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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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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>Development and Deployment of Titanium Alloy Bars for Strengthening and Cathodic Protection of Corrosion Damaged Transportation Infrastructure</title>
      <link>https://trid.trb.org/View/2260014</link>
      <description><![CDATA[This project will develop and demonstrate a new concept for strengthening and preserving corrosion-damaged coastal transportation infrastructure. A system of titanium alloy bars (TiABs) combined with a surface coating and bonding system will be developed. The TiABs provide immediate strengthening and then are integrated into an impressed current cathodic protection system to provide long-term durability of corrosion-damaged reinforced concrete structures. This multi-functional material application is novel for civil infrastructure applications. The research will develop a mixed metal oxide (MMO) coating for the TiABs that will enable them to be used effectively in an ICCP system over long timescales. No prior MMO system has been used at the scale required for civil infrastructure. The system will be demonstrated on conventional reinforced concrete beams and on AASHTO Type III prestressed concrete girders that were widely used in past bridge applications. These members, when located in environments subjected to salt intrusion such as in coastal environments are susceptible to corrosion and resulting loss of strength. Results will be a field applicable system with design guidelines for allowing implementation into rehabilitation and preservation practices. ]]></description>
      <pubDate>Tue, 03 Oct 2023 22:00:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2260014</guid>
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      <title>Corrosion Protection System For Construction And Rehabilitation Of Reinforced Concrete Bridges</title>
      <link>https://trid.trb.org/View/778418</link>
      <description><![CDATA[This article introduces a corrosion protection system for the construction and rehabilitation of reinforced concrete bridges.  The authors focus on various methodologies current used for rehabilitation, with a brief synopsis of corrosion protection systems available for new construction.  Topics include the primary cause of the corrosion of reinforced concrete bridges, the annual direct cost of corrosion for bridges (and how those costs are determined), surface barriers, cathodic protection, impressed current cathodic protection, sacrificial anode cathodic protection, and cathodic protection for prestressed concrete bridge members.  There are 543,019 concrete and steel bridges, of which 78,448 are structurally deficient, leaving 464,571 bridges to be maintained.  The total annual direct cost of corrosion for bridges is estimated to be between $6 and $10 billion.  The authors caution that although the direct costs presented are estimated by making broad assumptions, the calculated cost represents the relative cost of corrosion for the highway bridge sector.  Life cycle analysis estimates indirect costs to the user due to traffic delays and lost productivity at more than ten times the direct cost of corrosion.  The authors conclude that, since all materials will eventually degrade, in the future ways must be found to rehabilitate the so-called corrosion-resistant bridges of today with improved, cost-effective methods and technologies.]]></description>
      <pubDate>Wed, 15 Mar 2006 08:24:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/778418</guid>
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      <title>EVALUATION OF SPRAYED-ON METALIZING FOR PRECAST PRESTRESSED CONCRETE I-BEAMS</title>
      <link>https://trid.trb.org/View/718764</link>
      <description><![CDATA[Cathodic protection has been used as an effective means of arresting corrosion in reinforced concrete.  A galvanic system typically consists of a sacrificial anode, some form of adhesive or fastening system to secure the anode to the concrete, and an electrical connection between the anode and the corroded reinforcement.  No external power or complex monitoring system is required.  Galvanic systems are recognized for their simplicity and ability to operate with little or no maintenance for the life of the system.  This research was conducted to evaluate "sprayed-on" galvanic cathodic protection systems as a means of extending the life of precast prestressed concrete I-beams.  By arresting corrosion, the galvanic system can extend the life of the prestressing strands and reinforcing steel, postponing or minimizing the need for repairing structural members of the bridge.  The Illinois Department of Transportation, Bureau of Materials and Physical Research conducted an evaluation of three different types of zinc-based metals as anodes for galvanic cathodic protection.  The anodes were "metalized" onto the faces of several precast prestressed concrete I-beams of twin structures, west of Peoria, Illinois. This study was conducted to evaluate the metalizing process, and the different metals as anodes for consideration as alternative methods for galvanic cathodic protection.  Evaluation of the three different types of "sprayed-on" anodes for galvanic cathodic protection indicate that the systems do not offer any improved amount of protection to the prestressing strands when compared to beams that were not treated.  Results from the corrosion potential surveys indicate that the systems are not protecting the steel.  It appears that the anodes do not develop enough current necessary to drive the ion exchange to arrest the corrosion process.]]></description>
      <pubDate>Mon, 15 Jul 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/718764</guid>
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    <item>
      <title>LONG-TERM EFFECTS OF CATHODIC PROTECTION ON PRESTRESSED CONCRETE BRIDGE COMPONENTS</title>
      <link>https://trid.trb.org/View/503371</link>
      <description><![CDATA[While cathodic protection effectively reduces or stops ongoing corrosion of reinforcing steel in concrete, applicability of this technology to prestressed members has been limited because of concerns regarding possible bond loss and hydrogen embrittlement.  Within this context, the present research was intended as a comprehensive, multifaceted undertaking to elevate the understanding of prestressed concrete cathodic protection to the same level as for reinforced concrete.  The program involved four components:  (1) constant extension rate testing (CERT) of precorroded tendon wires, (2) cathodic overprotection of precorroded, pretensioned beams with evaluation for hydrogen embrittlement susceptibility, (3) concrete block pull-out tests to determine any effect of cathodic protection on the tendon-to-concrete bond, and (4) evaluation of a commercially available remote monitoring and control hardware and software system for application to prestressed concrete cathodic protection.  A set of criteria for qualifying corrosion-damaged pretensioned concrete members for cathodic protection, such that hydrogen embrittlement is avoided, was formulated based on:  (1) the prestress level and (2) the extent of corrosion damage.  No significant negative effect of cathodic protection on tendon bond strength, even after long service lives, was detected. Also, existing remote monitoring provides a reliable, cost-effective means for interrogating, testing, and controlling cathodic protection systems on pretensioned concrete members.]]></description>
      <pubDate>Thu, 16 Sep 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/503371</guid>
    </item>
    <item>
      <title>CORROSION PROTECTION - CONCRETE BRIDGES</title>
      <link>https://trid.trb.org/View/537201</link>
      <description><![CDATA[Premature corrosion of reinforcing steel has caused many concrete bridges in the United States to deteriorate before their design life was attained.  Recognizing the burden that reinforcing steel corrosion imposes on natural resources, the Federal Highway Administration established Corrosion Protection for Concrete Bridges as one of the high-priority areas (HPAs) in its Structures Research Program.  This HPA had two main objectives:  (1) To develop effective and economical methodologies for arresting or reducing the extent of steel corrosion due to chloride-contamination of concrete bridges, thereby reducing maintenance costs of existing concrete bridges and minimizing interruption to traffic; and (2) To develop sound design and construction practices and materials for preventing corrosion of reinforcement in new structures, hence minimizing future deterioration.  To meet these objectives, several research programs were developed and pursued in this HPA.  This report summarizes the progress made through research efforts conducted under these programs.  The results presented cover (A) corrosion control in new concrete constructions (adequate concrete cover, quality concrete, rebar coatings, corrosion inhibiting admixtures, and corrosion protection of prestressed concrete bridge members) and (B) corrosion control for rehabilitation of existing concrete structures (conventional rehabilitation methods, cathodic protection, and electrochemical removal of chloride).]]></description>
      <pubDate>Mon, 19 Oct 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/537201</guid>
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      <title>FIELD EVALUATION OF A NEW ALUMINUM ALLOY AS A SACRIFICIAL ANODE FOR STEEL EMBEDDED IN CONCRETE</title>
      <link>https://trid.trb.org/View/473895</link>
      <description><![CDATA[This is the final report for a study to evaluate the use of sacrificial cathodic protection (CP) for reinforced and prestressed concrete bridge members.  CP using impressed current is an accepted and common method used to provide CP to steel in concrete.  Sacrificial CP, however, is relatively easy to apply, does not require that the anode be electrically isolated from the steel, and does not require an external power supply.  In the past, attempts to apply sacrificial anode CP to bridge structures have met with limited success because conventional sacrificial anode alloys operate at a low fixed potential and the conductivity of concrete often does not permit satisfactory current output.  The Florida Department of Transportation (DOT) has applied arc-sprayed zinc to several bridges in the marine environment.  This study examined the performance of existing sacrificial alloys in different environments for sacrificial CP and developed new sacrificial alloys for protecting steel in concrete.  The study consisted of both laboratory and field tasks.  The first task consisted of tests to identify suitable environments for sacrificial alloys.  In this task, an alloy consisting of aluminum, zinc and indium was identified that provided adequate CP to steel embedded in concrete over a range of temperature and humidity conditions as might be expected on bridge structures.  In the laboratory tests, the aluminum alloy outperformed pure zinc.  The field task was designed to evaluate the alloy on a real bridge structure for a period of 2 yr.  The bridge selected was the Bryant Patton Bridge, which is located between Eastpoint and St. George Island in Florida.  This bridge has experienced significant corrosion problems with its substructure and has been the subject of evaluations of thermally sprayed zinc and zinc compression jacket anode by Florida DOT.  Two bents were selected for the current tests. One bent consisted of four piles.  Two of these piles were sprayed with the aluminum alloy, which consisted of 80% aluminum, 20% zinc, and 0.2% indium.  The other two piles were sprayed with pure zinc.  The piles were instrumented to measure anode current, rebar potential, rebar probe current, and structure depolarization.  The other bent also consisted of four piles.  Two of these piles were coated with the aluminum alloy, and one pile was coated with pure zinc.  The piles on the second bent were not instrumented.  Testing during the 2 yr of operation and final on-site testing indicate that the aluminum alloy is capable of providing a better degree of CP to the embedded steel than pure zinc.]]></description>
      <pubDate>Mon, 27 Apr 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/473895</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF A NEW SACRIFICIAL CATHODIC PROTECTION SYSTEM FOR STEEL EMBEDDED IN CONCRETE</title>
      <link>https://trid.trb.org/View/573581</link>
      <description><![CDATA[This is the interim report for a study to evaluate the use of sacrificial cathodic protection for reinforced and prestressed concrete bridge members.  Cathodic protection (CP) using impressed current is an accepted and common method used to provide corrosion protection to steel in concrete.  Sacrificial cathodic protection, however, is relatively easy to apply, does not require that the anode be electrically isolated from the steel, and does not require an external power supply.  Attempts to apply sacrificial anode CP to bridge structures have met with limited success because conventional sacrificial anode alloys operate at a low fixed potential and the conductivity of concrete often does not permit satisfactory current output.  The Florida Department of Transportation has applied arc-sprayed zinc to several bridges in the marine environment.  This study examined the performance of existing sacrificial alloys in different environments for sacrificial CP, and developed new sacrificial alloys for protecting steel in concrete.  The study consisted of both laboratory and field tasks.  The first task consisted of tests to identify suitable environments for sacrificial alloys.  In this task, test blocks with and without a sprayed zinc coating were exposed to northern marine, northern semi-rural, and southern marine environments; a laboratory environment; and seawater splash zone exposure.  The results indicate that a sprayed zinc anode can reduce the corrosion of embedded steel in concrete.  In the second task, two bridges with a zinc sacrificial anode in the Florida Keys were inspected and tested.  Data on anode current output, anode and cathode potential, and anode and cathode depolarization were recorded. The results indicate that pure zinc does not provide long-term protection because of eventual passivation in non-wet areas. The third task tested existing sacrificial alloys for their performance when applied to concrete.  The laboratory studies into existing commercial sacrificial alloys did not produce favorable results and so further laboratory work to develop new alloys was conducted.  The above studies indicated the need to identify a sacrificial alloy or alloys that could provide adequate CP current for the long term.  The fourth task consisted of this developmental study.  The result was a series of aluminum-zinc-indium alloys that are capable of maintaining reasonably high potentials and current output under a range of concrete conditions for longer than pure zinc or aluminum. Field testing on a bridge structure is scheduled.]]></description>
      <pubDate>Mon, 29 Sep 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/573581</guid>
    </item>
    <item>
      <title>CATHODIC PROTECTION OF PRESTRESSED BRIDGE MEMBERS--FULL-SCALE TESTING</title>
      <link>https://trid.trb.org/View/471195</link>
      <description><![CDATA[The results of a study on the use of cathodic protection on prestressed and post-tensioned concrete bridge members are summarized.  Previous laboratory tests to evaluate hydrogen embrittlement of high strength steel embedded in concrete have proven that cathodic protection will generate hydrogen on high-strength steel in concrete if the potential is more negative than the thermodynamic hydrogen evolution potential. The hydrogen generated will enter the steel and cause a loss in ductility that will adversely affect the steel's performance if a notch is present.  Full-scale beams were constructed to further study those phenomena.  Four pretensioned beams were constructed.  In addition, two post-tensioned slabs were constructed to evaluate cathodic protection of anchorages and tendons encased in metal or plastic conduits.  Cathodic protection currents were supplied by IR drop-free potential controlled rectifiers.  Good potential control at control points was achieved by using externally mounted silver-silver chloride reference electrodes and a conductive gel bridge.  However, inconsistent potential control occurred at locations other than at the control points.  Later in the study, constant current power supplies were used on two of the beams.  Hydrogen entering the steel as the result of corrosion appears to have masked the presence of hydrogen that might have been produced by cathodic protection.  The analysis also revealed that there was corrosion of some pretensioned wires at crossings with interior steel reinforcing bars due to interference (stray current) caused by cathodic protection application.  Analysis of the post-tensioned slabs indicated little effect of cathodic protection on tendons inside plastic or metal ducts from the application of cathodic protection.  Beneficial effects were noted on anchor points where mortar was in contact with the metal.]]></description>
      <pubDate>Tue, 25 Feb 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/471195</guid>
    </item>
    <item>
      <title>CATHODIC PROTECTION DEVELOPMENTS FOR PRESTRESSED CONCRETE COMPONENTS. FINAL REPORT</title>
      <link>https://trid.trb.org/View/405799</link>
      <description><![CDATA[This is the final report in a study that evaluated the feasibility of using cathodic protection on prestressed concrete bridge members.  The interim report (FHWA-RD-92-056), published in February 1993, presented laboratory data showing that cathodic protection will generate hydrogen on high-strength steel embedded in concrete if the potential is more negative than the thermodynamic hydrogen evolution potential.  The hydrogen generated will enter the steel and will cause a loss in ductility that will adversely affect the steel's performance if a notch is present.  In addition, conductive paints and polymers were evaluated as anode materials.  Full-scale beams were constructed to study the above phenomena, as well as the various cathodic protection criteria.  Four pretensioned beams were constructed.  In addition, two post-tensioned slabs were constructed to evaluate the ability of cathodic current to provide corrosion protection to anchorages and tendons encased in metal or plastic conduits.  Cathodic protection currents were supplied by IR drop-free potential controlled rectifiers.  Later in the study, constant-current power supplies were utilized. The interim report presented the initial construction details and preliminary results for the beams and slabs.  Hydrogen entering the steel as the result of corrosion appears to have masked the presence of hydrogen that might have been produced by cathodic protection applied at levels exceeding -1100 mV vs. CSE.  The analysis also revealed that there was corrosion of some pretensioned wires at crossings with interior steel reinforcing bars due to interference (stray current) caused by cathodic protection application.  Analysis of the post-tensioned slabs indicates little effect on tendons inside plastic or metal ducts from the application of cathodic protection.  Beneficial effects were noted on anchor points where mortar was in contact with the metal.  None of the anode systems tested proved to be fully durable under the conditions of the test.]]></description>
      <pubDate>Sun, 22 Sep 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/405799</guid>
    </item>
    <item>
      <title>POLARIZATION IN STEEL REINFORCED CONCRETE UNDER CATHODIC PROTECTION. FINAL REPORT</title>
      <link>https://trid.trb.org/View/380871</link>
      <description><![CDATA[Experiments have been performed upon a series of simulated prestressed concrete piling specimens partially submerged in natural sea water for the purpose of better assessing variables and parameters which influence cathodic polarization and corrosion protection of such members in marine bridge substructure applications.  While some specimens served as freely corroding controls, most were instrumented with either an arc sprayed zinc or conductive rubber anode mounted upon the splash zone portion of the concrete.  Tendon in specimens with the latter anode material (conductive rubber) were polarized with an impressed current, while for the arc sprayed zinc some were sacrificially polarized and others utilized impressed current.  Several actual prestressed pilings were also included in the program.  The specimens were cathodically polarized and potential, current and magnitude of depolarization were recorded as a function of vertical position, which extended from the fully submerged specimen base through the water-air interface to the atmospheric zone.  Variables, in addition to anode type and polarization mode (sacrificial versus impressed current), that were included in the program were a) water-cement ratio, b) chloride admixed versus non admixed concrete, c) water level and d) anode dimensions.  Results were evaluated within the context of the practicality and effectiveness of and criteria for marine bridge substructure cathodic protection.  The data indicated that more effective cathodic protection resulted for impressed current rather than sacrificial anode specimens.  In the case of conductive rubber anode specimens an unexpectedly negative potential occurred near the anode base which was in a range that could cause tendon embrittlement.  This difficulty can be avoided by utilization of a power supply capable of voltage limitation in the constant current mode coupled with system calibration for each individual piling during initial energizing of cathodic protection.  From correlations between the magnitude of depolarization, potential and current, a protection criterion based upon either instant-off potential or depolarization with a potential limit is recommended; however, the magnitude of depolarization required for protection exceeded the commonly referenced 100 mV criterion and was near 200 mV for situation involving active corrosion.  A protection criterion based upon current or current density alone is not acceptable, however.  No indication of cathodic protection inducing local anodic areas on the tendon either above or below the anode was apparent.]]></description>
      <pubDate>Mon, 27 Dec 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/380871</guid>
    </item>
    <item>
      <title>CATHODIC PROTECTION OF PRESTRESSED MEMBERS: AN UPDATE</title>
      <link>https://trid.trb.org/View/364835</link>
      <description><![CDATA[Research is being conducted in use of cathodic protection of highly stressed steel tendons, both prestressed and posttensioned, embedded in concrete bridge structures. These tendons are subject to embrittlement by hydrogen generated by cathodic protection under certain conditions. Research indicates that hydrogen penetrates steel and causes ductility reduction at potentials equal to or more negative than those normally considered necessary for the thermodynamic stability of iron.  Other criteria commonly proposed for protection of steel reinforcement produce potentials considerably less negative than the potential required to generate hydrogen at the steel-concrete interface.  Because of the critical dependence of hydrogen evolution on potential, cathodic protection must be potential controlled and the detection circuit must be free of IR effects.  The use of freely corroding iron as a reference is suggested.  Ongoing research includes studies on cathodic protection to answer questions about surface anode behavior, current distribution within bridge members, and use of cathodic protection on posttensioned and segmented bridge construction.]]></description>
      <pubDate>Tue, 31 Mar 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/364835</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>CATHODIC PROTECTION OF CONCRETE HIGHWAY BRIDGES. CORROSION OF REINFORCEMENT IN CONCRETE. PAPERS PRESENTED AT THE THIRD INTERNATIONAL SYMPOSIUM ON "CORROSION OF REINFORCEMENT IN CONCRETE CONSTRUCTION", BELFRY HOTEL, WISHAW, WARWICKSHIRE, MAY 21-24, 1990</title>
      <link>https://trid.trb.org/View/355074</link>
      <description><![CDATA[The paper 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 principles of cathodic protection, the materials and components which are used and protection criteria to ensure that corrosion is arrested are described.  The need for a monitoring system to ensure effective long-term operation is emphasized and future research activities identified.(A) For the covering abstract of the conference see IRRD 831449.]]></description>
      <pubDate>Sun, 31 Mar 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/355074</guid>
    </item>
    <item>
      <title>APPLICATION OF CATHODIC PROTECTION TO PRESTRESSED CONCRETE BRIDGES</title>
      <link>https://trid.trb.org/View/288013</link>
      <description><![CDATA[It is known that over-protection in a cathodic protection system can cause hydrogen evolution at the cathode, which is unacceptable because it may contribute to embrittlement of the prestressing steel.  Tests were carried out on full size laboratory specimens simulating typical prestressed and post-tensioned bridge members.  Current and potential distribution were examined as cathodic protection was applied to the specimens.  Both imbedded probes and surface half-cells were used to monitor the beams.  Test results indicated that cathodic protection of the deck steel in the post tensioned beam had no adverse effect on the post tensioning strands under normal operating conditions. Cathodic protection could not be used to protect the post tensioned strands in the post tensioned beam when the metal duct containing the strands was electrically connected to the reinforcing steel.  (Author/TRRL)]]></description>
      <pubDate>Tue, 31 Jan 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/288013</guid>
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