The excessive deflection of large-span cantilever cast prestressed concrete (LCCPC) box girders has always been a complex problem to be solved in bridge engineering. To analyze the effect of shear deformation at segmental joints on the deflection of LCCPC box girders, comparison tests were carried out on three prestressed concrete (PC) I-girders with joints and a PC I-girder without joints, and a finite element simulation method of segmental joints was proposed based on the tests. Subsequently, finite element analysis was conducted on a test girder and the Assistant Shipping Channel Bridge of Humen Bridge (a PC continuous rigid frame bridge with a main span of 270 m) using this method. The experimental and theoretical analysis results showed that the effect of the shear deformation at joints compared to the deformation at midspan of the girder specimens was negligible. Deformation at midspan of the specimens would not significantly increase, even if shear rigidity at the joints was significantly reduced or there were more joints in the girder specimen. The effect of shear deformation at segmental joints on the deflection of LCCPC box girders was quite small and thus insignificant.

Welded reinforcement cages (WRCs), which connect longitudinal reinforcement and stirrups through welding, have attracted increasing attention for industrialized construction of reinforced concrete (RC) structures. However, the welding process may introduce heat-affected zones, residual stresses, and local metallurgical changes in reinforcing bars, raising concerns regarding the potential influence of welded longitudinal-bar-to-stirrup connections on the seismic performance of RC bridge piers. This study experimentally investigates this issue through quasi-static cyclic tests on two large-scale RC bridge pier specimens with identical reinforcement layouts but different reinforcement connection methods. One specimen adopted conventional tied connections between longitudinal reinforcement and stirrups, whereas the other employed welded connections. The seismic responses of the specimens were evaluated in terms of failure mode, hysteretic behavior, skeleton curve, strength, ductility, stiffness degradation, energy dissipation, residual displacement, and strain development. The results showed that both specimens exhibited flexure-dominated failure with similar crack propagation and concrete-cover spalling characteristics. The differences in yield and peak strengths were within 5%, and the cumulative energy dissipation differed by only 2.1%, indicating comparable global seismic performance. The welded specimen exhibited a slightly larger ultimate displacement (12.8%) and ductility coefficient (9.4%), while the stiffness degradation characteristics remained nearly identical. Although several weld spots detached during the post-peak loading stage, no fracture or necking of the longitudinal reinforcement was observed, suggesting that the adopted welding procedure did not adversely affect the cyclic deformation behavior of the reinforcement. Within the scope of the tested specimens, the results demonstrate that welded longitudinal-bar-to-stirrup connections can maintain the seismic performance of RC bridge piers and provide experimental evidence for the potential application of WRCs in industrialized bridge construction. Further studies involving additional specimens and broader design parameters are required to validate the general applicability of these findings.