TECHBRIEF Ultra-High Performance

Concrete Composite

Connections for Precast

Concrete Bridge Decks

FHWA Publication No. of this TechBrief: FHWA-HRT-12-042

NTIS Accession No. of the report covered in this TechBrief: 

PB2012-107569

FHWA Contact: Ben Graybeal, HRDI-40, (202) 493-3122, 

benjamin.graybeal@dot.gov.

This document is a technical summary of the unpublished 

Federal Highway Administration (FHWA) report, Ultra-High 

Performance Concrete Composite Connections for Precast 

Concrete Bridge Decks, available only through the National 

Technical Information Service, www.ntis.gov.

Objective

Ultra-high performance concrete (UHPC) has been used 

to develop a novel composite connection detail for 

joining precast concrete bridge decks supporting superstructure elements. The results of the research effort and 

recommendations for the use of this connection detail 

are provided herein.

Introduction

There is a growing need for durable and resilient highway 

bridge construction/reconstruction systems that facilitate 

rapid completion of onsite activities to minimize the impact 

on the traveling public. Modular components can provide 

high-quality, accelerated, and safe construction; however,

offsite prefabrication of bridge components necessitates 

an increased reliance on the long-term performance of 

field-installed connections between these components. 

Connections have often proved lacking, resulting in 

decreased overall system performance. 

Prefabricated bridge girders, which are a common and reliable structural component, have been deployed countless 

Research, Development, and 

Technology

Turner-Fairbank Highway 

Research Center

6300 Georgetown Pike

McLean, VA 22101-2296

www.tfhrc.gov/research/
2

times in the highway infrastructure over the 

past century. In their most common form, 

these superstructure elements are connected 

to a cast-in-place concrete deck through the 

use of discrete steel connectors cast into or 

welded onto the girder. Construction of such 

a slab-on-stringer bridge system is straightforward, but it can progress slowly due to the 

need for field activities related to the casting 

of the concrete deck. As a result, there is 

an interest in using precast concrete deck 

elements to accelerate onsite construction 

activities while simultaneously increasing the 

quality of the bridge deck concrete.

One problem with the use of this type of 

modular decking system is the composite

connection that ties the deck panels to the 

supporting girders. These connections 

commonly require the interlacement of 

discrete connecting elements emanating 

from the prefabricated girders and decks, 

causing tolerance and fit-up issues in the 

field. Also, the field-cast grouts that are 

used to fill the connection voids have 

displayed less than desirable durability performance at times. Finally, the intermittent

full-depth pockets frequently specified for 

these composite connections lead to aesthetic, rideability, and durability issues in 

the finished bridge deck.

The intent of this research effort is to 

redesign the composite connection in a way 

that provides for simple details, no interference or field fit-up issues, increased longterm durability performance, and reduced 

aesthetic and rideability concerns. The 

unique rheological, mechanical, and durability properties of UHPC are particularly 

well suited to meeting the goals of this 

research effort.

Field-Cast UHPC Connections

The concept of using the advanced properties of UHPC to significantly modify the 

design of connections between precast 

concrete components is not new. In fact, 

research and deployments in this area date 

back to at least 1995.(1) The research, completed at Chalmers University in Sweden, 

assessed the bonding performance between 

UHPC and straight lengths of mild steel 

reinforcement. At that time, two projects 

were completed at Aalborg University in 

Denmark wherein a commercially available 

UHPC was used as a closure fill material 

in the connection of slab elements in a 

building. 

More recently, the concept of using UHPC 

properties to redesign connections between 

modular bridge components has been 

recognized in North America. As of early 

2012, field-cast UHPC connections between 

prefabricated bridge components were 

implemented in 18 bridges in the United 

States and Canada. These bridges use a range 

of details to connect different precast concrete modular bridge components, including 

adjacent box beams, full-depth precast deck 

panels, and deck-bulb-tee girders. 

Research at the Federal Highway Administration (FHWA) has addressed the performance of deck-level connections between 

precast concrete components.(2) This line 

of investigation is continuing through 

additional research at FHWA as well as in the 

current project presented in this TechBrief. 

Two fundamental differences between the 

field-cast UHPC connection concept and 

conventional modular component connection concept are simplicity and performance. 

The UHPC connection concept allows for 

small, simple connections while delivering 

better overall performance. 

UHPC

Advances in concrete materials have led to 

the development of a new generation of 

cementitious materials, namely UHPC. As a 
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class, these concretes tend to contain high 

cementitious materials contents, low waterto-cementitious materials ratios, compressive strengths above 22 ksi (150 MPa), and 

sustained tensile strength resulting from 

internal fiber reinforcement. Table 1 presents 

a select set of material properties for the 

UHPC investigated in this study. Further 

details on the mechanical and durability 

properties of this UHPC can be found 

in Material Property Characterization of 

Ultra-High Performance Concrete.(3) An 

introduction to UHPC can be found in UltraHigh Performance Concrete, while assistance 

with the construction of field-cast UHPC 

connections is provided through Construction of Field-Cast Ultra-High Performance 

Concrete Connections.(4,5)

The exceptional durability of UHPC has been 

well documented. Of particular importance, 

UHPC contains no coarse aggregate, so it 

does not exhibit early-age microcracking 

common to conventional concrete. This 

feature, combined with the discontinuous 

pore structure in the homogeneous cementitious matrix, results in concrete with an 

extremely low permeability. 

The tensile mechanical response of UHPC 

also surpasses that of conventional concrete. The discrete steel fiber reinforcement included in UHPC components allows 

the concrete to maintain tensile capacity 

beyond cracking of the cementitious matrix. 

The inelastic straining of the component is 

resisted by fiber reinforcement that bridges 

the tight, closely spaced cracks. 

The durability and sustained tensile capacity

of UHPC present opportunities to rethink 

common concepts in reinforced concrete

structural design. For example, the tensile capacity of UHPC could eliminate the 

need for discrete mild steel reinforcement 

in some structural members, and the durability could reduce the cover required for 

any remaining reinforcement. Of particular 

interest, UHPC can significantly shorten the 

development length of embedded discrete 

steel reinforcement, can exhibit exceptional 

bond when cast against previously cast 

concrete, and can display both high and 

sustained levels of tensile resistance. These 

properties facilitated the redesign of the 

modular component connection, leading to 

simplified construction and enhanced longterm system performance.

Composite Connection Detail

The composite connection between a 

set of precast concrete deck panels and a 

supporting girder must be capable of 

carrying significant shear and tensile forces. 

Traditionally, this has been accomplished 

by engaging discrete steel elements (rebar 

or studs) that extend from the girder and 

pass through the haunch into the deck. 

The field-cast grout would then provide 

geometric integrity to the connection but 

would not be directly assumed to provide 

significant resistance to applied loads. To 

eliminate the fabrication, congestion, and 

assembly issues associated with interlacing 

these girder connectors into precast deck 

panel pockets, a novel concept was developed wherein the sustained tensile capacity 

of UHPC is engaged as a key structural 

element within the composite connection 

Table 1. Field-cast UHPC material properties.

Property Value

Unit weight

158 lb/ft3

(2,535 kg/m3)

Modulus of elasticity

7,500–8,500 ksi 

(52–59 GPa)

Compressive strength

25–32 ksi 

(170–220 MPa) 

Post-cracking

tensile strength

1.0–1.5 ksi 

(7.0–10.3 MPa)

Chloride ion penetrability 

(ASTM C1202-12)(6) Very low to negligible
4

system. The field-cast UHPC engages discrete 

connectors both in the deck and on the 

girder and, through its high sustained tensile

capacity, transfers applied forces between 

the precast components.

Figure 1 and figure 2 provide schematic 

illustrations of this connection for precast concrete deck panels supported by 

steel and concrete girders, respectively. 

The connection at the girder resembles the 

traditional connection, with steel studs or 

rebars passing into the haunch. The primary 

difference is that the extension height of 

the connectors is reduced so as to not 

interfere with the precast deck. The connection at the precast deck is composed of a 

continuous channel or void cast into the 

underside of the precast deck panel through 

which the bottom mat of transverse deck 

reinforcement passes. The gap between the 

girder and deck discrete connectors allows 

for simple assembly of components in the 

field. The channel void under the precast 

panel eliminates the need for full-depth 

pockets and the need to cluster the girder 

connectors. Figure 3 and figure 4 show the 

two tested UHPC composite connections 

immediately before UHPC casting.

After the prefabricated components are 

assembled in the appropriate configuration 

and the haunch is formed, the UHPC is cast 

into the void to completely fill the haunch 

connection. Vent holes in the deck ensure that 

the UHPC has fully filled the void. For simplicity of field operations, it is advisable to 

integrate this composite connection concept 

with the panel-to-panel non-contact lap splice 

connection developed in a previous study.(2)

Physical Testing Program

Through its Structural Concrete Research 

Program, FHWA recently completed an 

experimental study focused on the performance of field-cast UHPC composite connections between precast modular bridge 

decks and supporting girders. This study is 

part of Transportation Pooled Fund Study 

TPF-5(217), which is being completed in 

Precast deck

UHPC

Steel girder

Figure 2. UHPC composite connection detail for concrete girder superstructures.

Precast deck

UHPC

Steel girder

Figure 1. UHPC composite connection detail for steel girder superstructures.
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partnership with the New York State Department of Transportation (NYSDOT).

Two full-scale test specimens were designed 

to mimic the type of slab-on-stringer 

construction commonly used throughout 

the United States for highway bridge 

construction. Although composed of precast deck panels on prestressed concrete 

girders, the specimens were designed to 

emulate the composite connections between 

precast concrete deck elements and both steel 

and concrete girders. The design of the test 

specimens mimicked the line-girder design 

concept commonly implemented in U.S. 

highway bridge superstructure design. 

In this test program, individual superstructure elements (i.e., girder-deck systems) 

were simply supported and subjected to a 

symmetric four-point bending load. This 

test setup allowed for the generation of 

realistic flexure and shear stresses within 

the test specimen. The test specimens were 

subjected to loads simulating the types of 

truck and lane structural loadings that are 

the primary basis for the structural design 

of bridge superstructures.

The design of the test specimens was 

based on preliminary structural designs 

completed by NYSDOT as part of the 

Prospect Mountain Interchange Project. This 

project aims to rehabilitate 11 bridges in the 

Binghamton, NY, area, including 6 bridges 

in the I-81/I-86/US-17 interchange over 

the Chenango River. NYSDOT identified 

six bridges in this interchange as being 

potential candidates for the use of this 

particular accelerated bridge construction

technology and as being appropriate 

structures on which to base the experimental test program. NYSDOT identified a likely 

structural configuration for each bridge and 

completed the design according to AASHTO 

LRFD Bridge Design Specifications.(7) The 

maximum horizontal shear fatigue range 

was a critical factor in the design, with the 

maximum value on any girder line determined 

to be 0.937 kips/inch (0.164 kN/mm). These 

loads are attributed to the design bridge, 

Figure 4. UHPC composite connection detail for 

concrete girders.

Figure 3. UHPC composite connection detail for 

steel girders.
6

a two-span continuous bridge with 209-ft 

(63.6-m) spans and 79-inch (2-m)-deep steel 

plate girders. 

The two test specimens had the same basic 

precast panel and girder designs, but one 

was built as a conventional specimen with 

conventional composite connection details, 

and the other was built as a UHPC specimen 

with novel connection details. Each specimen 

included one end that emulated a steel girder 

connection to precast concrete deck panels 

and one end that emulated a concrete girder 

connection to precast concrete deck panels. 

The emulated steel girder connection was 

created by embedding a 0.75-inch (19-mm)-

thick steel plate with studs attached into 

the top of the top flange of a prestressed 

concrete girder. In total, the two test 

specimens provided results related to two 

conventional connection designs and two 

novel UHPC connection designs.

The conventional connection detail test specimen was composed of a 40-ft (12.2-m)-long, 

39-inch (0.99-m)-deep prestressed girder, a 

3-inch (76-mm)-tall haunch, and 8.5-inch 

(216-mm)-thick precast deck panels. The 

emulated steel girder composite connection 

included sets of four transversely positioned 

studs with a diameter of 0.75 inches (19 mm) 

and a height of 6 inches (152 mm) welded to 

the steel top flange at a longitudinal spacing

of 12.6 inches (321 mm). The concrete girder 

connection included sets of four transversely 

positioned headed dowel-in rebars with a 

diameter of 0.75 inches that were longitudinally spaced at 11.8 inches (300 mm). In 

both cases, the connectors were designed to 

pass through the haunch into the full-depth 

pockets in the precast deck elements. The 

connections were completed through the use 

of a conventional non-shrink grout.

The novel UHPC connection detail specimen 

was also composed of a 40-ft (12.2-m)-long, 

39-inch (0.99-m)-deep prestressed girder 

with 8.5-inch (216-mm)-thick precast deck 

panels. On this test specimen, the haunch 

height was increased to 4 inches (102 mm) 

to create a more severe loading condition. 

Note that this height is the maximum allowed 

by NYSDOT in conventional composite 

connections without the use of supplemental 

mild steel reinforcement. The emulated steel 

girder composite connection included sets 

of two transversely positioned studs with a 

diameter of 0.75 inches (19 mm) and a height 

of 3 inches (76 mm), which were welded to 

the steel top flange at a longitudinal spacing

of 6.4 inches (162 mm). The concrete girder 

composite connection included pairs of 

#4 hairpin reinforcing bars longitudinally 

spaced 5.1 inches (130 mm) apart. In both 

connections, the maximum extension height 

of the connectors was 3 inches (76 mm), 

meaning that the connectors stopped prior 

to the bottom of the deck. For both the steel 

and concrete girder connections, the connection at the deck was created by exposing 

the bottom #4 transverse reinforcing bars 

above the girder top flange. These transverse 

bars were spaced 7.9 inches (200 mm) apart 

along the length of the test specimen. The 

connections were completed through the 

use of a field-cast UHPC.

The test program for each specimen 

included two phases. First, each test 

specimen was subjected to cyclic loads in 

order to simulate the type of service-level 

fatigue loadings commonly applied to highway bridge structures. Figure 5 shows a 

photograph of this test setup. Each test 

specimen was supported on a 39-ft (11.89-m)

span by roller supports. Vertical loads were

applied symmetrically 13.5 ft (4.11 m) from

each roller. Loads were applied by servohydraulic controlled actuators operated 

under load control. The pair of 100-kip 

(445-kN) capacity actuators applied loads 

to the top of the deck along the centerline of the girder through 12- by 12-inch 
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(0.3- by 0.3-m) elastomeric pads backed by 

steel plates.

The cyclic loading program was designed to 

generate large horizontal shear force ranges 

within the composite connection between 

the girder and the deck. A four-stage loading program was used, as shown in figure 6. 

The first three stages each subjected a test 

specimen to more than 2 million cycles of 

structural loading. The final stage subjected 

a test specimen to more than 5 million 

additional cycles of structural loading. The 

vertical shear force range was increased by 

approximately one-third at each successive 

stage, resulting in the final stage applying 

twice the vertical shear force range as the 

initial stage. In this final stage, the vertical 

shear force range was 94 kips (418 kN).

The design of the composite connection in a 

slab-on-stringer bridge is frequently driven 

by service level fatigue load considerations. 

Section 6.10.10 of AASHTO LRFD Bridge 

Design Specifications provides guidance 

on the design of a shear stud composite 

connection.(7) These provisions were used to 

determine the amount of steel required to 

cross all of the girder-to-haunch composite

connection interfaces, with the goal of 

simulating the resistance and exceeding the 

loading of the design bridge. Figure 7 shows 

that the horizontal shear fatigue load range 

per unit length generated in the first phase 

of the cyclic testing exceeded the anticipated 

load range for the design bridge as well as 

the design resistances at the girder/haunch 

and haunch/deck interfaces. In the figure, DVf

indicates the range of vertical shear force 

on the beam element.

After the completion of the cyclic loading 

program, each specimen was subjected to 

static loading. The basic loading setup was the 

same as that used for the cyclic loading, with 

additional static hydraulic actuators added 

to achieve the necessary higher loads. Eight 

additional static jacks were used, with four 

located adjacent to each of the two servohydraulic actuators. The test specimens were 

loaded in a step-wise fashion until failure.

Test Results

The novel UHPC connections succeeded in 

resisting all cyclic structural loads to which 

they were subjected throughout the testing 

program. No damage was observed within 

the UHPC composite connection or in the 

adjoining steel connectors throughout the 

duration of this testing. During the final phase 

of the cyclic testing, the cyclic horizontal shear 

stress in the field-cast UHPC haunch was 

168 psi (1.16 MPa), indicating that a minimum 

shear plane within the composite connection 

can carry this stress level.

During the static testing to failure, the 

UHPC test specimen carried a peak applied 

shear load of 498 kips (2215 kN), which 

corresponds to a horizontal shear per unit 

length of 12.0 kips/inch (2.1 kN/mm). At this 

load, the prestressed girder began to fail in a 

combination of horizontal and vertical shear 

in the web and top flange of the girder. 

Horizontal shear distress was also observed 

in the precast deck elements adjacent to the 

Figure 5. Test setup for cyclic loading of composite 

connection specimens.
8

haunch. No damage was observed within 

the UHPC connection or in the discrete steel 

elements (i.e., rebar or studs) connecting 

thereto. The peak horizontal shear stress on 

the otherwise unreinforced field-cast UHPC 

haunch was 789 psi (5.44 MPa) along the 

minimum shear plane.

Figure 6. Cyclic loading regime.

2+ Million Cycles 2+ Million Cycles 2+ Million Cycles 5+ Million Cycles

2 million cycles

2 million cycles

2 million cycles

5 million cycles

Figure 7. Horizontal shear fatigue ranges during cyclic testing.
9

The conventional connection specimen also 

succeeded in completing the full set of cyclic 

load applications. However, as the cyclic 

testing progressed, it was apparent that 

degradation of the connection between the 

emulated steel girder top flange and the 

haunch was occurring. The conventional 

specimen began to show increasing horizontal movement along the haunch interface 

per applied load as compared to the UHPC 

specimen. This increasing movement can be 

attributed to progressive deterioration of the 

composite connection along this interface. 

The deterioration continued to increase as the 

cycling progressed through the conclusion 

of this phase. Regardless, the overall performance of the conventional specimen met 

the design requirements.

The conventional test specimen carried a 

peak applied shear load of 445 kips (1980 kN),

which corresponds to a horizontal shear per 

unit length of 10.45 kips/inch (1.83 kN/mm). 

At this load, the composite connection at the 

emulated steel girder to haunch interface 

failed, with nearly all of the studs in the shear 

span detaching from the steel plate at their 

bases. Note that the post-test assessment 

of the stud failure surfaces indicated that 10 

of the studs had completely detached and 

23 had partially detached during the cyclic 

loading, leaving a reduced number of studs 

to carry the horizontal shear during the 

static loading.

Both specimens exhibited static capacities 

which exceeded the AASHTO LRFD Bridge 

Design Specifications ultimate design 

capacities for the critical horizontal shear 

interfaces.(7) In the UHPC specimen, the 

horizontal shear at failure exceeded the 

design capacity of the steel crossing the 

emulated steel girder/haunch interface by 

66 percent and of the steel crossing the 

haunch/deck interface by 240 percent. In the 

conventional specimen, the horizontal shear 

at failure exceeded the design capacity of 

the steel crossing the emulated steel girder/

haunch interface by 45 percent.

Conclusions

This research project demonstrated that the 

novel field-cast UHPC composite connection 

details are capable of meeting critical design, 

construction, and response requirements. 

The connections withstood loads greater 

than those required by AASHTO LRFD Bridge 

Design Specifications and exhibited performance that surpassed the performance of a 

companion conventional test specimen.(7)

As compared to conventional construction, 

composite connections designed with these 

details are simple to fabricate and assemble. The connections can be completed using 

technologies and materials already available in the U.S. bridge market. No clustering 

of girder/deck connectors is necessary, and 

the aesthetic/durability issues commonly 

cited with regard to full-depth composite 

connector blockouts are eliminated.

Recommendations

Based on the findings of this study, a set 

of limited recommendations can be provided to practitioners and researchers 

interested in engaging the UHPC composite 

connection detail. These recommendations 

are conceptual guidance, not formal design 

specifications.

Figure 8 provides generic, conceptual 

composite connection details. The first and 

third details are similar to the details tested 

in this study. Reliance on the tensile and 

shear performance of the field-cast UHPC is 

a prerequisite for engaging these concepts. 

The second and fourth details require lesser 

reliance on the tensile and shear performance of field-cast UHPC while still engaging 

the rheological properties of the UHPC. The 

second and fourth details do not completely 
10

eliminate connector interference issues but, 

instead, marginalize this issue by providing

large spaces for the intermeshing of the 

connectors. 

Existing provisions of AASHTO LRFD Bridge 

Design Specifications should be retained 

and engaged as appropriate in the design 

of this detail.(7) Relevant provisions include 

those in section 6.10.10 pertaining to the design 

of shear stud connectors on a steel girder 

and those in section 5.8.4 pertaining to the 

design of the connection to precast concrete 

girders.(7) It must be recognized that requirements for extension of girder composite 

connectors into the deck will not be met if 

all aspects of this composite connection 

concept are engaged. 

Roughening of the interface surfaces of precast concrete elements provides significant 

benefits in terms of enhancing the interface resistance to horizontal shear stresses. 

Roughening of the top flange of a precast 

concrete girder, as is common practice, 

provided good interface shear performance. 

Precasting a roughened surface into the 

interface on the underside of the precast 

concrete deck panels would likely provide a 

similar benefit. A roughened surface at this 

location would decrease the demand on the 

bottom mat reinforcing bars crossing this 

Steel girder

UHPC

Precast deck

2

3

4

Steel girder

UHPC

Precast deck

Steel girder

UHPC

Precast deck

Steel girder

UHPC

Precast deck

Figure 8. Example composite connection details.

1
11

interface and would likely disperse shearing 

stresses more uniformly into the connecting 

elements.

Using more smaller bars for the bottom mat 

reinforcement of the deck is likely beneficial. 

Larger bars create larger local stresses in the 

conventional deck concrete, potentially resulting in local failure of that concrete. Similarly, 

providing longitudinal reinforcement adjacent 

to the blockout and immediately above the 

bottom mat of reinforcement is also likely 

beneficial to the performance of the overall 

connection.

The horizontal shear resistance of the UHPC 

must be considered when designing this 

type of connection. In this study, the monolithic UHPC in the connection was capable of 

carrying at least 168 psi (1.16 MPa) of cyclic 

horizontal shear stress and at least 789 psi 

(5.44 MPa) of static horizontal shear stress. 

In order to calculate the horizontal shear 

capacity of any detail, the analysis must consider the minimum shear plane engaged 

within the detail, which is heavily dependent 

on the geometry of the connection and the 

arrangement of the composite connection 

connectors emanating from the adjoining 

prefabricated elements. It may be possible to 

increase the minimum shear plane through 

careful arrangement of these connectors. The 

red lines in figure 9 depict some potential 

horizontal shear planes for a steel girder to 

precast deck panel composite connection.

Quality control is necessary, particularly with 

regard to ensuring that the prefabricated 

components are staged properly and that the 

field-cast UHPC is mixed and cast properly. 

As compared to conventional concrete, the 

greater reliance on the inherent structural 

performance of UHPC requires that the 

UHPC is mixed and cast according to the 

design. Field modifications of predefined 

mixing proportions or casting procedures 

are not advised. UHPC rheological indicators 

are frequently used to ensure appropriate 

mixing and can predict likely success in 

filling the hidden composite connection 

voids that are inherent to this connection 

detail. It is advisable to ensure that the UHPC 

emanating from vent holes in the deck 

has retained an appropriate rheology and 

contains an appropriate volume of steel fiber 

reinforcement.

References

1. Hansen, L. and Jensen, B. (1999). “A New 

Building System Using Joints of Ultra 

High-Strength Fibre Reinforced Concrete,” 

Innovation in Concrete Structures: Design 

and Construction: Proceedings of the 

International Conference on Creating with 

Concrete, 543–552, University of Dundee, 

Dundee, Scotland. 

2. Graybeal, B. (2010). Behavior of FieldCast Ultra-High Performance Concrete 

Bridge Deck Connections Under Cyclic 

and Static Structural Loading, NTIS Report 

Figure 9. Minimum shear planes for horizontal shear transfer in the UHPC composite connection.

A B C
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Researchers—This study was completed by Ben Graybeal at FHWA’s Turner-Fairbank 

Highway Research Center. For additional information, contact him at (202) 493 3122 or in the 

FHWA Office of Infrastructure Research and Development located at 6300 Georgetown Pike, 

McLean, VA, 22101-2296.

Distribution—The unpublished report covered in this TechBrief is being distributed through 

the National Technical Information Service, www.ntis.gov.

Availability—This TechBrief may be obtained from the FHWA Product Distribution Center by 

email to report.center@dot.gov, fax to (301) 577-1421, phone to (301) 577-0818, or online at 

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

Key Words—Ultra-high performance concrete, UHPC, Fiber-reinforced concrete, Bridges, 

Accelerated construction, Durable infrastructure systems, Girder-to-deck composite 

connection, Precast deck panel connection, Cyclic testing.

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 

high-quality information to serve Government, industry, and the 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.

may 2012 FHWA-HRT-12-042

HRDI-40/05-12(500)E

No. PB2011-101995, National Technical 

Information Service, Springfield, VA.

3. Graybeal, B. (2006). Material Property 

Characterization of Ultra-High Performance Concrete, Report No. FHWAHRT-06-103, Federal Highway Administration, Washington, DC.

4. Graybeal, B. (2011). Ultra-High Performance Concrete, Report No. FHWAHRT-11-038, Federal Highway Administration, Washington, DC.

5. Graybeal, B. (2012). Construction of 

Field-Cast Ultra-High Performance 

Concrete Connections, Report No. FHWAHRT-12-038, Federal Highway Administration, Washington, DC.

6. ASTM C1202-12. (2010). “Standard 

Test Method for Electrical Indication of 

Concrete’s Ability to Resist Chloride Ion 

Penetration,” ASTM Book of Standards 

Volume 04.02, ASTM International, West 

Conshohocken, PA.

7. AASHTO. (2009). AASHTO LRFD 

Bridge Design Specifications, 4th 

Edition, American Association of State 

Highway and Transportation Officials, 

Washington, DC.