## 4 Conclusions  
This study evaluated the behavior of an encapsulation repair of damaged girder continuity joints using UHPC, FRSCC, and MALP materials for the repairs. Approximately half scale AASHTO girders were fabricated with continuity joints connecting the ends of two such girders. Of the twelve fabricated connected girder specimens, nine were initially cracked to mimic damage common on in situ bridges with similar continuity joint details. After replicating damage, the continuity joints were encapsulated with 76 mm thick repairs of UHPC, FRSCC, and MALP materials. Once repaired, the connected girder specimens were tested in both positive and negative bending. The conclusions of this study are listed below.  
* The UHPC and FRSCC repairs were able to increase the positive moment capacity of the connected girder specimens beyond the initial cracking load and the MALP repairs did not. Overall, the UHPC and FRSCC specimens appeared to exhibit better load transfer between the original joint material and the repair material.
* Each of the repair materials increased the negative moment capacity of the repaired connected girder specimens beyond that of the control specimens and each failed at approximately the same load. While the pre-yielding stiffness was nearly identical for specimens with each of the repair materials, the UHPC specimens exhibited a softer response and the MALP and FRSCC specimens exhibited a stiffer response post-yield. Due to the similar failure loads, the repair materials most likely acted as a confinement material to increase the capacity of the girders.
* These results appear to indicate that using each of the tested materials as an encapsulation repair for damaged continuity joints is viable to re-establish continuity. However, the UHPC repairs' resistance to cracking could indicate the best performance by further protecting the continuity joint reinforcing steel from water ingress. Such repairs should be designed to be thick enough to provide the minimum clear distance required, and reinforcement designed based on effects of a temperature gradient on the bridge as defined in AASHTO LRFD Bridge Design Specifications [3] on existing damaged continuity joints. Thicker repair sections could provide additional capacity and protection from moisture ingress to damaged concrete. Future testing would be necessary to verify the behavior of such a repair.  
Figure 20: Repaired UHPC (**top**), FRSCC (**middle**), and MALP (**bottom**) after testing.  
**Author Contributions:** Conceptualization, T.L., M.M., J.V. and R.F.; methodology, T.L., M.M., J.V. and R.F.; investigation, T.L., M.M., J.V. and R.F.; data curation, T.L. and M.M.; writing--original draft preparation, T.L.; writing--review and editing, T.L., M.M., J.V. and R.F.; supervision, J.V. and R.F.; project administration, J.V. and R.F.; funding acquisition, J.V. and R.F. All authors have read and agreed to the published version of the manuscript.  
This research was funded by the Oklahoma Department of Transportation [project SPR 2284].  
**Data Availability Statement:** Data are contained within the article.  
**Acknowledgments:** The authors would like to thank the Oklahoma Department of Transportation for their generous support. Furthermore, the authors would like to thank the companies involved in this study for donating time and materials needed to conduct this research. The views expressed in this paper are those of the authors and do not reflect the views of the research sponsors.  
The authors declare no conflict of interest.