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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <language>en-us</language>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>Identification of Maintenance Practices to Impede Corrosion Impacts on Prestressed Concrete Box Beam Bridges</title>
      <link>https://trid.trb.org/View/2724793</link>
      <description><![CDATA[Prestressed concrete box beams are commonly used for shorter span bridge structures. Due to the nature of concrete and the steel strands, corrosion of the prestressing strand(s) has become a prominent issue concerning box beam bridges in Ohio. Current mitigation and repair methods and practices are not firmly established on how to deal with this issue. This work explores maintenance and repair procedures to mitigate or prevent corrosion. The research team conducted a literature review to understand the current state of practice and to identify new potential strategies for mitigating corrosion. Candidate bridges were identified in Fairfield and Fayette counties to perform various maintenance procedures, such as chip sealing, longitudinal joint maintenance, and application of polyurea coatings to a fascia beam. The results of these procedures were monitored to gauge their effectiveness. Three beams from a decommissioned bridge in Defiance County were also obtained to test the effectiveness of two cathodic protection systems in mitigating prestressed strand corrosion. Although the effectiveness of these methods is difficult to quantify due to the project’s limited duration and the limited number of candidate bridges, these approaches did appear to impede corrosion impacts. The ease of application of each method is discussed in this report, as well as suggestions for updates to new design details in order to inhibit corrosion impacts at the onset of construction.]]></description>
      <pubDate>Wed, 15 Jul 2026 14:42:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2724793</guid>
    </item>
    <item>
      <title>Feasibility of Engineered Cementitious Composites (ECC) as Joint Material for Accelerated Bridge Construction (ABC)</title>
      <link>https://trid.trb.org/View/2694442</link>
      <description><![CDATA[Advancements in manufacturing methods and the growing demand for high-strength materials in reinforced concrete have led to the development of steel reinforcing bars with strengths exceeding 100 ksi. These ultra-high-strength bars hold significant promise for bridge construction, as they could extend feasible span lengths beyond those achievable with conventional reinforcement while still meeting strength and serviceability requirements. Their use can also reduce girder depth, leading to material savings and lower overall construction costs. However, successful implementation requires addressing key concerns regarding serviceability and durability. Critical factors include corrosion resistance, structural behavior, and ductility of beams reinforced with these high-strength bars. 
The primary objective of the proposed work is to investigate the durability (corrosion resistance) and serviceability of concrete girders reinforced with very high-strength reinforcement, by testing bond-slip relationship between corroded and non-corroded steel rebars and concrete. 12 medium-span (8 in x 12 in x 10 ft) concrete beams will be cast and tested for strength and ductility. Six of the 12 beams will be subjected to accelerated corrosion. Under controlled conditions, the research team will test the strength and ductility characteristics of the beams reinforced with these bars. 
This study directly supports the mission of the Center for Healthy and Durable Transportation (CHDT), a University Transportation Center (UTC), whose primary research focus is enhancing the durability and service life of transportation infrastructure through innovative construction materials and techniques. By addressing the performance of very high-strength reinforcing bars in reinforced concrete girders and their behavior under corrosive conditions, this project advances the application of durable, next-generation materials for transportation infrastructure.

]]></description>
      <pubDate>Tue, 21 Apr 2026 13:16:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2694442</guid>
    </item>
    <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>
    </item>
    <item>
      <title>Precast Bridge Deck Panel Joint Testing</title>
      <link>https://trid.trb.org/View/2671999</link>
      <description><![CDATA[This project investigated the effect of various experimental parameters on the static flexural capacity of longitudinal joints in Commonwealth of Pennsylvania precast concrete bridge deck panel systems. The laboratory component of this study included fifteen full-scale static flexural tests of laboratory-assembled precast concrete deck systems that were conducted at the Lafayette College Concrete Lab (LCCL) in Easton, Pennsylvania, USA. Most notably, the experimental design explored the influence of (a) different reinforcing steel details within the joint (e.g. reinforcing bar termination details, reinforcing bar spacing, joint lap length, and reinforcing bar size) and (b) the influence of different commercially available specialty joint materials on structural specimen behavior, joint cost, and constructability. As a result of the experimental work, the research team proposed various revisions to current PennDOT design and construction standards that reflect proposed implementations. Specifically, joint details and geometries are proposed for longitudinal and transverse bridge deck panel joints with ultra-high performance concrete (UHPC). The use of various polymer concrete products is recommended for conditional use in various configurations of transverse joints only. Further research is recommended to evaluate the durability of various joint details under repeated service-level cyclic loading and to further explore the potential implementations of polymer concrete products in longitudinal closure pours.]]></description>
      <pubDate>Wed, 25 Feb 2026 16:28:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2671999</guid>
    </item>
    <item>
      <title>Service Life and Anti-Corrosion of Catenary Foundations in Salt Lakes: Qinghai-Tibet Railway Case Study</title>
      <link>https://trid.trb.org/View/2647079</link>
      <description><![CDATA[This study investigates anti-corrosion strategies and evaluates the service life of concrete foundations for electrified catenary systems in the Qinghai-Tibet Railway Phase I project, in China, under saline lake conditions. By combining field sampling, laboratory chloride ion content analysis (total and free chloride ion), and electrochemical testing (linear polarization resistance), the efficacy of fiberglass-reinforced polymer (FRP) sleeves in mitigating chloride ingress and reinforcing steel corrosion was systematically assessed. Results demonstrated that FRP sleeves significantly reduce chloride diffusion rates, maintaining corrosion current density below the critical threshold (0.2?µA/cm2) and stabilizing polarization resistance. A modified chloride diffusion model integrated with reliability theory predicted a 24-year service life for FRP-protected foundations. The findings validate that FRP protection, coupled with enhanced concrete strength and corrosion inhibitors, effectively counters high-salinity corrosion, providing the first quantitative validation of FRP’s long-term efficacy in hypersaline salt lakes, and establishing a reliability-based service life model adaptable to pre-contaminated concrete scenarios.]]></description>
      <pubDate>Thu, 08 Jan 2026 10:29:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2647079</guid>
    </item>
    <item>
      <title>Evaluate the Development of High Strength Reinforcing Steel in Texas</title>
      <link>https://trid.trb.org/View/2611483</link>
      <description><![CDATA[This document conveys design recommendations for applying high-strength reinforcing bars in bridge substructure components, specifically deep beams and drilled shaft footings. These recommendations are based on the research findings from Task 3: Example Calculations & Designs, Task 6: Bar Development & Lap Splice, Task 7: Substructures, and Task 11: Numerical Structural Performance Assessment of Project 0-7090, with detailed results documented in the previously submitted previous technical memorandums. The focus of this document is on practical considerations for design application. It begins with a summary of the current design recommendations, followed by proposed design recommendations derived from the research findings. Finally, it provides comparative examples of design drawings.]]></description>
      <pubDate>Fri, 24 Oct 2025 08:48:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2611483</guid>
    </item>
    <item>
      <title>Evaluate the Deployment of High Strength Reinforcing Steel in Texas</title>
      <link>https://trid.trb.org/View/2611484</link>
      <description><![CDATA[This document provides design recommendations for the employment of high- strength reinforcing steel in bridge superstructure components, specifically concrete deck slab and prestressed girder. These recommendations are based on the research findings from Task 3 (Example Calculations & Designs), Task 8 (Superstructures—Pretensioned Girders), Task 9 (Superstructures—Decks), and Task 11 (Numerical Structural Performance Assessment) of Project 0-7090, with detailed results previously submitted in technical memorandums. This document focuses on practical design considerations, starting with a summary of current design recommendations, followed by proposed design recommendations based on the research results, and concluding with comparative examples with design drawings.]]></description>
      <pubDate>Fri, 24 Oct 2025 08:48:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2611484</guid>
    </item>
    <item>
      <title>Experimental and Theoretical Investigations on the Bond–Slip Behavior of Newly Poured Concrete and Reinforcement Bars Under Traffic-Induced Vibrations in Bridge Widening</title>
      <link>https://trid.trb.org/View/2601272</link>
      <description><![CDATA[This study investigates the bond–slip behavior of newly poured concrete and reinforcement bars under traffic-induced vibrations in bridge widening. Center pull-out tests were conducted on C60 concrete specimens with HTRB400 steel bars to examine the effects of bar diameter, vibration frequency, amplitude, and anchorage length. Based on the experimental data, the bond–slip constitutive model of newly poured concrete-reinforcement bars was developed. Test results indicated that larger bar diameters reduced ultimate bond stress and relative slip. Specimens with 8 d (d is the diameter of reinforcement bar) anchorage length exhibited lower bond strength than those with 5 d. Vibration amplitude had minimal influence on bond behavior, while higher frequencies decreased bond stress but increased slip. The constitutive model can provide a reliable prediction of bond behavior under dynamic disturbances. The findings offer practical insights for bridge widening projects, ensuring structural integrity under traffic loads.]]></description>
      <pubDate>Fri, 17 Oct 2025 16:49:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2601272</guid>
    </item>
    <item>
      <title>2503 Enhancing MALP and MKP as Repair Materials Through Joint Usage and in combination with Ceramic Paint</title>
      <link>https://trid.trb.org/View/2606541</link>
      <description><![CDATA[The purpose of this research is to address the corrosion performance of conventional reinforcing steel in uncracked and cracked magnesium-aluminum-liquid-phosphate (MALP) concrete and magnesium-potassium-phosphate (MKP) concrete in simulated repairs of Portland cement of both high and low quality. Reinforcing bars will be evaluated in both a clean and passive state and in an actively corroding state. The project will evaluate the ability of MALP concrete to withstand freeze-thaw cycles both as an individual material and in conjunction with Portland cement concrete. CeramycGuard will be investigated as a possible method to limit the penetration of salt solution into MKP to improve the corrosion resistance provided to reinforcing steels.]]></description>
      <pubDate>Fri, 03 Oct 2025 12:05:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2606541</guid>
    </item>
    <item>
      <title>Evaluate the Deployment of High Strength Reinforcing Steel in Texas</title>
      <link>https://trid.trb.org/View/2588966</link>
      <description><![CDATA[This research addresses the application of high-strength reinforcing steel in Texas bridge construction. The project involved experimental and analytical work to evaluate the effectiveness of current design recommendations for high-strength reinforcing steel in various bridge structural components. These components include spliced beam, CIP-PCP deck, prestressed girder, bent cap, and footing. Significant findings include the validation of the tension lap splice length equation, the effectiveness of minimum web reinforcement requirements, and the influence of reducing the reinforcement quantities by replacing normal-strength steel with high-strength steel. Structural performance, including load-carrying capacity and crack control, was comparable compared to that achieved with normal-strength steel. The project provided design recommendations for integrating high-strength steel into various bridge components. This work offers valuable insights and guidelines for both the practical application and theoretical understanding of high-strength steel in Texas bridge construction.]]></description>
      <pubDate>Thu, 14 Aug 2025 14:56:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2588966</guid>
    </item>
    <item>
      <title>The Deleterious Chemical Effects of Concentrated Deicing Solutions on Portland Cement Concrete - Implementation Guide</title>
      <link>https://trid.trb.org/View/2548900</link>
      <description><![CDATA[This research project investigated the effects of concentrated brines of magnesium chloride, calcium chloride, sodium chloride, and calcium magnesium acetate on portland cement concrete. Although known to be effective at deicing and anti-icing, the deleterious effects these chemicals may have on concrete have not been well documented. As a result of this research, it was determined that there is significant evidence that magnesium chloride and calcium chloride chemically interact with hardened portland cement paste in concrete resulting in expansive cracking, increased permeability, and a significant loss in compressive strength. Although the same effects were not seen with sodium chloride brines, it was shown that sodium chloride brines have the highest rate of ingress into hardened concrete. This latter fact is significant with respect to corrosion of embedded steel. The mechanism for attack of hardened cement paste varies with deicer chemical but in general, a chemical reaction between chlorides and cement hydration products results in the dissolution of the hardened cement paste and formation of oxychloride phases, which are expansive. The chemical attack of the hardened cement paste is significantly reduced if supplementary cementitious materials are included in the concrete mixture. Both coal fly ash and ground granulated blast furnace slag were found to be effective at mitigating the chemical attack caused by the deicers tested. In the tests performed, ground granulated blast furnace slag performed better as a mitigation strategy as compared to coal fly ash. Additionally, siloxane and silane sealants were effective at slowing the ingress of deicing chemicals into the concrete and thereby reducing the observed distress. In general, the siloxane sealant appeared to be more effective than the silane, but both were effective and should be considered as a maintenance strategy.]]></description>
      <pubDate>Sat, 07 Jun 2025 19:08:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2548900</guid>
    </item>
    <item>
      <title>Guidelines for Minimizing the Deleterious Chemical Effects of Deicers on Portland Cement Concrete</title>
      <link>https://trid.trb.org/View/2548899</link>
      <description><![CDATA[Deicing chemicals are commonly used as part of winter maintenance activities to provide for safe and efficient travel on the nation's roadways. While effective, these materials also present a potential adverse effect on concrete infrastructure, including pavement, bridges, culverts, and other concrete members. This document provides guidelines for reducing the effects of chloride salts and other deicers on pavement and structural concrete. The guidelines are presented under different categories of strategies, including 1) durable mix design development, 2) effective construction practices, and 3) post-construction mitigation measures. Table 6 presents an abridged summary of those strategies. Overall, it is most economical to address the long-term durability of concrete structures during the initial mix design and construction processes, but steps can also be taken in the selection and application of deicing materials, and in the protection of the concrete after placement, to effectively balance safety and durability. In the end, the best way to protect concrete from deicer attack is to minimize the exposure and distress potential by using the least amount of deicing chemical possible.]]></description>
      <pubDate>Sat, 07 Jun 2025 19:08:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2548899</guid>
    </item>
    <item>
      <title>Long-term creep prediction for a PC bridge with stiffened steel truss based on field testing</title>
      <link>https://trid.trb.org/View/2522060</link>
      <description><![CDATA[To mitigate excessive long-term deflection observed in segmentally erected box girder bridges globally, engineers have proposed a novel structural form: the prestressed concrete bridge with a stiffened steel truss. Exhibiting enhanced rigidity, these bridges are particularly well-suited for high-speed rail applications, exemplified by successful implementations in northwest China. However, a comprehensive understanding of their long-term creep behavior remains a critical research gap. This study investigates a substantial four-span bridge on a high-speed railway line in northwest China as a representative case study. Utilizing in-situ concrete creep test data, a comparative analysis of the creep coefficient and classical creep models is performed. Subsequently, finite element modeling, incorporating optimized creep model parameters, is employed to analyze the long-term creep response of the reinforced steel truss prestressed concrete bridge, focusing on vertical deflection, longitudinal deformation, and prestress loss. The results indicate strong agreement between the in-situ creep coefficient and predictions derived from the ACI209 (1992) model. Finite element analysis, based on the ACI209 (1992) creep model, demonstrates that the incorporated stiffened steel truss significantly enhances bridge stiffness and mitigates vertical deflection. Furthermore, the stiffened steel truss prestressed concrete bridge exhibits reduced sensitivity to loading age and environmental humidity compared to conventional prestressed concrete bridges. These findings demonstrate that reinforced steel trusses effectively mitigate the adverse effects of creep in concrete bridge structures.]]></description>
      <pubDate>Wed, 26 Mar 2025 15:56:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2522060</guid>
    </item>
    <item>
      <title>Research of the Engagement of Liquid Aggressive Environment and Concrete</title>
      <link>https://trid.trb.org/View/2407780</link>
      <description><![CDATA[This article is devoted to the study of the interaction of the liquid aggressive environmental conditions (chlonization) and of cement concretes. With the help of mathematical models, profiles of the concentration of chloride ions are constructed along the thickness of the concrete coating. The possibility of using mathematical models in describing the corrosion of the second stage of cement concretes to determine the mass transfer indicators and calculate the corrosion rate of reinforcing steel and concrete is shown. The influence of hydrophobizing additives on the rate of transport of chloride ions through the concrete coating to the reinforcement surface is considered. A study of the chlorination of cement concretes, taking into account the phenomenon of pore and capillary colmatation, was carried out. The graphic dependences of the chloride ion transfer rate on the rate and degree of colmatation of the pores and capillaries of Portland cement-based concrete during corrosion in liquid aggressive environmental conditions are presented. The time intervals of the beginning of corrosion of steel reinforcement for corrosion of reinforced concrete in liquid aggressive environmental conditions containing chloride ions are established.]]></description>
      <pubDate>Fri, 21 Mar 2025 09:36:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2407780</guid>
    </item>
    <item>
      <title>Bridge Pile Repair Using Underwater Fiberglass Reinforced Plastic (FRP) Jacket and Steel Reinforced Grout</title>
      <link>https://trid.trb.org/View/2516351</link>
      <description><![CDATA[This study explored the feasibility and acceptability of using stay in-place fiberglass reinforced plastic (FRP) jackets and underwater steel reinforced grout for timely bridge piling repairs in Minnesota without dewatering. One of the goals of the project was to determine the current state of practice to this corrosion repair and inspection by researching other projects using similar repairs and to develop a survey to other departments of transportation to gather their experience with this type of repair. Another goal was to document the entire repair process on bridge 9462. Two different products, Five Star PileForm F Jacket and grout system and Denso SeaShield FX-70 and grout system, were installed, and contractor feedback was collected during the installation. This type of repair had a very limited impact to the surrounding area compared to a cofferdam-type repair. In fact, the repair was practically invisible to the drivers on the bridge and boaters were able to pass under the bridge while repairs were taking place. The contractor preferred the Denso product due to the jacket being stiffer, which made the jacket want to shut, since visibility in the water was zero. The jacket’s seam was easier to line up. Both products had identical installation steps, and both seemed to be a viable alternative to bridge pile repairs based on the performances from other projects found during the research.]]></description>
      <pubDate>Wed, 05 Mar 2025 09:02:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2516351</guid>
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