## 1 Introduction  
Aging infrastructure continues to be a major issue, and, over time, the costs of replacement continue to grow to a scale where immediate replacement of damaged infrastructure is no longer economically feasible. As a result, novel, lower cost repair methods have been developed to extend the service life of these damaged infrastructure elements until replacement can occur. One major area of concern in bridges and a known location where damage is common is in the joints connecting individual precast, Prefressed concrete girders to provide continuity for live loads (i.e., the continuity joints). The continuity joints are placed simultaneously with the bridge deck concrete after installation of the prestressed girders on the bridge bents. The self weight of the girders and deck is supported by the girders in a simply supported condition and, once the continuity joints and deck concrete reach sufficient strength and stiffness, the entire system becomes continuous for any additional loading [1]. However, a major concern with these types of girder connections is loads imposed by time-dependent effects such as creep and shrinkage of the prestressed concrete girders and shrinkage of the deck concrete. Such differential movement can lead to positive bending stresses developing in the joint and are meant to be accounted for in the joint reinforcement design [2, 3]. This method of connecting individual prestressed girders is used in several bridges in Oklahoma. However, over time, the positive moments induced by these time-dependent effects have caused excessive cracking along the height of the continuity joints. An example of this type of damage is shown in Figure 1. The development of this cracking implies a loss of continuity through these joints, resulting in the girders behaving as simply supported elements instead of continuous for superimposed and live loads. To test this, researchers at the University of Oklahoma conducted load testing before and after replacing damaged conventional concrete continuity joints with a commercially available ultra-high performance concrete (UHPC). The pre-repair load test appeared to show a lack of continuity. After the joints were removed and replaced with UHPC, the same load test was performed, and continuity was monitored using internal strain gauges in the joints. The results of the post-repair load test appeared to show that continuity was reestablished once the joints were replaced [4]. While this process was effective in repairing the damaged joints, replacing every damaged joint with UHPC would be prohibitively expensive and time consuming. Therefore, researchers at the University of Oklahoma designed an encapsulation repair method that would not require demolition of the existing joints and uses far less repair material. One requirement for this repair method was the use of a highly durable material to resist moisture ingress and reduce the likelihood of deterioration to the existing already damaged continuity joint. Three high performance materials were chosen for testing this repair method. The first material was a non-proprietary UHPC mix design developed at the University of Oklahoma [5]. UHPC was chosen due to its high compressive and tensile strength coupled with its enhanced durability [6; 7; 8; 9]. It has been shown to have excellent bond performance to conventional concrete [10; 11; 12]. UHPC has previously been used as an overlay material to protect existing bridge decks [13; 14; 15]. Investigations have also successfully used UHPC to repair girder end regions. The Connecticut Department of Transportation (CDOT) demonstrated that UHPC encapsulation repairs of artificially damaged steel girders enhanced the end bearing capacity beyond undamaged girders [16]. Later, this UHPC encapsulation repair was implemented on an in-service bridge in Houston, TX [17]. [PERSON] successfully repaired artificial web damage at the end region of an Iowa bulb-tee-C-shaped girder,  
Figure 1: Example of continuity joint damage noted by arrows.