impressed current cathodic protection (ICCP) system to protect the reinforcement in the deck. Due to the presence of embedded beam flanges, the contractor was concerned about the risk of shorting the ICCP system to the embedded beam flanges, which would make the ICCP system inoperable. To address these concerns, a combination of impressed current and galvanic systems was used on this project. The ICCP system was designed and installed in the top of the deck to protect the rebar and a targeted galvanic system consisting of discrete anodes was installed in the deck underside to protect the top flanges of the supporting steel girders embedded in the deck. The system was activated in July 2022 and monitored remotely for 6 months to ensure its continued optimal performance.]]></description>
      <pubDate>Thu, 12 Mar 2026 08:52:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2658089</guid>
    </item>
    <item>
      <title>Investigation of cathodic potential induced stress corrosion cracking of marine carbon steel and its weldments in seawater</title>
      <link>https://trid.trb.org/View/2570086</link>
      <description><![CDATA[This study systematically investigates the electrochemical characteristics and stress corrosion cracking (SCC) susceptibility of distinct microstructural zones (base metal (BM), heat-affected zone (HAZ), and weld metal (WM)) in S420 steel welded joints under cathodic polarization potentials through combined electrochemical characterization and slow strain rate tensile (SSRT) testing. Results demonstrate that HAZ exhibits the highest corrosion current density among the three zones, indicating enhanced anodic dissolution and consequent SCC promotion. All zones display similar electrochemical responses to potential variations, with charge transfer resistance initially increasing then decreasing as polarization potential shifts negatively, peaking at -850 mV where anodic reactions dominate. SCC susceptibility progressively intensifies with cathodic polarization, transitioning from mixed anodic dissolution/weak hydrogen embrittlement (HE) at -750 mV to HE-dominated failure at -950 mV. The superior SCC susceptibility of HAZ is attributed to its coarser grain structure and abundant pearlite bands, yielding a hydrogen embrittlement susceptibility coefficient of 39.1 % at -850 mV - significantly higher than WM (19.3 %) and BM (16.0 %).]]></description>
      <pubDate>Mon, 21 Jul 2025 08:56:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2570086</guid>
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    <item>
      <title>Field Evaluation of Reinforced Concrete Repairs Using Hydrodemolition, Galvanic Cathodic Protection, or Impressed Current Cathodic Protection</title>
      <link>https://trid.trb.org/View/2566013</link>
      <description><![CDATA[For the Virginia Department of Transportation (VDOT), substructure repairs are costly, and the durability is a concern. Current conventional concrete removal methods commonly use chipping hammers and shotcrete or self-consolidating concrete (SCC), plus discrete galvanic point (DGP) anodes, for such repairs. The types of concrete VDOT uses in these repairs are resistant to chloride ion infiltration because of low permeability, which their high-resistivity values indicate. When DGP anodes are used in patch repairs, lower resistivity concretes with higher permeability are recommended to facilitate ionic current flow. To facilitate the placement, aesthetics, and longevity of these types of repairs, SCCs were introduced. For longevity, two approaches were explored. One approach was large-area concrete removal through hydrodemolition and placing SCC. The other approach was to leave some of the chloride-contaminated areas in their current condition and apply a cathodic protection (CP) system for the whole element. Researchers anticipated that these modifications would provide VDOT with comparisons against the current practice of using shotcrete or SCC, chipping hammers, and DGP anodes. In general, low-permeability SCC replaced inferior quality concrete in areas where it was removed. The only exception was that a lower resistivity concrete was used to ensure better current flow where ribbon anodes were placed. The following lists the four substructure rehabilitation techniques investigated based on the two aforementioned approaches: 1. Hydrodemolition to remove delaminated concrete and replace it with SCC; 2. Conventional removal of delaminated concrete, replacement with SCC designed for CP, and the installation of a CP system on each structure. The CP systems included two different impressed current CP systems and one galvanic current CP system. Each CP system required a remote monitoring unit that could be observed at the district, central office, and Virginia Transportation Research Council (VTRC), plus technical support; 3. Conventional removal of delaminated concrete, placement of precast anodes in the perimeter of the removed concrete, and replacement of the removed concrete with SCC; and  4. Conventional removal of delaminated concrete, placement of precast anodes in the perimeter of the removed concrete, and replacement of the removed concrete with routinely used shotcrete. All repairs and tasks were completed successfully. This report includes a parallel effort that is documented in a technical assistance report. This work showed that DGP anodes have limited benefits because they protect a limited area around the perimeter. Furthermore, this protection lasts only a few years because the areas farther away from the patch continue to deteriorate and soon require new repairs. It is recommended VDOT consider using large-area deteriorated concrete removal by hydrodemolition rather than small-area patches without any DGP anodes, or install a CP system for the whole element if some of the chloride-contaminated concrete remains.]]></description>
      <pubDate>Mon, 23 Jun 2025 18:39:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2566013</guid>
    </item>
    <item>
      <title>Corrosion Protection for La Fontaine Tunnel</title>
      <link>https://trid.trb.org/View/2470833</link>
      <description><![CDATA[The Louis-Hippolyte-La Fontaine tunnel-bridge complex, as its name implies, is divided into two sections: the tunnel part of a length of 1.4 kilometer, linking the Island of Montreal to Île- Charron, and the bridge part that connects Île-Charron to Longueuil over a length of 457 meters. The Tunnel is considered a very important submerged tunnel in Canada and opened in 1967. It is managed by the MTQ and allows 120,000 vehicles to cross the St. Lawrence River daily. The initial construction cost was $75 million.  The Tunnel has deteriorated over the 50+ years of its existence due to chloride-induced corrosion. A major refurbishment of the tunnel began in 2020, which is to be completed in 2025. The Tunnel is one of top 50 largest infrastructure projects in Canada with total project value of $2.1 billion. The tunnel includes service tunnel, southbound and northbound tunnels.  The main objectives of corrosion protection are to provide a minimum of 20 years corrosion protection by galvanic anodes and ensure the sustainability of the infrastructure, including the goal of operating without major long-term obstacles for 40 years. Galvanic cathodic protection provides an effective low maintenance option for engineers and owners of infrastructure. The service tunnel has been patch repaired and protected with discrete galvanic anodes, while the traffic tunnels will be refaced and protected with distributed galvanic anodes.  This presentation includes the studies of different corrosion protection options, design and implementation of corrosion protection system.]]></description>
      <pubDate>Wed, 08 Jan 2025 13:52:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2470833</guid>
    </item>
    <item>
      <title>Demonstration Project In Washington: Solar Power Protects Bridge</title>
      <link>https://trid.trb.org/View/2459049</link>
      <description><![CDATA[This article discusses the design and construction of a solar electric power system mounted between the lanes of the Dead Run Bridge in Washington, D.C., on June 25, 1976. It is supplying electrical power to operate a cathodic protection system to control corrosion of the reinforcing steel in the bridge deck.]]></description>
      <pubDate>Sat, 07 Dec 2024 18:10:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2459049</guid>
    </item>
    <item>
      <title>CAAP Final Report: Probabilistic Performance Evaluation of Cathodically Protected Pipeline
Considering AC Corrosion</title>
      <link>https://trid.trb.org/View/2448904</link>
      <description><![CDATA[To address the Department of Transportation's (DOT's) pressing need for safety and integrity maintenance of the existing pipeline infrastructure under alternating current (AC)-induced corrosion, the proposed project will focus on probabilistic performance evaluation of cathodically protected pipelines under AC-induced corrosion. This study will utilize the experimental testing and numerical analysis to examine AC-induced corrosion behavior, which will be used for identifying key influencing factors and understanding the AC corrosion mechanism. Meanwhile, the monitored defect profile will be used for the probabilistic defect time-evolution model development, which quantitatively builds the relationship between corrosion profile quantities and influencing factors. This relationship is crucial for the reliability evaluation of pipeline performance. Knowing how the influencing factors and different CP designs impact the pipeline performance, optimal cathodic protection (CP) design can be determined. Upon completion, the proposed project is expected to result in (1) a better understanding of the AC-induced corrosion mechanism on cathodically protected pipelines; (2) industry ready probabilistic prediction models for AC corrosion; (3) a crucial body of knowledge of CP performance under AC interference, which will facilitate CP design and standards; and (4) better knowledge of the propagation and quantification of prevailing uncertainties in prediction models for the quantitative risk management of pipelines. The outcomes will be presented as technical reports, scientific publications, and conference presentations.]]></description>
      <pubDate>Wed, 27 Nov 2024 13:41:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2448904</guid>
    </item>
    <item>
      <title>Strengthening and corrosion protection of coastal transportation infrastructure with titanium alloy bars </title>
      <link>https://trid.trb.org/View/2437858</link>
      <description><![CDATA[Strengthening reinforced concrete structures using the near-surface mounded retrofit (NSMR) technique is an established approach in structural engineering practice. Besides conventional fiber reinforced polymer-based retrofitting materials, in recent years, Grade 5 titanium alloy bars (TiABs) have been shown to effectively and economically increase shear and flexural strength of existing reinforced concrete structures. Mix metal oxides (MMO) coated Grade 1 or 2 titanium is a widely used anode in impressed current cathodic protection (ICCP) systems to mitigate reinforcement corrosion issues in existing structures. Grade 5 TiAB bars, even though they are not designed specifically to be used ICCP applications, have also been shown in preliminary studies to work as ICCP anodes. Integrating NSRM and ICCP applications provides a unique opportunity for a multi-functional (dual-purpose) solution that can provide immediate capacity restoration and mitigate future reinforcement corrosion issues in existing structures. However, the lack of surface coating might have implications with respect to their ICCP performance and durability, which requires further investigation.  To address this gap, this project investigates the role of MMO coating of TiAB bas on their ICCP performance. The project involves benchtop scale electrochemical studies to investigate the role of MMO in maintaining a stable and long-term impressed current. The performance of these systems is further investigated when the MMO coated bars are embedded in cementitious systems as ICCP anodes. The results are compared against MMO-coated Grade 1/2 ICCP anodes and bare TiAB.]]></description>
      <pubDate>Mon, 07 Oct 2024 15:52:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2437858</guid>
    </item>
    <item>
      <title>Synthesis of Information Related to Highway Practices. Topic 56-08. Using Cathodic Protection to Mitigate Corrosion of Highway Structures</title>
      <link>https://trid.trb.org/View/2384691</link>
      <description><![CDATA[In 2003, the National Association of Corrosion Engineers (NACE) estimated that the cost of corrosion to bridge infrastructure in the United States was approximately $8.3 billion annually. In a follow-up study in 2013, the global cost of corrosion was estimated to be US$2.5 trillion annually, which was equivalent to 3.4% of the global GDP. Ten years on, those costs are likely to have substantially increased. Corrosion deterioration of highway bridges significantly impacts the overall service life of the structures, which can lead to costly repairs for the bridge owners and high indirect costs and disruption for the users. The application of cathodic protection (CP) has demonstrated an ability to control corrosion and extend the service life of highway structures. Many state DOTs use CP in various applications, depending on their regional environments and experience with the technology, to preserve and extend the service life of structures.

Several different CP products, solutions, and applications are available for mitigation of reinforced concrete or structural steel corrosion, and new technologies are being developed each year. Highway structures throughout the United States are exposed to a wide variety of environments (e.g., a marine structure in coastal Florida, a bridge in Minnesota exposed to deicing chemicals) for which corrosion challenges vary. Therefore, DOTs use an array of CP solutions to maintain structures across a range of environments. The methods by which DOTs monitor these systems also varies.

OBJECTIVE: The objective of the synthesis is to document (1) the different types of CP methods and their applications to mitigate corrosion in highway structures and (2) how DOTs implement and manage various CP systems.]]></description>
      <pubDate>Wed, 29 May 2024 17:14:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2384691</guid>
    </item>
    <item>
      <title>Durability and Effectiveness Analysis of Solar and Wind-Powered Cathodic Protection</title>
      <link>https://trid.trb.org/View/2381670</link>
      <description><![CDATA[The primary objective is to determine if renewable energy resources can be reliably used to provide cathodic protection to steel reinforced concrete structures.]]></description>
      <pubDate>Mon, 03 Jun 2024 14:28:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2381670</guid>
    </item>
    <item>
      <title>Development of a novel and specialised cementitious matrix overlay for anode embedment in impressed current cathodic protection (ICCP) systems for reinforced concrete bridges</title>
      <link>https://trid.trb.org/View/2326477</link>
      <description><![CDATA[Impressed Current Cathodic Protection (ICCP) is a widely utilised method for safeguarding reinforced concrete (RC) structures, including bridges, in marine environments. However, certain ICCP systems encounter degradation of the backfill mortar caused by acid formation at the anode. The acid produced reacts with the anode backfill mortar, compromising the functioning of the cathodic protection system. Rectifying the acidification issue typically involves replacing the backfill mortar and, in some cases, even the anode when it is negatively impacted by acid attack. This paper presents, for the first time, a specialised sustainable cementitious matrix that exhibits excellent acid resistance, intended for use as the anode's backfill material in ICCP systems. The proposed mortar effectively mitigates the effects of acidification around the anode, significantly enhancing the durability of the mortar and, consequently, the service life of bridges equipped with ICCP systems. The mechanical and durability performance of the mortar in an acidic environment is evaluated through various tests, including gravimetric analysis, dimensional changes, diffusion depth, compressive strength, direct tension, slant shear, impact resistance, and interface integrity assessments. Additionally, scanning electron microscopy (SEM) and X-ray diffraction (XRD) techniques are employed to investigate the material's performance. Subsequently, the specialised mortar is applied to cover Mixed Metal Oxide (MMO) activated titanium mesh anodes of the ICCP system in a reinforced concrete bridge, while its performance is continuously monitored. The results demonstrate that the proposed mortar effectively eliminates acidification issues and improves the performance and longevity of ICCP systems in harsh marine environments.]]></description>
      <pubDate>Mon, 05 Feb 2024 09:34:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2326477</guid>
    </item>
    <item>
      <title>Stainless steel cross bracings for pier strengthening works</title>
      <link>https://trid.trb.org/View/2306817</link>
      <description><![CDATA[Painted plain carbon steel cross bracing supplemented by a cathodic protection system is often used for pier strengthening works. Effective use of plain carbon steel requires skilful paint application, bespoke cathodic protection system design, uninterrupted power supply, frequent inspections, routine maintenance, and periodic repair or replacement. In remote locations, where the reliability of power supply is questionable, and regular inspections are challenging, cross bracing of an appropriate grade of stainless steel provides a sustainable alternative. Stainless steel cross bracing can reduce inspections and minimise maintenance when correctly designed, fabricated and installed. In addition, it is possible to standardize stainless steel grades and fabrication practices for cross bracing irrespective of the geographical location in Australia.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:54:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306817</guid>
    </item>
    <item>
      <title>Selection of the most suitable electrochemical repair technique for rehabilitation of concrete bridges and structures</title>
      <link>https://trid.trb.org/View/2306810</link>
      <description><![CDATA[Transport for NSW (TfNSW) utilises various electrochemical protection systems such as cathodic protection, chloride extraction and re-alkalisation. Whilst the technical merits for re-alkalisation and chloride extraction are proven, there have been only a limited number of full-scale applications within TfNSW due to their relatively high application cost. However, there are specific scenarios or environments with unique factors that warrant the potential use of these systems. TfNSW has explored the potential for implementation of chloride extraction and realkalisation (active/passive) through various research and development projects and trial studies. Recently TfNSW has completed its first full-scale application of realkalisation. This paper presents results of the research and development case studies, trial applications and the recent full-scale project.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:54:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306810</guid>
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