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    <title>Research in Progress (RIP)</title>
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    <atom:link href="https://rip.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Research in Progress (RIP)</title>
      <url>https://rip.trb.org/Images/PageHeader-wTitle-RIP.jpg</url>
      <link>https://rip.trb.org/</link>
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    <item>
      <title>Construction &amp; Early Performance of Rapid Strength Cement Concrete Mixture in MnROAD Test Cell 2437</title>
      <link>https://rip.trb.org/View/2703791</link>
      <description><![CDATA[This study evaluates the construction and early performance of a concrete mixture enriched with Alite (C₃S) and Belite (C₂S) placed in MnROAD Test Cell 2437. The innovative concrete mixture aims to combine rapid early strength gain (due to alite) with improved long-term strength and durability (due to belite). A 36 ft by 12 ft test section was constructed on November 22, 2024, when the ambient temperature was approximately 35°F. The test cell was instrumented with vibrating wire strain gauges, thermistors, and maturity sensors to monitor strength development and performance. Initial laboratory results demonstrated high early compressive strength exceeding control mixtures, followed by an unexpected decline, suggesting incomplete hydration potentially influenced by early freezing conditions. Flexural strength values remained lower than control mixtures, prompting petrographic analyses to further investigate internal structural integrity and hydration completeness.

Petrographic analysis revealed some microcracking, typical of accelerated strength gain but no sign of frost damage in spite of the low temperatures proceeding the paving. The material also passed the durability ASTM C666 test. Petrographic analysis revealed Alite-induced micro-cracking dispersed within the matrix and filled with ettringite. This suggested that due to low temperatures, belites were not secondarily deployed. Material was found to be constructible in spite of the anomalous thixotropic tendency it exhibited in transforming from a very mobile and workable mix quickly to a stiff mix within the period of placement and finishing. That feature was associated with early strength gain.]]></description>
      <pubDate>Fri, 15 May 2026 16:40:13 GMT</pubDate>
      <guid>https://rip.trb.org/View/2703791</guid>
    </item>
    <item>
      <title>Underseals</title>
      <link>https://rip.trb.org/View/2703789</link>
      <description><![CDATA[Underseals, often referred to as Texas underseals because of their origin there, are being used in other regions, including Minnesota. However, their use has been limited and relatively undocumented. A few agencies in Minnesota, such as Hennepin County, City of Eden Prairie, and City of Lakeville, have implemented underseals on select projects.

The objective of this project was to survey Minnesota and neighboring state agencies - using Minnesota Department of Transportation's (MnDOT’s) National Road Research Alliance network to develop a database of bituminous underseal projects. The study aimed to synthesize information on usage, cost, timing, benefits, drawbacks, and performance.]]></description>
      <pubDate>Fri, 15 May 2026 15:44:07 GMT</pubDate>
      <guid>https://rip.trb.org/View/2703789</guid>
    </item>
    <item>
      <title>SPR-5027: Evaluation of Recycled Concrete Pavement (RCP) for Base and Subbase Layers</title>
      <link>https://rip.trb.org/View/2698666</link>
      <description><![CDATA[This research will evaluate the feasibility, performance, and cost-effectiveness of incorporating recycled concrete pavement (RCP) into pavement base and subbase layers and subgrade replacement. The study will focus on mechanical, hydraulic, and durability characteristics of RCP gradations, fines control strategies, and field validation, aiming to provide practical implementation guidelines for the Indiana Department of Transportation (INDOT) pavement design framework. Further, the study will explore the viability of blending RCP with local fine-grained soils (such as American Association of State Highway and Transportation Officials (AASHTO) A-7-6 as a strategy to mitigate calcium leaching and reduce the risk of tufa formation, while maintain adequate drainage performance.]]></description>
      <pubDate>Wed, 06 May 2026 15:26:33 GMT</pubDate>
      <guid>https://rip.trb.org/View/2698666</guid>
    </item>
    <item>
      <title>Determination of Test Methods to Quantify the Effects of Organic and Inorganic Constituents in Silica Sand Used for Construction</title>
      <link>https://rip.trb.org/View/2698276</link>
      <description><![CDATA[Quality control of sand and fine aggregate is of paramount importance to ensure the structural adequacy, long-term durability and sustainability of structures owned by the 
Florida Department of Transportation (FDOT). To ensure the organic components within sand do not exceed minimum threshold values, an evaluation of the materials as well as the test methods themselves will be performed as part of this research project. The results from the research project BEB28 suggest that there is a good correlation between the results obtained from the Modified Walkley Black (MWB) method and elemental analysis via combustion (EA) method. The two methods yield similar or consistent measurements of organic carbon content in soil samples. Such correlation is valuable because it indicates that both methods can be used interchangeably or in conjunction to assess soil organic carbon levels. This correlation strengthens the reliability and applicability of both techniques in soil research and management.]]></description>
      <pubDate>Fri, 01 May 2026 07:34:22 GMT</pubDate>
      <guid>https://rip.trb.org/View/2698276</guid>
    </item>
    <item>
      <title>Development of Multifunctional Cementitious Composites with Tailored Pore Structures for Intelligent Infrastructure Applications</title>
      <link>https://rip.trb.org/View/2696035</link>
      <description><![CDATA[In this study, porous cement-based electrolytes with three-dimensional interconnected microporous structures will be prepared using a controllable foaming strategy. The foaming process will be tailored to adjust pore size, connectivity, and overall porosity, enabling systematic investigation of how microstructural parameters influence ionic transport and overall functional performance. Multiple formulations, incorporating different foaming agents and mix proportions, will be developed to identify mixtures that maintain adequate mechanical integrity while providing enhanced ion mobility and stable electrochemical behavior.
The resulting cementitious electrolytes will be comprehensively characterized using electrochemical techniques, including cyclic voltammetry to assess charge–discharge behavior and electrochemical impedance spectroscopy to quantify ionic conductivity and interfacial resistance. These measures will be performed under varied curing conditions and testing environments to evaluate reproducibility and long-term stability. The data will correlate with microstructural observations (e.g., pore connectivity and distribution) and compressive strength results to establish quantitative relationships between pore architecture, mechanical performance, and electrochemical response. Through this approach, the project will define design guidelines for cement-based electrolytes that provide reliable functional properties suitable for integration into advanced, multifunctional civil infrastructure systems.
]]></description>
      <pubDate>Sat, 25 Apr 2026 12:31:31 GMT</pubDate>
      <guid>https://rip.trb.org/View/2696035</guid>
    </item>
    <item>
      <title>Nanoscale Wear Mechanics-driven Durable Tire Design</title>
      <link>https://rip.trb.org/View/2696033</link>
      <description><![CDATA[The overall goal of this project is to establish a nanoscale, mechanics-based understanding of wear and fatigue processes that govern tire durability and service life, and to translate this understanding into design-relevant guidance for durable tire compound development. Tire durability and service life are governed by nanoscale mechanical damage processes that occur within tread compounds during repeated tire–road contact. These processes include crack initiation, viscoelastic fatigue, filler–polymer debonding, and localized energy dissipation. Conventional durability evaluations rely on bulk abrasion testing and full-scale wear trials, which provide performance rankings but do not resolve the mechanistic origins of material degradation. This project develops a mechanics-based approach to durable tire design by using atomic force microscopy (AFM) as a controlled nanoscale tribological tool to directly generate and measure wear under well-defined loading, shear, and temperature conditions. AFM enables direct observation and quantification of damage initiation at the scale where wear originates, allowing durability to be addressed at its physical root rather than through empirical correlation.]]></description>
      <pubDate>Sat, 25 Apr 2026 12:25:11 GMT</pubDate>
      <guid>https://rip.trb.org/View/2696033</guid>
    </item>
    <item>
      <title>Multiscale Understanding of Pervious Concrete Using Digital Packing and Automated Permeability Testing</title>
      <link>https://rip.trb.org/View/2696018</link>
      <description><![CDATA[This project develops a digital framework to better understand and predict the performance of pervious concrete. The work integrates (i) establishing a database of true three-dimensional (3-D) shapes and surface texture of coarse aggregates in pervious concrete, (ii) development of an automated permeability testing system for conducting reliable and robust measurements of hydraulic conductivity, (iii) reconstruction of a customizable 3-D digital model of pervious concrete by packing the digitalized coarse aggregates from database, which is validated by the key pore characteristics and reference testing results from automated hydraulic conductivity measurement.
To achieve the above-mentioned integration, the research will proceed through a series of coordinated actions. First, the research team will establish a database of digitalized coarse aggregates for modelling pervious concrete by employing an industrial-grade blue-laser 3-D scanner to obtain the true 3-D shape and surface texture of over 1000 coarse aggregates. The quantity of 1000 digitalized coarse aggregates is an adequate number for enabling digital packing. Next, an automated and robust permeability testing system will be developed to perform hydraulic conductivity measurement on pervious concrete specimens with controlled porosity, which provides reliable high-quality experimental results for model validation. Finally, the team will build a customizable 3-D model of pervious concrete cylinder by packing digital coarse aggregates from the database, which can predict the pore structure and transport behavior of stormwater in pervious concrete. The research  team has rich experience in digitalization of materials and developing experimental data-based 3-D models for modelling engineering properties and will complete developing the automated hydraulic conductivity testing system in six months. This testing system will include multiple high-frequency sensors simultaneously collecting pressure change data and flow rate change date, which can balance the accuracy, robustness, efficiency, and cost of hydraulic conductivity test. This framework ties together physical testing and advanced modeling to deliver practical, field-ready guidance with the objective of improving the efficiency and accuracy of pervious concrete design and reducing the construction cost of pervious concrete.
]]></description>
      <pubDate>Thu, 23 Apr 2026 17:09:56 GMT</pubDate>
      <guid>https://rip.trb.org/View/2696018</guid>
    </item>
    <item>
      <title>Field Performance Study of Plastics-Amended Asphalt for Roadway Construction</title>
      <link>https://rip.trb.org/View/2696020</link>
      <description><![CDATA[In the previous study, the research team collaborated with the City of Battle Ground in Washington and constructed a test road incorporating plastics amendments in 2024, using the dry method. The objectives of this study are to:
(1)	Evaluate the field performance of plastic-amended asphalt and compare it to conventional asphalt sections.
(2)	Assess the impact of plastics in asphalt on skid resistance of vehicles.
]]></description>
      <pubDate>Thu, 23 Apr 2026 16:48:47 GMT</pubDate>
      <guid>https://rip.trb.org/View/2696020</guid>
    </item>
    <item>
      <title>Revolutionizing Coastal Infrastructure Durability with Pervious Concrete: A Cost-Effective, High-Performance Seawall</title>
      <link>https://rip.trb.org/View/2696019</link>
      <description><![CDATA[This project develops and validates a pervious concrete seawall system to reduce wave loads and mitigate scour-related degradation at lower cost and maintenance demand. The work integrates (i) high-fidelity finite element analysis for preliminary design, (ii) fabrication of pervious concrete with tuned porosity (15–35%) using durability-enhancing binders and engineered biochar, (iii) controlled wave flume experiments with instrumented specimens and backfill monitoring, and (iv) seawall design optimization accelerated by surrogate model and genetic algorithm.
To achieve the above mentioned integration, the research will proceed through a series of coordinated actions. First, the research team will build a high-fidelity finite element model, analyze the wave load in seawall, and achieve a preliminary design. Next, pervious concrete specimens with controlled porosity will be fabricated using the preliminary design and tested in a wave flume, which simulates real coastal conditions by generating programmable waves and measuring forces, displacements, and backfill scour behind the seawall. Finally, the team will apply a HyperNetwork, a neural architecture that dynamically generates predictive models, to estimate performance metrics such as energy dissipation and structural stability across different design configurations. The research team has rich experience in developing surrogate models for engineering applications and will complete building this HyperNetwork-based surrogate model in six months. This HyperNetwork will be used together with a genetic algorithm to search for Pareto-optimal designs that balance durability, hydraulic efficiency, and cost. This integrated approach ties together physical testing and advanced modeling to deliver practical, field-ready guidance with the objective of reducing wave-driven degradation and improving structural resilience in simple, cost-effective terms.
]]></description>
      <pubDate>Thu, 23 Apr 2026 16:44:25 GMT</pubDate>
      <guid>https://rip.trb.org/View/2696019</guid>
    </item>
    <item>
      <title>Effect of Supplementary Cementitious Materials (SCMs) and waste products on Critical Chloride Threshold, CT, of Concrete</title>
      <link>https://rip.trb.org/View/2694441</link>
      <description><![CDATA[Chloride-induced corrosion of reinforcing steel is one of the most significant durability challenges facing concrete infrastructure, especially for bridges, pavements, and marine or deicing-salt exposed structures. A critical parameter controlling corrosion initiation is the critical chloride threshold (CT), yet existing test methods produce inconsistent values and do not fully reflect the behavior of modern concrete mixtures containing supplementary cementitious materials (SCMs) or waste-derived additives. As transportation agencies adopt newer binder systems such as Type IL cement and increase the use of SCMs, the need for reliable, practical, and reproducible CT measurement techniques has become increasingly important for service-life design.
This project addresses these needs by evaluating how Class C fly ash, Class F fly ash, and metakaolin, each applied at two replacement levels with Type IL cement, affect the CT of reinforced concrete. The study employs the newly developed OCcrit test method, which measures CT directly on mortar specimens under controlled electrochemical conditions. OCcrit offers improved reproducibility and more realistic assessment of steel–concrete interactions compared to traditional embedded-bar or potentiometric techniques, making it a promising method for future durability evaluations.
In parallel, the project will investigate a second approach to CT measurement using cyclic polarization. While this method has previously been applied only to steel samples immersed in simulated concrete pore solutions, results have not aligned with OCcrit values which is believed to be due to the absence of true concrete environments. Leveraging a high capacity potentiostat, this research will apply cyclic polarization directly to mortar samples for the first time, enabling a meaningful comparison with OCcrit and helping determine whether the method can be adapted into a practical tool for corrosion threshold assessment.
Finally, the project will examine the role of waste-derived materials by assessing the influence of acid- and base-pretreated ground tire rubber (GTR) on CT. Previous studies showed that untreated GTR can affect corrosion initiation, but the mechanisms remain unclear. By evaluating chemically surface modified GTR using the OCcrit method, the project will clarify how surface treatments alter particle–matrix interactions, pore solution characteristics, and overall corrosion behavior. The combined findings will provide transportation agencies with more accurate data and improved testing methods for designing durable, long-lasting concrete infrastructure exposed to chloride environments.
The proposed research directly aligns with CHDT’s core mission to enhance the durability and service life of transportation infrastructure through innovative materials and techniques. CHDT emphasizes the development of sustainable, performance-driven construction materials, particularly the reuse of recycled and waste materials such as rubber and industrial by-products, to improve structural longevity and reduce maintenance costs. By evaluating how SCMs and treated GTR influence corrosion resistance and by advancing CT testing methods, this project extends CHDT’s ongoing portfolio of work on freeze-thaw durability, corrosion mitigation, and the beneficial use of waste materials in concrete pavements.

]]></description>
      <pubDate>Tue, 21 Apr 2026 13:35:39 GMT</pubDate>
      <guid>https://rip.trb.org/View/2694441</guid>
    </item>
    <item>
      <title>Anchorage Design and Detailing for Fabric-Reinforced Cementitious Matrix Retrofits of Transportation Concrete Structures</title>
      <link>https://rip.trb.org/View/2691724</link>
      <description><![CDATA[The repair and rehabilitation of transportation structures is urgently needed to restore structural capacity, slow deterioration caused by aging, overloading, and environmental stressors, and minimize disruptions associated with large-scale replacement projects. State DOTs and the Federal Highway Administration (FHWA) have implemented several advanced rehabilitation techniques, including fiber-reinforced polymer (FRP) composites, ultra-high-performance concrete, and fiber-reinforced cementitious matrix (FRCM) systems. FRCM consists of an open-grid textile made of FRP or steel strands embedded within an inorganic cementitious matrix. The system offers multiple advantages over traditional FRP, including mechanical compatibility with concrete and masonry substrates, improved fire and elevated-temperature performance, vapor permeability, durability in moist or cold environments, and ease of application in field conditions.

As an externally bonded strengthening system, the performance of FRCM is governed by the ability of the FRCM–substrate interface to maintain composite action and to transfer forces effectively. Premature interfacial slip, end debonding, or localized interface damage are commonly reported for unanchored FRCM systems. These brittle failure modes often occur at loads far below the tensile capacity of the textile, limiting the effectiveness of the strengthening system to 30–60% of its potential and undermining both safety and return on investment. Introducing anchorage mechanisms into FRCM systems provides an engineered means to restrain interfacial slip, delay debonding, promote more favorable failure modes, and enable the textile to mobilize higher tensile strains. However, the existing literature on FRCM anchorage is sparse, fragmented, and lacking in unified, design-oriented guidance. Quantitative provisions addressing anchor geometry, capacity, and interaction with the primary FRCM reinforcement remain absent from current codes and standards.

The primary objective of this research is to advance the understanding, design, and implementation of anchorage systems for FRCM-strengthened concrete members, with the goal of mitigating premature debonding and achieving ductile, and efficient strengthening outcomes. Specifically, the project aims to: (a) synthesize and critically evaluate the current state of knowledge on FRCM anchorage; (b) develop and experimentally validate practical anchorage systems including transverse wraps, mechanical anchors, and spike anchors; and (c) produce a design-oriented framework for selecting, proportioning, and detailing anchorage systems.

Two coordinated experimental programs are proposed: (1) bond-level tests to characterize the effects of anchorage presence and type on joint force transfer, slip response, and failure mechanisms; and (2) flexural tests on reinforced concrete beams strengthened with anchored and unanchored FRCM reinforcement, to evaluate the translation of bond-level behavior to member-level performance and to verify design expressions under combined shear and normal stresses. The proposed research will equip state DOTs with validated anchorage solutions, support cost-effective preservation strategies, and accelerate the adoption of durable composite materials for extending the service life of transportation infrastructure.]]></description>
      <pubDate>Sun, 12 Apr 2026 23:52:50 GMT</pubDate>
      <guid>https://rip.trb.org/View/2691724</guid>
    </item>
    <item>
      <title>Evaluation of Cement-Based Pavement Markings</title>
      <link>https://rip.trb.org/View/2689760</link>
      <description><![CDATA[Pavement markings provide continuous safety information to roadway users related to the roadway alignment, vehicle positioning, and other important driving-related tasks. During nighttime hours on many roadways, pavement markings are the only roadway asset to guide and regulate traffic, and their visibility becomes even more critical during nighttime wet conditions. Additionally, today pavement markings must be visible not only to human drivers but also to the machine vision technology of Advanced Driver Assistance Systems (ADAS) common in many vehicles.
For these reasons, it is important that pavement markings are performing well and are both durable and retroreflective (provide nighttime visibility) to aid with safe roadway navigation. However, there are many factors that can affect pavement marking performance, such as the environment, traffic, and winter maintenance practices. The Vermont Agency of Transportation (VTrans) experiences significant challenges with all of these factors. Vermont’s climate, which has low winter temperatures and harsh freeze-thaw cycles, places considerable strain on a pavement marking material’s capacity to remain bonded to the pavement surface. The repeated freeze-thaw cycles have caused marking materials to crack or peel. The tire abrasion from high traffic volumes, especially heavy truck traffic, accelerates wear on pavement markings, and winter maintenance practices, particularly in northern states like Vermont, significantly impact the longevity and effectiveness of pavement markings. The frequent mechanical abrasion from snowplows accelerates marking degradation, and deicing agents cause chemical degradation such as fading, stripping, and surface damage.
Besides the potential safety risks to roadway travelers, there are other consequences for rapidly deteriorating pavement markings. The financial costs to VTrans for frequently replacing markings can be significant. Costs include not only the material, equipment, and labor for installation, but also the administrative costs for programming and managing striping contracts, as well as indirect economic costs for disruption to traffic. The traffic disruption can also have a negative impact on the traveling public, such as traffic congestion, delays, and driver frustration.
However, a relatively new pavement marking material, a polymer modified cement pavement marking called Enduramark, has a high potential for being more durable than most other marking materials. The cement-based marking has performed well for over three years in heavy snowplow environments. With a longer service life, it also has the potential for having a highly competitive annualized cost. The purpose of this study is to conduct a measured evaluation of the Enduramark’s performance on VTrans roadways, determine an estimated service life, and from the service life calculate the material’s annualized cost. The study will support the Agency’s Strategic Plan Goal 2: Grow Vermont’s economy by providing a safe, reliable, and efficient transportation system in a state of good repair.]]></description>
      <pubDate>Wed, 08 Apr 2026 09:40:12 GMT</pubDate>
      <guid>https://rip.trb.org/View/2689760</guid>
    </item>
    <item>
      <title>In-Situ Monitoring of Concrete Early Age Strength Development Through Acoustic Resonance Technologies</title>
      <link>https://rip.trb.org/View/2689759</link>
      <description><![CDATA[In this project, a novel acoustic resonance technology for in-situ monitoring of the early age strength development of concrete and cementitious mixes will be investigated. This technology leverages the fundamental principle that the mechanical properties of a material, including stiffness and strength, are intrinsically linked to its acoustic response. By continuously measuring changes in acoustic resonance frequencies as concrete cures and gains strength, this approach offers a direct, real-time, and non-destructive method to assess in-situ strength development without the need for destructive coring or reliance on proxy specimens. Unlike traditional strength evaluation methods, which require extensive laboratory processing, this technique enables on-site deployment, allowing engineers and contractors to make immediate, data-driven decisions regarding construction sequencing, formwork removal, and traffic opening times. The project will focus on optimizing the acoustic resonance technique for field applications by integrating laboratory investigations, field tests, and data analytics. Experimental studies will be conducted to establish correlations between resonance frequency shifts and conventional strength metrics for various cementitious mixes, including rapid-setting and high-performance concrete used in critical infrastructure projects. By offering a practical and real-time alternative to conventional methods, this technology has the potential to improve project scheduling, reduce costs, and ensure safer, more durable concrete structures with minimal disruption to transportation networks. Ultimately, the success of this project will provide a transformative solution that enhances the speed, reliability, and efficiency of strength monitoring and promotes the implementation of in-situ concrete strength monitoring technology by validating the accuracy of the testing data, understanding the influence of external conditions on the performance, and developing implementation details with practical recommendations for future applications in transportation infrastructure projects.]]></description>
      <pubDate>Wed, 08 Apr 2026 09:37:19 GMT</pubDate>
      <guid>https://rip.trb.org/View/2689759</guid>
    </item>
    <item>
      <title>Study of Real-Time Concrete Strength Measurements and Monitoring Systems that Conform to AASHTO T-412-24 for Use in Materials Testing Which Will Provide Cost Savings and Reduce Waste</title>
      <link>https://rip.trb.org/View/2687354</link>
      <description><![CDATA[Concrete strength testing is essential to Nevada Department of Transportation's (NDOT’s) quality control (QC). Current practice relies on destructive cylinder testing (ASTM C39), a labor-intensive, costly method
providing discrete-age strength data and delaying construction decisions. Maturity-based sensors (ASTM C1074) enable early-age monitoring but require mix-specific
calibration. The newly adopted AASHTO T-412-24 provides a nondestructive
alternative, measuring in place dynamic elastic modulus via acoustical resonance for real-time strength estimation. Field trials in Texas and Indiana achieved strength
estimates within ±15% of cylinder results and reduced testing costs by ~50%.
Sensors embedded at placement continuously log data, enabling immediate form
removal, traffic opening, or corrective actions. Nevada’s mixes, with ~20% pozzolan replacement and variable aggregate quality, may alter the modulus-strength relationship. Sensor performance under Nevada’s climate, data reliability, and integration into NDOT quality assurance (QA)/QC procedures remain untested. This study will (i) verify T-412-24 sensor accuracy with NDOT mixes in the field, (ii) assess field performance under local conditions, (iii) evaluate environmental, economic, and waste-reduction impacts, and (iv) develop protocols for NDOT adoption.

The objective of this research project is to evaluate whether T-412-24–compliant embedded sensors can deliver accurate, reliable real-time strength estimates for NDOT applications. The study will also correlate sensor data with ASTM C39 cylinder results for NDOT mixes in lab and field settings, identify implementation challenges, quantify cost/testing time savings, and produce specification-ready recommendations.

The University of Nevada, Reno team plans to achieve the project goal by: (1) Conducting a comprehensive literature review and identifying a set of 4-6 representative NDOT mix designs for use in lab and field testing. (2) Deploying AASHTO T-412-24-compliant real-time strength sensors in four NDOT pilot placements across regions and applications, with multiple sensors per placement to capture spatial gradients. (3) Analyzing and synthesizing the strength data generated through the field deployment, including sensor readings and companion cylinder tests. (4) Assessing the life cycle for each concrete mix design. (5) Analyzing the life cycle cost for each concrete mix design. (6) Estimating the waste reduction for each concrete mix design. (7) Producing final project deliverables including recommendations, tools, and guidance necessary for NDOT to evaluate and adopt real-time strength monitoring technologies.

This project will deliver validated specifications, installation guidelines, decision tools, and cost/benefit analyses for immediate use on NDOT pilot projects. If proven effective, AASHTO T-412-24–compliant real-time concrete strength sensors could be deployed on a wide range of construction and reconstruction projects, reducing cylinder testing costs, accelerating decisions, and improving durability. The main barrier is sensor cost, about $200 per unit plus a reusable datalogger, though savings from reduced materials, labor, and equipment operation are expected to offset this expense. Integration into NDOT’s QA/QC framework will require minor specification updates, with no significant political or socio-economic obstacles anticipated.]]></description>
      <pubDate>Wed, 01 Apr 2026 17:10:04 GMT</pubDate>
      <guid>https://rip.trb.org/View/2687354</guid>
    </item>
    <item>
      <title>Statistical Evaluation of Illinois Modified AASHTO T161 Freeze–Thaw Testing Following Laboratory Relocation</title>
      <link>https://rip.trb.org/View/2686616</link>
      <description><![CDATA[A critical way to build high-performing pavements and bridges is to evaluate a mixture’s freeze-thaw performance in the lab to ensure it meets performance parameters. The aim of this project is to calibrate and validate new equipment for freeze-thaw testing at the Illinois Department of Transportation’s (IDOT's) Central Bureau of Materials. Researchers will test aggregate samples using IDOT’s new and existing freeze-thaw equipment, ensuring the new equipment produces consistent and replicable results. They will also create calibration guidelines that will help to establish a repeatable framework when replacing future freeze-thaw testing equipment.]]></description>
      <pubDate>Wed, 01 Apr 2026 09:41:33 GMT</pubDate>
      <guid>https://rip.trb.org/View/2686616</guid>
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