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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Investigation and Evaluation of Iowa Department of Transportation Bridge Deck Epoxy Injection Process</title>
      <link>https://trid.trb.org/View/1592059</link>
      <description><![CDATA[Since the 1970s, the Iowa Department of Transportation (DOT) has used concrete overlays as a means of restoring its bridge decks and, as a result, the service life of the deck is commonly extended many years. This procedure has proven to be both effective and economically attractive. Despite that, concrete overlays cannot be considered a permanent repair as they are subjected to harsh conditions, similar to the original bridge decks. As time passes, the overlays often become delaminated from the original deck at or near the bond interface, leading to cracking and the intrusion of water and chloride ions, which accelerate the deterioration. A preservation solution involving the injection of epoxy resin into the cracks and voids has been developed and this solution has been implemented with success across Iowa. Even so, the length of additional service life and the most effective methods and materials of injection remain unknown. The problem is two-fold. First, a better prediction of typical expected service life must be determined to best plan for additional repair or replacement. This requires a study of both previously and newly injected bridges to identify the effectiveness and durability of epoxy injection of delaminated bridge decks. Second, the seasonal constraints imposed on the injection process, coupled with the work load of Iowa DOT maintenance personnel, create a logistical problem; quite simply, there is more work to be completed than can be effectively accomplished in the available time. A specification detailing the proper materials, equipment, and procedures was developed to enable others to perform the work. Both a field investigation and a thorough review of industry advances and practices were used to develop the specification.]]></description>
      <pubDate>Sun, 24 Mar 2019 20:11:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1592059</guid>
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      <title>Mechanical Integrity and Sustainability of Pre-Stressed Concrete Bridge Girders Repaired by Epoxy Injection – Phase 1</title>
      <link>https://trid.trb.org/View/1480696</link>
      <description><![CDATA[The ultimate goal of this project is to assess the mechanical integrity and sustainability of prestressed concrete beams during the entire life cycle of the built infrastructure, which includes crack propagation, crack reparation, repaired crack aging with possible re-opening. In Phase I, the research objectives are to: (1) Explain in which conditions the strength of cracked concrete can be recovered by epoxy injection; (2) Design the injection method for optimal mechanical performance. Since the mid-point review, the main achievements in this project period have been: the design of finite element method (FEM) models comprising concrete elements and prestressed steel bar reinforcements for four types of girders, used in Tennessee, Washington State, Virginia and Florida; the simulation of load tests reported in the literature for these four girders, with elastic concrete; the modeling of four types of cracks described in the Precast/Prestressed Concrete Institute (PCI) manual; the simulation of the load test for the four types of girders, for the four types of damage; the assessment of the effect of initial damage on the stress distribution and on the deflection of the girders; a literature review on the Cohesive Zone Models that can be used to predict not only the mechanical damage, but also the geometric discontinuities induced by fracture propagation in concrete.]]></description>
      <pubDate>Sun, 27 Aug 2017 18:11:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1480696</guid>
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    <item>
      <title>Bridge Deck Repair Using Epoxy Resin</title>
      <link>https://trid.trb.org/View/1368753</link>
      <description><![CDATA[Research funds were approved for the purchase of equipment designed to proportion and inject epoxy resins into delaminated areas of bridge decks. Through investigation and refining of this process, it was anticipated that a maintenance procedure would be developed to delay spalling of bridge decks by "gluing down" delaminated areas before spalling occurred. Results to date would indicate that using a machine for proportioning and pumping epoxy into delaminated areas to delay spalling in bridge decks is a viable maintenance procedure when large delaminated areas are present. Those instances that seem most adaptable to epoxy injection are bridges that have developed delaminated areas but do not exhibit very much spalling. Bridges with "v" type spalling over reinforcing steel or small (2 to 3 sq. ft.) hollow areas around spalls can be repaired more economically with partial depth portland cement concrete (PCC) patches using low slump concrete. The use of the machine to proportion and inject epoxy into damaged PCC beams has only limited application. Injection of cracked beams can be more efficiently accomplished mixing small portions of epoxy and using hand tools for injection. Continued observation and monitoring of repaired deck areas will be required to determine long term results. Development of epoxies with lower viscosity, longer "pot life" and shorter cure time would increase the adaptability of the machine to maintenance operations.]]></description>
      <pubDate>Mon, 14 Sep 2015 16:13:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1368753</guid>
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      <title>Tips for Epoxy Resin Injection</title>
      <link>https://trid.trb.org/View/767569</link>
      <description><![CDATA[One strategy to regain structural integrity of cracked concrete is to inject the cracks with epoxy.  This article provides some tips on how to properly perform this repair procedure.  One of the most important steps is the application of a seal, where a viscous epoxy is applied over the mouth of a crack so that resin can be injected under pressure into the crack through a series of ports.  Guidelines are provided for packing the seal, routing the crack, applying a scrub coat, using insertion ports, testing for leaks, using a hydrant, using high injection pressures, installing master points, using manifolds and taking cores for quality control.]]></description>
      <pubDate>Thu, 22 Dec 2005 09:26:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/767569</guid>
    </item>
    <item>
      <title>CONCRETE PILINGS RESTORED BY EPOXY CRACK INJECTION</title>
      <link>https://trid.trb.org/View/96865</link>
      <description><![CDATA[FOUR LARGE HOLLOW CONCRETE PILINGS, CRACKED BY AN ACCIDENT IN HANDLING DURING MANUFACTURE, WERE COMPLETELY AND PERMANENTLY REPAIRED BY EPOXY CRACK INJECTION. THE CRACKS WERE COATED WITH A SEALER, LEAVING OPEN PORTS EVERY 6-8 INCHES. A SPECIAL TWO COMPONENT ADHESIVE THAT CURES IN FOUR HOURS, AND, WHEN CURED, EXCEEDS THE STRENGTH OF CONCRETE, WAS USED FOR INJECTION. BECAUSE OF SHORT POT LIFE, THE ADHESIVE IS MIXED IN AN IN-LINE SYSTEM SO THAT MIXING OCCURS ONLY WHEN NEEDED. THE INJECTION GUN NOZZLE IS PLACED AGAINST AN OPEN PORT OF THE CRACK AND ACTIVATED. ADHESIVE PENETRATION IS TOTAL AND USUALLY NOT LIMITED BY CRACK DEPTH. THE TEMPORARY SEALER IS REMOVED LEAVING THE SURFACE UNMARRED.]]></description>
      <pubDate>Fri, 01 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/96865</guid>
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      <title>KANSAS BRIDGES RENOVATED BY POST REINFORCEMENT AND THIN BONDED CONCRETE OVERLAY</title>
      <link>https://trid.trb.org/View/210641</link>
      <description><![CDATA[For several years the Kansas Department of Transportation (KsDOT) was faced with shear cracks in the concrete girders of two-girder reinforced concrete bridges.  The Department tried repairing some of these by epoxy crack injection, but this didn't last because the epoxy repair didn't improve the shear capacity of the girder.  A technique that would repair the cracks and increase the girder's shear capacity was needed instead.  Post reinforcement, a repair method that does both of these things, was developed and is now used by the KsDOT.]]></description>
      <pubDate>Wed, 30 Jan 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/210641</guid>
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    <item>
      <title>EPOXY INJECTIONS REPAIR HISTORIC PRESTRESSED CONCRETE BRIDGE</title>
      <link>https://trid.trb.org/View/110954</link>
      <description><![CDATA[IN 1968, INSPECTION REVEALED CRACKS IN THE BOTTOM FLANGES OF PHILADELPHIA'S WALNUT LANE MEMORIAL BRIDGE. THE BRIDGE, THE FIRST POST-TENSIONED PRESTRESSED CONCRETE BRIDGE IN THE UNITED STATES, HAD UNDERGONE REPAIRS FOR CRACKS IN 1957, PRIMARILY FOR ESTHETIC REASONS. THE 1968 INSPECTION INDICATED SOME NEW CRACKS HAD DEVELOPED AND SOME OF THE 1957 CRACKS HAD OPENED WIDER. THE PENNSYLVANIA DEPARTMENT OF TRANSPORTATION REPAIRED THE BRIDGE BY PUMPING EPOXY INTO THE CRACKS, USING AN UNUSUAL PROCEDURE THAT COMBINES THE EPOXY COMPONENTS IN A SPECIAL MIXING HEAD PRIOR TO ITS INJECTION INTO A CRACK. /ASCE/]]></description>
      <pubDate>Mon, 10 Apr 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/110954</guid>
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