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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>
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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>Transport Research International Documentation (TRID)</title>
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      <title>Maintenance and Design of Steel Abutment Piles in Iowa Bridges</title>
      <link>https://trid.trb.org/View/1377042</link>
      <description><![CDATA[Soil consolidation and erosion caused by roadway runoff have exposed the upper portions of steel piles at the abutments of numerous bridges, leaving them susceptible to accelerated corrosion rates due to the abundance of moisture, oxygen, and chlorides at these locations. This problem is compounded by the relative inaccessibility of abutment piles for close-up inspection and repair. The objective of this study was to provide bridge owners with recommendations for effective methods of addressing corrosion of steel abutment piles in existing and future bridges A review of available literature on the performance and protection of steel piles exposed to a variety of environments was performed. Eight potential coating systems for use in protecting existing and/or new piles were selected and subjected to accelerated corrosion conditions in the laboratory. Two surface preparation methods were evaluated in the field and three coating systems were installed on three piles at an existing bridge where abutment piles had been exposed by erosion. In addition, a passive cathodic protection (CP) system using sacrificial zinc anodes was tested in the laboratory. Several trial flowable mortar mixes were evaluated for use in conjunction with the CP system. For existing abutment piles, application of a protective coating system is a promising method of mitigating corrosion. Based on its excellent performance in accelerated corrosion conditions in the laboratory on steel test specimens with SSPC-SP3, -SP6, and -SP10 surface preparations, glass flake polyester is recommended for use on existing piles. An alternative is epoxy over organic zinc rich primer. Surface preparation of existing piles should include abrasive blast cleaning to SSPC-SP6. Although additional field testing is needed, based on the results of the laboratory testing, a passive CP system could provide an effective means of protecting piles in existing bridges when combined with a pumped mortar used to fill voids between the abutment footing and soil. The addition of a corrosion inhibitor to the mortar appears to be beneficial. For new construction, shop application of thermally sprayed aluminum or glass flake polyester to the upper portion of the piles is recommended.]]></description>
      <pubDate>Wed, 23 Dec 2015 08:11:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1377042</guid>
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      <title>Rehabilitation of Concrete Structures: Melbourne, 31 August - 2 September 1992</title>
      <link>https://trid.trb.org/View/1204294</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 19:51:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1204294</guid>
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      <title>Bridge materials, construction, inspection and cathodic protection</title>
      <link>https://trid.trb.org/View/1177861</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 01:40:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1177861</guid>
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      <title>Value engineering study of bridge deck maintenance, repair, and protection</title>
      <link>https://trid.trb.org/View/1175332</link>
      <description><![CDATA[A Value Engineering Study was performed by six State highway agencies; California, Washington, Kentucky, Missouri, Virginia and New Hampshire, covering various aspects of materials and equipment used in the repair of cracking, scaling and spalling of concrete bridge decks.  Numerous types of qualified and untested equipment, materials and processes were examined and ranked by the task team.  The private sector participated in the study and shared their knowledge and experience with the team.  A survey was developed and sent to the six participating states and their neighboring states prior to the start of the three month study, to determine common and unique procedures. Some of the proposals are: provide an on site water source to flush bridge facilities, eliminate bridge deck drains, provide permanent access for inspection, exclude contaminants from reinforcing steel, cathodic protection to prevent corrosion in new construction, modular deck components for deck replacement projects on high-volume bridges, joint pre-final design plan reviews, joint post-construction and follow-up reviews, require certified construction inspectors, contractor pre-qualification should include performance capability and quality/durability evaluations, preventative maintenance considerations, and repair options (A).]]></description>
      <pubDate>Fri, 24 Aug 2012 00:25:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1175332</guid>
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      <title>PROTECTION CATHODIQUE DU TABLIER DU VIADUC DE HAUTEVILLE-SUR-FIER</title>
      <link>https://trid.trb.org/View/1007131</link>
      <description><![CDATA[Les armatures des dalles en beton arme du viaduc de Hauteville-sur-Fier sont mises sous protection cathodique des la construction de cet ouvrage.  Cet article traite des diverses phases concernant cette installation de protection cathodique.  En ce qui concerne la conception, celle-ci est delicate parce qu'il s'agit d'un pont mixte et il faut eviter toute interaction  entre les poutres en acier et cette protection.  Par ailleurs, l'emplacement des anodes a l'interieur des elements en beton arme a ete defini de facon a ne pas perturber la fabrication de ces elements.  La mise en place de l'installation de protection et son controle ont ete effectues conformement a la nouvelle norme experimentale (francaise) sur la protection cathodique des armatures du beton aerien.  Le suivi du fonctionnement de l'installation se fait a distance, par un systeme de telemesure et telecommande.   (A).  (Titres anglais et allemand : The cathodic protection of the apron of the Hauteville-sur-Fier viaduct.  Kathodenschutz der Fahrbahn des Viaduktes Hauteville-sur-Fier).]]></description>
      <pubDate>Sat, 20 Nov 2010 03:26:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1007131</guid>
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      <title>A55 Cliff Gardens Bridge, Old Colwyn, Colwyn Bay</title>
      <link>https://trid.trb.org/View/981046</link>
      <description><![CDATA[Repairs to the A55 Cliff Gardens Bridge at Colwyn Bay, a reinforced concrete structure built in the 1980s in a marine environment, are outlined.  Corrosion at the embedded steel reinforcement had led to spalling and delamination of the concrete.  Repairs around the structure were carried out using cast and hand-placed materials with a ribbon anode system installed asa long-term remedial solution.  The main bridge structure presented a more complex situation with a variation in the effects caused by contamination.  In order to decide on a long-term solution in this area Quadriga installed a monitoring system to record the state of corrosion and carried out trials of various electrochemical systems at a number of sites.  Brief details are provided of the trials which used both impressed current and galvanic cathodic protection systems.  The galvanic cathodic protection methodis an innovative method using an alloy of aluminium, zinc and indium as asacrificial anode connected by a bolt to the reinforcing steel and a zincsurface plate.]]></description>
      <pubDate>Wed, 27 Oct 2010 10:04:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/981046</guid>
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      <title>Stopping the rot</title>
      <link>https://trid.trb.org/View/775015</link>
      <description><![CDATA[Corrosion of reinforcing steel in concrete necessitates more than #500 million worth of corrosion prevention to preserve the motorway and trunk road system in England and Wales. All reinforced concrete is susceptible to the effects of air and moisture and will eventually crack and spall. New British Standards for concrete repair (BS EN 1504) are now in place. These emphasise proper design and whole-life costing. The European Commission has established a network on concrete repair, CON REP NET, which consists of a network of companies and research organisations investigating concrete structures across Europe. The principles of cathodic protection are explained and sacrificial anode cathodic protection and impressed current cathodic protection are described. After the collapse of part of the Pipers Row car park in Wolverhampton in 1997, it is now a legal requirement to assess concrete structures in the UK regularly. Corrosion can be assessed by visual inspection, delamination surveys, concrete cover measurements, carbonation depth, chloride content, concrete resistivity measurements and electrochemical potential measurements.]]></description>
      <pubDate>Thu, 02 Feb 2006 08:20:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/775015</guid>
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    <item>
      <title>Cost-effective remedial techniques for reinforcement corrosion in concrete road bridges</title>
      <link>https://trid.trb.org/View/768257</link>
      <description><![CDATA[Corrosion of steel reinforcement is the most serious and common deterioration problem affecting reinforced concrete bridges in New Zealand.  Remedial treatments for concrete damaged by corroding reinforcement include electrochemical treatments (cathodic protection, realkalisation and chloride extraction), which potentially offer a permanent treatment, and patch repair, which is cheaper but does not always prevent future deterioration.  This research, carried out in 2002-2003, complements a 2001-2002 review of electrochemical treatments.  It describes the features of current patch repair techniques, and uses New Zealand and Australian experience to compare the likely long-term performance and costs of both types of treatment for New Zealand bridges.  This will enable New Zealand bridge asset managers to  select appropriate repair technologies to suit the needs and circumstances of individual structures.  The research indicates that immediate costs of patch repair will almost always be lower than the costs of installing electrochemical treatments.  Life-cycle costs will also usually be lower for patch repairs, but can favour electrochemical treatments under certain circumstances. (a)]]></description>
      <pubDate>Mon, 19 Dec 2005 15:07:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/768257</guid>
    </item>
    <item>
      <title>INVESTIGATION OF THREE VICTORIAN BRIDGES TO DETERMINE THEIR MANAGEMENT NEEDS</title>
      <link>https://trid.trb.org/View/715265</link>
      <description><![CDATA[Three Victorian bridges have been investigated to determine their management needs in order to prevent development of corrosion damage in the structures.  After visual inspection of the bridges, electrochemical measurements including direct measurement of corrosion rate of reinforcement were conducted on selected areas of the structures, and relevant properties of concrete determined in those areas.  Based on the data obtained, the concrete in the tidal zone has been identified as needing the most attention for two of the bridges exposed to seawater.  Further monitoring is recommended to determine when intervention such as cathodic protection may be necessary.  For another older bridge, not subjected to seawater, deterioration appeared in the form of carbonation of concrete in some beams, salt efflorescence at the deck soffit, and localised corrosion of some column bases, caused by poorly compacted concrete.  Remedial options have been proposed for these elements. (a) For the covering entry of this conference, please see ITRD E204173.]]></description>
      <pubDate>Mon, 07 Jan 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/715265</guid>
    </item>
    <item>
      <title>STRUCTURAL HEALTH-CARE</title>
      <link>https://trid.trb.org/View/492309</link>
      <description><![CDATA[The combination of early detection of corrosion and the use of impressed current cathodic protection (ICCP) systems, built in at the new construction stage, is often forgotten as an option to ensure the lasting durability of a reinforced concrete structure. This article describes one such project which was part of the process of constructing the Rambler Channel Rail Bridge, completed recently in Hong Kong. In 1995, C-Probe Technologies Ltd was awarded a contract with the main construction contractor Bouygues-Dragages HK on behalf of the Mass Transit Railway Corporation (MTRC) in Hong Kong. The scope of the works included the design, supply of specialist materials, intermittent support during construction, and commissioning of an ICCP system in the bridge. The aim was to provide at least 60 years of life for the outer reinforcement steel within marine pile caps. Construction occurred from 1995 to 1998, and the systems were fully commissioned in November 1998. At the same time, C-Probe was asked to provide design support, materials, and commissioning of monitoring of other bridge elements, to detect the ingress of chloride ions into the concrete and relate this data to corrosion. The article details some aspects of the ICCP system and its commissioning, and discusses related issues such as ship impact.]]></description>
      <pubDate>Thu, 04 Nov 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/492309</guid>
    </item>
    <item>
      <title>TAY ROAD BRIDGE: ANALYSIS OF CHLORIDE INGRESS VARIABILITY &amp; PREDICTION OF LONG TERM DETERIORATION</title>
      <link>https://trid.trb.org/View/476767</link>
      <description><![CDATA[The development of reliable methods of predicting the ingress of chlorides into concrete structures is essential for quantitative durability design. Data from the Tay Road Bridge columns has been back-analysed to assess the first 25 years performance of a typical 1960s concrete structure in marine conditions, to predict future deterioration trends and to provide a point of reference from which the magnitude of improvement needed for new construction can be gauged. The Tay Road Bridge was built between 1963 and 1966 and its 42 spans are carried on a series of piers supporting twin reinforced concrete columns rising in height from 5.5m to 30m over its 2,245m length across the Tay Estuary. Premature development of reinforcement corrosion in the lower parts of the columns has led to the installation of a cathodic protection system. The data has been re-analysed to determine the surface chloride contents (Co) and the effective diffusion coefficients (De) and their variation with height up the columns using FICK2ND. These data have been used to predict the average rate of chloride ingress and the depth at which corrosion initiation is likely to develop at different heights above sea level at different ages. The data has been further analysed to examine the variability of ingress depths on different columns at the same height. The results provide a basis for improving bridge maintenance and the durability design of concrete structures and data for developing the modelling of field performance.]]></description>
      <pubDate>Fri, 17 Apr 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/476767</guid>
    </item>
    <item>
      <title>BRIDGE INSPECTION AND REHABILITATION. A PRACTICAL GUIDE. CHAPTER 2. CONCRETE SUPERSTRUCTURES</title>
      <link>https://trid.trb.org/View/377332</link>
      <description><![CDATA[Deterioration or obsolescence of the superstructure of concrete bridges is generally attributed to salt or loads exceeding the original design criteria.  This chapter provides comprehensive information on the rehabilitation of such structures.  Advances in bridge design, concrete construction and detailing are outlined which can be used in rehabilitation projects.  Materials which can be used in repair work are considered including mortars, polymer concretes, surface coatings and sealers.  Repair procedures are discussed including preparation, bonding, dowelling and application.  Concrete deck slab maintenance and rehabilitation are considered in detail including deck condition survey, typical repairs, deck overlays and cathodic protection.  Rehabilitation of the superstructure is examined in particular the superstructure condition survey, concrete restoration and repair procedure, special problems of prestressed concrete bridges and the repair of prestressed concrete I-beams and box beams.  For the covering abstract of the book see IRRD 853714.]]></description>
      <pubDate>Thu, 01 Jul 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/377332</guid>
    </item>
    <item>
      <title>VALUE ENGINEERING STUDY OF BRIDGE DECK MAINTENANCE, REPAIR, AND PROTECTION. FINAL REPORT</title>
      <link>https://trid.trb.org/View/344521</link>
      <description><![CDATA[A Value Engineering Study was performed by six State highway agencies (California, Washington, Kentucky, Missouri, Virginia and New Hampshire), covering various aspects of materials and equipment used in the repair of cracking, scaling and spalling of concrete bridge decks.  Numerous types of qualified and untested equipment, materials and processes were examined and ranked by the task team.  The private sector participated in the study and shared their knowledge and experience with the team.  A survey was developed and sent to the six participating states and their neighboring states prior to the start of the three month study, to determine common and unique procedures.  Some of the proposals are:  provide an on site water source to flush bridge facilities, eliminate bridge deck drains, provide permanent access for inspection, exclude contaminants from reinforcing steel, cathodic protection to prevent corrosion in new construction, modular deck components for deck replacement projects on high-volume bridges, joint pre-final design plan reviews, joint post-construction and follow-up reviews, require certified construction inspectors, contractor pre-qualification should include performance capability and quality/durability evaluations, preventative maintenance considerations, and repair options.]]></description>
      <pubDate>Sat, 30 Nov 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/344521</guid>
    </item>
    <item>
      <title>CATHODIC PROTECTION OF CONCRETE HIGHWAY BRIDGES</title>
      <link>https://trid.trb.org/View/355315</link>
      <description><![CDATA[This report presents an overview of the cathodic protection of concrete highway bridges with particular reference to the work of the Ontario Ministry of Transportation.  The scope includes both bridge decks and substructure components as well as the implications of applying cathodic protection to prestressed concrete members.  Results of research studies and operational experience with cathodic protection over a fifteen year period are summarized.  The report describes the principles of cathodic protection, the materials and components which are used and protection criteria to ensure that corrosion is arrested.  The need for a monitoring system to ensure effective long-term operation is emphasized and future research activities are identified.  (A) (Author/TRRL)]]></description>
      <pubDate>Sun, 30 Jun 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/355315</guid>
    </item>
    <item>
      <title>THE TAY ROAD BRIDGE</title>
      <link>https://trid.trb.org/View/352180</link>
      <description><![CDATA[The Tay Bridge is the longest road bridge in Great Britain and was built between 1963-1966.  The structure of the bridge and its innovative features are briefly described. A variety of maintenance problems have become apparent over the years including the replacement of gantry rails and inspection gantries, replacement of all 80 expansion joints, blast cleaning and repainting of the box girders, replacement of the aluminium parapet holding-down bolts and coping units, repair of concrete columns in the splash zone and tops of columns and general concrete repair to the superstructure and approach spans.  A 10-year programme of repair work amounting to  10 million is planned.  Work is carried out only between March and October due to the exposed situation.  Further details are given of the expansion joints, paint systems, parapets and columns. Cathodic protection has been found to offer the best protection to columns in this situation.  It is concluded that the performance of materials can be unpredictable.]]></description>
      <pubDate>Thu, 28 Feb 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/352180</guid>
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