About LTBP

This research was conducted 

as part of the Federal Highway 

Administration’s Long-Term 

Bridge Performance (LTBP) 

Program. The LTBP Program is 

a minimum 20-year research 

effort to collect scientific 

performance field data, 

from a representative 

sample of bridges nationwide, that will help the 

bridge community better 

understand bridge deterioration and performance. 

The products from this program will be a collection of 

data-driven tools including 

predictive and forecasting 

models that will enhance the 

abilities of bridge owners to 

optimize their management 

of bridges.

Introduction

This study was conducted as part of the Federal Highway Administration 

(FHWA) Long-Term Bridge Performance (LTBP) Program in conjunction 

with the National Concrete Bridge Council. The LTBP Program is a longterm research effort, authorized by the U.S. Congress under the Safe, 

Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for 

Users to collect high-quality bridge data from a representative sample of 

highway bridges nationwide that will help the bridge community better 

understand bridge performance.(1) The products from this program will 

be a collection of data-driven tools, including predictive and forecasting 

models that will enhance the abilities of bridge owners to optimize their

management of bridges.

The LTBP Program is collecting field data from bridges constructed 

from 1960 to the present. Because the LTBP Program not only collects 

the data but also analyzes it, the data must be evaluated in its 

proper context. Nationally, bridge technologies have changed, and 

new innovations have arisen so that the state-of-the-art for bridge 

engineering has advanced. It is important to record when these 

innovations and changes in bridge technology occur in order to 

better interpret and understand why the performance data may differ 

for bridges built from 1960 to the present. For example, if a bridge 

built in 1965 is outperforming a bridge built in 1978 (or vice versa), it 

would be helpful to understand what innovations and changes in 

practice occurred between these two dates that could affect bridge 

performance. 

This summary report discusses the changes in bridge practice—

both technology changes and innovations—for reinforcing steel for 

concrete bridge members.

FHWA Publication No.: FHWA-HRT-16-012 

FHWA Contact: Susan Lane, HRDI-50, (202) 493-3151, Susan.Lane@dot.gov 

Authors: Susan Lane, P.E., FHWA, and Danielle Kleinhans, Ph.D., P.E., 

Concrete Reinforcing Steel Institute and Chair, National Concrete Bridge Council

Research, Development, and Technology | Turner-Fairbank Highway Research Center | 6300 Georgetown Pike, McLean, VA 22101-2296

http://www.fhwa.dot.gov/research/

FHWA LTBP Summary—National Changes in 

Bridge Practices for Reinforcing Bars

SUMMARY REPORT
2

The Need for and Use of Reinforcing Steel

The compressive strength of concrete is significantly

stronger than its tensile strength. Wherever there is 

sufficient tension in plain (unreinforced) concrete,

concrete tends to crack. Therefore, wherever 

tension is present in the concrete member, 

designers place reinforcing steel bars, or rebars, 

to help carry the tensile load/stress. For reinforced 

concrete members, designers use only reinforcing 

steel. For prestressed concrete members, designers 

use reinforcing steel in addition to high-strength 

seven-wire pretensioned strands and/or posttensioned tendons to carry higher loads and/or 

span greater distances.

Tensile loads occur in simple-span and multispan 

bridges due to prestressing and flexure induced 

by dead loads and live loads. Tensile loads can 

also occur from shear forces, lateral loads, seismic forces, thermal effects, creep and shrinkage of 

the concrete, and deleterious reactions within the 

concrete. Typically, flexure loads can be carried by 

straight reinforcing bars placed in the bottom of 

a deck or beam in simple spans and placed in the 

tops of these members over the supports. Truss 

bars (reinforcing steel that is formed in a repeating 

pattern of bottom reinforcement followed by top 

reinforcement) are still used by some States to 

resist flexure primarily in bridge decks. Reinforcing 

bars formed into open or closed hoops, called 

"stirrups," are placed in the concrete member to 

help resist shear forces. Lateral loads and seismic 

forces may be resisted in columns by spiral 

reinforcing steel or a series of evenly spaced reinforcing steel hoops called ties. Creep and shrinkage 

forces occur in the concrete both during the initial 

set of the concrete and over time; these forces can 

be resisted by grids of reinforcing bars that intersect 

locations where cracks may form.

The Need for Corrosion Protection

Bridges in much of the United States are subjected 

to deicing chemicals during the winter months, 

and bridges located in a marine environment are 

subjected to sea water. Many of these deicing 

chemicals contain chloride ions. As snow and ice 

melt, the water carries these chloride ions down into 

the pores of the concrete surface. When present in 

sufficient concentrations, chloride ions cause the 

reinforcing steel to rust and corrode. Rust causes the 

reinforcing steel to exfoliate, causing inner stress 

with the hardened concrete. As the rust expands, it 

cracks the concrete, and a spall can develop adjacent

to the corroded rebar.

Specialty reinforcing bars were developed to address 

issues related to corrosion and/or to provide increased 

tensile strength. These specialty reinforcing bars 

include epoxy-coated, galvanized, dual-coated, low 

carbon-chromium, and stainless steel. 

The following timelines describe the advancement 

and changes in reinforcing bars and corrosionresistant reinforcement from 1910 to the present 

(see table 1 and table 2).

1910 First reinforcing bar specifications issued.(2)

1911 ASTM A15 published with grades 33 and 50.(3)

1914 ASTM A15 revised by adding grade 40.(4)

1924 The American Association of State Highway Officials (AASHO) issued its first 

standard for concrete reinforcement, AASHO M 31.(5)

1928 First hot-dip galvanized reinforcing bar specifications published, ASTM A123.(6)

Table 1. Timeline of changes in national bridge practices for steel reinforcement in concrete bridges.
3

1947 ASTM A305 published; it included rebar deformation patterns.(7)

1953 U.S. Navy uses galvanized rebar in a bridge in Bermuda.

1957 ASTM A408 published; it covered large diameter bars (no.14 and no.18 bars) in 

three different grades.(8)

1958 ASTM A431 published; it included grade 75 rebar.(9)

1959 ASTM A432 published; it included grade 60 rebar.(10)

1968

• ASTM A305, ASTM A408, ASTM A431, and ASTM A432 withdrawn. 

(See references 7–10.)

• ASTM A615 published (replaced ASTM A15, ASTM A408, ASTM A431, 

ASTM A432, and portions of ASTM A305) with grades 40, 60, and 75. (See 

references 11, 4, and 7–10.)

1969 ASTM A15 withdrawn.(4)

1972 ASTM A615 revised, removing grade 75 rebar.(12,2)

1973 Epoxy-coated rebar first used in a U.S. bridge.

1974 ASTM A706 published for rebars with improved weldability.(13)

1979 ASTM A767 published for zinc-coated (galvanized) rebars.(14)

1981 ASTM A775 for epoxy-coated rebars and ASTM D3963 for handling of epoxycoated bars published.(15,16)

1982

The American Association of State Highway and Transportation Officials 

(AASHTO) published the metric version of standard M31, known as 

AASHTO M 31M.(17)

1983 Stainless steel rebar first used in U.S. bridges.

1987 • ASTM A615 revised, reinstating grade 75.(18)

• AASHTO published M 284 for epoxy-coated rebars.(19)

Table 1. Timeline of changes in national bridge practices for steel reinforcement in concrete bridges — Continued.
4

1989 ASTM A775/A775M revised to change damage threshold and add anchor profile.(20)

1990 • ASTM A775/A775M revised with provisions for repairing damaged coating.(21)

• FHWA memorandum issued on certification programs.(22)

1991 The Concrete Reinforcing Steel Institute (CRSI) began a certification program 

for epoxy-coating applicator plants.

1992 ASTM A775/A775M revised to change the coating thickness.(23)

1994 ASTM A775/A775M revised to change the bend tests.(24)

1995 • ASTM A934/A934M published for prefabricated epoxy-coated rebar.(25)

• ASTM A775/A75M revised to allow a chemical wash for surface preparation.(26)

1996 ASTM A955/A955M published for stainless steel rebars.(27)

1997 Cathodic debonding introduced in ASTM A775/A775M and A934/A934M.(28,29)

2001 AASHTO issued AASHTO M 317M/M 317.(30)

2003 ASTM A995 revised.(31)

2004

• ASTM A1035/A1035M published.(32)

• ASTM A615/A615M renamed.(33)

• ASTM A775/775M revised.(34)

• AASHTO MP 13M/MP 13 published.(35)

2007 ASTM A955 revised.(36)

2008 ASTM A1055 published for zinc and epoxy dual coated rebars.(37)

2009 • ASTM A615/A615M revised, adding grade 80.(38)

• ASTM A706/A706M revised, adding grade 80.(39)

• AASHTO MP 18M/MP 18 published.(40)

2012

• AASHTO discontinued AASHTO M 284M/M 284. It was replaced by 

ASTM A775/A775M.(41,42)

• AASHTO discontinued AASHTO M 317M/M 317. It was replaced by 

ASTM D3963/D3963M.(43,44)

2015

• ASTM A615/A615M revised, adding grade 100.(45)

• ASTM A1035/A1035M revised.(46)

• ASTM A1094/A1094M published for continuous hot-dip galvanized steel rebars.(47)

• AASHTO updated AASHTO MP 18M/MP 18.(48)

Table 1. Timeline of changes in national bridge practices for steel reinforcement in concrete bridges — Continued.
5

1910 Specifications for reinforcing bars were first produced by the Association 

of American Steel Manufacturers.

(2)

1911

ASTM issued its first version of ASTM A15, Standard Specification for Billet-Steel 

Concrete Reinforcement Bars.

(3) It had provisions for the following two grades:

• Grade 33—Structural, with a minimum specified yield strength of 33 ksi.

• Grade 50—Hard, with a minimum specified yield strength of 50 ksi.

This specification was withdrawn in 1969.

1914 ASTM changed ASTM A15 and added provisions for a third grade: grade 40—

Intermediate, with minimum specified yield strength of 40 ksi.(4)

1924 AASHO published its first standard for reinforcing bars, AASHO M 31, 

Billet-Steel Concrete Reinforcing Bars.(5)

1928

ASTM first published ASTM A123, Tentative Specification for Zinc (HotGalvanized) Coatings on Structural Steel Shapes, Plates and Bars and Their 

Products.

(6) This specification covers rebars that are constructed into rebar 

cages/assemblies and then are hot-dip galvanized as a cage/assembly. It also 

covers hot-dip galvanizing for an assortment of products, including steel plates, 

pipes, and wires.(49,50)

1947

ASTM issued the first version of ASTM A305, Tentative Specification for Minimum 

Requirements for the Deformations of Deformed Steel Bars for Concrete 

Reinforcement.(7) This specification established standards for rebar deformation 

patterns, which improved the bond between the concrete and the rebar that met 

the standards in the first version of ASTM A15.(3,51)

1953 The U.S. Navy used galvanized rebar for the Longbird Bridge in Bermuda. 

This may have been the first use of galvanized rebar in North America.(49)

1957

ASTM first published ASTM A408,Tentative Specification for Special Large 

Size Deformed Billet Steel Concrete Reinforcement Bars.(8) This specification 

established standards for bars of approximately 14/8-inch and 18/8-inch diameters 

and designated them as 14S and 18S bars, respectively. Both bar sizes were 

available in three grades: structural, intermediate, and hard. The structural grade 

had a tensile strength of 55,000 to 75,000 psi and a minimum yield point of 

33,000 psi. The intermediate grade had a tensile strength of 70,000 to 90,000 

psi and a minimum yield point of 40,000 psi. The hard grade had a minimum 

tensile strength of 80,000 psi (and no specified maximum tensile strength) and a 

minimum yield point of 50,000 psi.(8)

1958 ASTM introduced its first specification for grade 75 rebar, ASTM A431, Tentative 

Specification for High-Strength Billet-Steel Bars for Concrete Reinforcement.(9)

1959

ASTM introduced its first specification for grade 60 rebar, ASTM A432, Tentative 

Specification for Deformed Billet Steel Bars for Concrete Reinforcement with 

60,000 psi Minimum Yield Point.

(10)

Table 2. Detailed changes in bridge practices nationally for steel reinforcement in concrete bridges.
6

1968

ASTM withdrew specifications ASTM A305, ASTM A408, ASTM A431, and 

ASTM A432. (See references 7–10.)

ASTM first published ASTM A615.(11) It replaced ASTM A15, A408, A431, A432, 

and portions of A305, and it contained the following three grades: (See 

references 4, 8–10, and 7.)

• Grade 40, with a minimum specified yield strength of 40 ksi.

• Grade 60, with a minimum specified yield strength of 60 ksi.

• Grade 75, with a minimum specified yield strength of 75 ksi.

It was the first ASTM standard to specify provisions for all three of these 

grades of steel in one specification. It also contained provisions for deformation 

patterns for rebars that had previously been contained in ASTM A305.(2,7)

1969 ASTM withdrew specification ASTM A15.(4)

1972 ASTM A615 removed its provisions for grade 75 rebar.(12,2)

1973 Epoxy-coated rebars were first used in a U.S. highway bridge in Pennsylvania 

over the Schuylkill River.(52,53)

1974

ASTM issued its first version of ASTM A706, Standard Specification for LowAlloy Steel Deformed Bars for Concrete Reinforcement.(13) The only grade 

specified was grade 60, with a minimum specified yield strength of 60 ksi and 

a maximum yield strength of 78 ksi. ASTM A706 bars are easier to weld than 

ASTM A615 bars due to greater controls over the chemical composition of the 

bars. The ASTM A706 specification also required the rebars to have a maximum 

carbon equivalent of 0.55 percent. The value of carbon equivalent is used in 

conjunction with the American Welding Society D12.1 standard to determine the 

minimum preheat temperature prior to welding.(54) The equation for calculating 

the carbon equivalent is provided in the ASTM A706 specification and includes 

values for the percentages of carbon, manganese, copper, nickel, chromium, 

molybdenum, and vanadium in the steel.(13,55)

1979

ASTM issued the first version of ASTM A767, Standard Specification for ZincCoated (Galvanized) Bars for Concrete Reinforcement.

(14) This specification 

covered unassembled groups of bars and single bars. The amount of coating is not 

specified by thickness but by the mass of the zinc coating per surface area.(49,50)

1981

ASTM issued the first version of ASTM A775, Standard Specification for EpoxyCoated Reinforcing Steel Bars.(15) It covered the coating application on the rebars 

before fabrication (subsequent bending or handling of the rebar to create the 

reinforcing cage). The coating thickness was set at 7 mil ± 2 mil, which would 

allow a minimum coating thickness of 5 mil.(15,56)

ASTM issued the first version of ASTM D3963, Standard Specification for EpoxyCoated Reinforcing Steel.(16) It covered the fabrication of epoxy-coated rebars and 

the handling of these rebars during transport, as well as the handling, storage, 

and placement of these rebars at the job site.(16)

Table 2. Detailed changes in bridge practices nationally for steel reinforcement in concrete bridges — Continued.
7

1982 AASHTO published its first metric standard for rebar, AASHTO M 31M, Deformed 

and Plain Billet-Steel Bars for Concrete Reinforcment [Metric].

(17)

1983

The earliest bridge deck built using stainless steel reinforcement was constructed 

in 1983 in Michigan using Unified Numbering System S30400 material for the eastbound deck. The deck is on the I-696 Bridge over Lennox Road in Ferndale, MI.

1987

ASTM A615 reinstated provisions for grade 75 rebar.(18)

AASHTO published its first standard for epoxy-coated rebars, AASHTO M 284, 

Epoxy Coated Reinforcing Bars.

(19)

1989

ASTM revised standard A775/A775M in the following ways(20,53):

• Changed the damage threshold value of the total surface area in each 

1-ft length of bar from 2 to 1 percent.

• Introduced an “anchor profile,” which is a measure of surface roughness 

after blast cleaning and prior to coating. Measures for anchor profile 

include maximum peak height and exposed surface.

1990

ASTM revised standard A775/A775M to include a provision that states that all 

damage to the epoxy coating incurred prior to the shipment of rebars to the 

job site must be repaired.(21,52,53)

FHWA issued a memorandum on certification programs that encouraged owner 

agencies to require certification of producers involved in federally funded 

projects and specifically named the CRSI's upcoming Epoxy Coating Applicator 

Plant Certification Program.(22)

1991 CRSI began a voluntary certification program for epoxy-coating 

applicator plants.(52)

1992 ASTM revised standard A775/A775M to change the coating thickness to a range of 

7 to 12 mil.(23) Bars with average coating thicknesses less than 7 mil were rejected.

1994

Changes were made to ASTM A775/A775M for coating flexibility and the 

coating process.(24) Prior standards evaluated bend tests with a bend angle of 

120 degrees. This was changed in 1994 to a bend angle of 180 degrees, which 

elongates the coating. If errors are made in surface preparation (including 

surface cleanliness and surface roughness) and/or curing of the coating, then 

it is unlikely that the coating will pass this bend test.(53)

1995

The following changes were made to ASTM A775/A775M:

• Allowed a chemical wash for surface preparation, which could increase 

adhesion of the coating.(53)

• Included provisions in the appendix (non-mandatory information) portion of 

the specification for storing the epoxy-coated rebars at the job site after 

delivery and prior to placement in storage.(26)

ASTM issued the first version of ASTM A934/A934M, Standard Specification 

for Epoxy-Coated Prefabricated Steel Reinforcing Bars.

(25) It covered the coating 

application on the rebars after fabrication and allowed a chemical wash for 

surface preparation.(52,53)

Table 2. Detailed changes in bridge practices nationally for steel reinforcement in concrete bridges — Continued.
8

1996 ASTM issued the first version of ASTM A955/A955M, Standard Specification 

for Deformed and Plain Stainless Steel Bars for Concrete Reinforcement.(27,57)

1997

Cathodic debonding tests were introduced into ASTM A775/A775M and 

ASTM A934/A934M as requirements for bonding of the coating to the rebar.(28,29)

This test required a sample of epoxy-coated rebar to be placed in a 3-percent 

sodium chloride electrolyte solution for 168 h, with a limit on the average 

coating disbondment radius after the test of 0.16 inches.(52,53)

2001 AASHTO issued AASHTO M 317M/M 317, Standard Specification for Epoxy-Coated 

Reinforcing Bars: Handling Requirements for Fabrication and Job Site.(30)

2003 ASTM A955 was updated to reflect the minimum 20-percent elongation value 

for all bar sizes and grades.(31)

2004

ASTM issued the first version of ASTM A1035/A1035M, Standard Specification 

for Deformed and Plain, Low-Carbon, Chromium, Steel Bars for Concrete 

Reinforcement.(32)

ASTM renamed standard specification ASTM A615/A615M as Standard 

Specification for Deformed and Plain Carbon-Steel Bars for Concrete 

Reinforcement.(33)

ASTM revised standard A775/A775M to change the coating thickness for 

large diameter bars (no. 6 bar and higher) to a range of 7 to 16 mil.(34)

AASHTO issued the first version of AASHTO MP 13M/MP 13-04, 2004 AASHTO 

Provisional Standard Specification for Stainless Clad Deformed and Plain Round 

Steel Bars for Concrete Reinforcement.(35)

2007 A mandatory corrosion resistance test was added to ASTM A955.(36)

2008

ASTM issued the initial version of ASTM A1055, Standard Specification for Zinc 

and Epoxy Dual Coated Steel Reinforcing Bars. The layer of zinc alloy is applied 

first by the thermal spray coating method, and then the epoxy coating is applied 

second using the electrostatic spray method.(37)

2009

ASTM added provisions for grade 80 rebar, with minimum specified yield 

strength of 80 ksi, to ASTM A615/A615M.(38)

ASTM added provision for grade 80 rebar, with minimum specified yield 

strength of 80 ksi, to ASTM A706/A706M.(39)

AASHTO first issued AASHTO MP 18M/MP 18-09, 2009 AASHTO Provisional 

Standard Specification for Uncoated, Corrosion-Resistant, Deformed and 

Plain Alloy, Billet-Steel Bars for Concrete Reinforcement and Dowels.

(40)

Table 2. Detailed changes in bridge practices nationally for steel reinforcement in concrete bridges — Continued.
9

2012

AASHTO discontinued AASHTO M 284, Standard Specification for Epoxy-Coated 

Reinforcing Bars: Materials and Coating Requirements. It was replaced by 

ASTM A775, Standard Specification for Epoxy-Coated Steel Reinforcing Bars.

(41,42)

AASHTO discontinued AASHTO M 317M/M 317, Standard Specification for EpoxyCoated Reinforcing Bars: Handling Requirements for Fabrication and Job Site. 

It was replaced by ASTM D3963/D3963M, Standard Specification for Fabrication 

and Jobsite Handling of Epoxy-Coated Steel Reinforcing Bars.

(43,44)

2015

ASTM added provisions for the following items to ASTM A615/A615M(45):

• Grade 100 rebar, with minimum specified yield strength of 100 ksi.

• New size—no. 20 rebars.

The specification adds a caution when using the grade 100 rebar. It states in 

note 1 that the ratio of specified tensile strength to specified yield strength 

is less than this ratio for the lower grades of rebar.(45)

ASTM added provisions for two additional types of rebar to 

ASTM A1035/A1035M.(46) They are type CL and type CM, which have lower 

chromium contents than the current type CS, and are available in grades 

100 and 120. 

ASTM published ASTM A1094/A1094M, Standard Specification for Continuous 

Hot-Dip Galvanized Steel Bars for Concrete Reinforcement.(47)

AASHTO updated AASHTO MP 18M/MP 18-15, Standard Specification for 

Uncoated, Corrosion-Resistant, Deformed and Plain Alloy, Billet-Steel Bars 

for Concrete Reinforcement and Dowels.(48)

Table 2. Detailed changes in bridge practices nationally for steel reinforcement in concrete bridges — Continued.

References

1. Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users, P.L. 

109-59 §5309(d)(2)(B), created August 10, 

2005, http://www.gpo.gov/fdsys/pkg/PLAW109publ59/html/PLAW-109publ59.htm.

2. Concrete Reinforcing Steel Institute, Evaluation 

of Reinforcing Bars in Old Reinforced Concrete 

Structures, Engineering Data Report Number 48,

Schaumburg, IL, 2001.

3. ASTM A15-11, Standard Specification for BilletSteel Concrete Reinforcement Bars, ASTM 

International, Philadelphia, PA, 1911.

4. ASTM A15-14, Standard Specification for BilletSteel Concrete Reinforcement Bars, ASTM 

International, Philadelphia, PA, 1914.

5. AASHO M 31, Billet-Steel Concrete Reinforcement Bars, American Association of State 

Highway and Officials, Washington, DC, 1924.

6. ASTM A123-28T, Tentative Specification for 

Zinc (Hot-Galvanized) Coatings on Structural 

Steel Shapes, Plates and Bars and Their 

Products, ASTM International, Philadelphia, 

PA, 1928.

7. ASTM A305-47T, Tentative Specification 

for Minimum Requirements for the Deformations of Deformed Steel Bars for Concrete 

Reinforcement, ASTM International,

Philadelphia, PA, 1947. 

8. ASTM A408-57T, Tentative Specification 

for Special Large Size Deformed Billet Steel 

Concrete Reinforcement Bars, ASTM 

International, Philadelphia, PA, 1957.

9. ASTM A431-58T, Tentative Specification 

for High-Strength Billet Steel Bars 

for Concrete Reinforcement, ASTM 

International, Philadelphia, PA, 1958.
10

10. ASTM A432-59T, Tentative Specification for 

Deformed Billet Steel Bars for Concrete 

Reinforcement with 60,000 psi Minimum Yield 

Point, ASTM International, Philadelphia, PA, 1959.

11. ASTM A615-68, Standard Specification for 

Deformed Billet-Steel Bars for Concrete 

Reinforcement, ASTM International,

Philadelphia, PA, 1968.

12. ASTM A615-72, Standard Specification 

for Deformed and Plain Billet-Steel Bars for 

Concrete Reinforcement, ASTM International, 

Philadelphia, PA, 1972.

13. ASTM A706-74, Standard Specification 

for Low-Alloy Steel Deformed Bars for 

Concrete Reinforcement, ASTM International, 

Philadelphia, PA, 1974.

14. ASTM A767-79, Standard Specification for 

Zinc-Coated (Galvanized) Steel Bars for 

Concrete Reinforcement, ASTM International, 

Philadelphia, PA, 1979.

15. ASTM A775-81, Standard Specification for 

Epoxy-Coated Reinforcing Steel Bars, ASTM 

International, Philadelphia, PA, 1981.

16. ASTM D3963-81, Standard Specification 

for Epoxy-Coated Reinforcing Steel, ASTM 

International, Philadelphia, PA, 1981.

17. AASHTO M 31M, Deformed and Plain BilletSteel Bars for Concrete Reinforcement [Metric], 

American Association of State Highway and 

Transportation Officials, Washington, DC, 1982.

18. ASTM A615-87, Standard Specification for 

Deformed and Plain Billet-Steel Bars for 

Concrete Reinforcement, ASTM International, 

Philadelphia, PA, 1987.

19. AASHTO M 284, Epoxy Coated Reinforcing Bars, 

American Association of State Highway and 

Transportation Officials, Washington, DC, 1987.

20. ASTM A775/A775M-89a, Standard Specification 

for Epoxy-Coated Reinforcing Steel Bars, ASTM 

International, Philadelphia, PA, 1989.

21. ASTM A775/A775M-90, Standard Specification 

for Epoxy-Coated Reinforcing Steel Bars, ASTM 

International, Philadelphia, PA, 1990.

22. Gordon, S., Certification Programs, Memorandum, Federal Highway Administration, 

Washington, DC, 1990.

23. ASTM A775/A775M-92, Standard Specification 

for Epoxy-Coated Reinforcing Steel Bars, ASTM 

International, Philadelphia, PA, 1992.

24. ASTM A775/A775M-94d, Standard Specification 

for Epoxy-Coated Reinforcing Steel Bars, ASTM 

International, Philadelphia, PA, 1994.

25. ASTM A934/A934M-95, Standard Specification 

for Epoxy-Coated Prefabricated Steel 

Reinforcing Bars, ASTM International, 

Philadelphia, PA, 1995. 

26. ASTM A775/A775-95, Standard Specification 

for Epoxy-Coated Reinforcing Steel Bars, ASTM 

International, Philadelphia, PA, 1995.

27. ASTM A955/A955M-96, Standard Specification 

for Deformed and Plain Stainless Steel Bars for 

Concrete Reinforcement, ASTM International, 

West Conshohocken, PA, 1996.

28. ASTM A775/A775M-97, Standard Specification 

for Epoxy-Coated Reinforcing Steel Bars, ASTM 

International, West Conshohocken, PA, 1997.

29. ASTM A934/A934M-97, Standard Specification 

for Epoxy-Coated Prefabricated Steel 

Reinforcing Bars, ASTM International, West 

Conshohocken, PA, 1997.

30. AASHTO M 317M/M 317-01, Standard 

Specification for Epoxy-Coated Reinforcing 

Bars: Handling Requirements for Fabrication 

and Job Site, American Association of 

State Highway and Transportation Officials, 

Washington, DC, 2001.

31. ASTM A955/A955M-03, Standard Specification 

for Deformed and Plain Stainless Steel Bars for 

Concrete Reinforcement, ASTM International, 

West Conshohocken, PA, 2003.

32. ASTM A1035/A1035M-04, Standard Specification for Deformed and Plain, Low-Carbon,

Chromium, Steel Bars for Concrete 

Reinforcement, ASTM International, West 

Conshohocken, PA, 2004
11

33. A615/A615M-04, Standard Specification for 

Deformed and Plain Carbon Steel Bars for 

Concrete Reinforcement, ASTM International, 

West Conshohocken, PA, 2004.

34. ASTM A775/775M-04, Standard Specification 

for Epoxy-Coated Steel Reinforcing Bars, ASTM 

International, West Conshohocken, PA, 2004.

35. AASHTO MP 13M/MP 13-04, 2004 AASHTO 

Provisional Standard Specification for Stainless 

Clad Deformed and Plain Round Steel Bars for 

Concrete Reinforcement, American Association 

of State Highway and Transportation Officials, 

Washington, DC, 2004.

36. ASTM A955/A955M-07a, Standard Specification 

for Deformed and Plain Stainless-Steel Bars for 

Concrete Reinforcement, ASTM International, 

West Conshohocken, PA, 2007.

37. ASTM A1055-08, Standard Specification for Zinc 

and Epoxy Dual Coated Steel Reinforcing Bars, 

ASTM International, West Conshohocken, PA, 

2008.

38. ASTM A615/A615M-09b, Standard Specification 

for Deformed and Plain Carbon-Steel Bars for 

Concrete Reinforcement, ASTM International, 

West Conshohocken, PA, 2009.

39. ASTM A706/A706M-09b, Standard Specification 

for Low-Alloy Deformed and Plain Bars for 

Concrete Reinforcement, ASTM International, 

West Conshohocken, PA, 2009.

40. AASHTO MP 18M/MP 18-09, 2009 AASHTO 

Provisional Standard Specification for Uncoated, 

Corrosion-Resistant, Deformed and Plain Alloy, 

Billet-Steel Bars for Concrete Reinforcement 

and Dowels, American Association of 

State Highway and Transportation Officials, 

Washington, DC, 2009.

41. AASHTO M 284M/M 284-09, Standard 

Specification for Epoxy-Coated Reinforcing 

Bars: Materials and Coating Requirements, 

American Association of State Highway and 

Transportation Officials, Washington, DC, 2009.

42. ASTM A775/A775M-07b, Standard Specification 

for Epoxy-Coated Steel Reinforcing Bars, ASTM 

International, West Conshohocken, PA, 2007. 

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12

Distribution—This summary report is being distributed according to a standard distribution. 

Direct distribution is being made to the Divisions and Resource Center.

Key Words—LTBP Program, bridge, reinforcement, reinforcing steel, epoxy-coated reinforcement, 

stainless steel reinforcement, galvanized reinforcement, corrosion resistant reinforcement.

Notice—This document is disseminated under the sponsorship of the U.S. Department of 

Transportation in the interest of information exchange. The U.S. Government assumes no liability 

for the use of the information contained in this document. The U.S. Government does not endorse 

products or manufacturers. Trademarks or manufacturers’ names appear in this report only because 

they are considered essential to the objective of the document.

Quality Assurance Statement—The Federal Highway Administration (FHWA) provides highquality information to serve the Government, industry, and public in a manner that promotes 

public understanding. Standards and policies are used to ensure and maximize the quality, 

objectivity, utility, and integrity of its information. FHWA periodically reviews quality issues and 

adjusts its programs and processes to ensure continuous quality improvement.

APRIL 2016 FHWA-HRT-16-012

HRDI-50/04-16(WEB)

Paper No. 00021, Proceedings of the American 

Railway Engineering and Maintenance-of-Way 

Association Conference, Chicago, IL, 1999.

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IBC-10-41, International Bridge Conference, 

Pittsburgh, PA, 2010.

54. AWS D12.1-61, Recommended Practices for 

Welding Reinforcing Steel, Metal Inserts, 

and Connections in Reinforced Concrete 

Construction, American Welding Society, 

Miami, FL, 1961.

55. Turner, J. and Felder, A., Frequently Asked 

Questions (FAQ) About Reinforcing Bars, 

Construction Technical Note CTN-G-2-11, 

Concrete Reinforcing Steel Institute, 

Schaumburg, IL, 2011.

56. Concrete Reinforcing Steel Institute, Comparison 

of Standard Specifications: Coating Application, 

Fabrication and Field Specifications of EpoxyCoated Rebar, Schaumburg, IL, 2000.

57. Concrete Reinforcing Steel Institute, Frequently 

Asked Questions (FAQ) About Stainless Steel 

Reinforcing Bars, Engineering Technical Note 

ETN-M-2-12, Schaumburg, IL, 2012.