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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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    <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>
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      <title>Research in Progress (RIP)</title>
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      <link>https://rip.trb.org/</link>
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    <item>
      <title>Ultra-high performance concrete composite decks for long-span coastal bridges (OSU)</title>
      <link>https://rip.trb.org/View/2663233</link>
      <description><![CDATA[Coastal and marine environments present some of the most aggressive conditions for bridges, due to exposure to salt spray, high humidity, chloride ingress, and cyclic wet-dry cycles. Many of the nation’s longest span bridges are in and around tightly constrained coastal regions and these bridges commonly employ orthotropic steel decks (OSD) to reduce dead weight and improve structural efficiency. Conventional orthotropic steel plate decks are vulnerable to fatigue cracks in welded joints, deck plate corrosion, and deterioration of overlays under harsh environmental loading. Many of these OSDs are failing well short of their intended design lives. To overcome these limitations, this project will develop and validate a novel UHPC-composite steel rib deck system as a replacement for conventional OSDs for long-span bridges. Ultra-high performance concrete (UHPC) offers high compressive strength, ductility, low permeability, and durability. We propose to make relatively thin UHPC slabs composite with strategically embedded structural steel ribs to produce a direct replacement for conventional OSDs but with reduced weight, equivalent or better stiffness and load carrying capacity while mitigating past persistent fatigue and corrosion issues. 

The research consists of four (4) phases. First, conceptual design and modeling: we will create analytical and finite element models of composite deck panels, varying parameters such as rib geometry, spacing, shear connectors, UHPC thickness, and interface behavior. Second, fabrication and laboratory testing of prototype panels that will be constructed and tested under repeated load cycles modelling wheel loads on the deck surface, environmental (freeze/thaw, chloride exposure), and static failure tests to measure structural performance characteristics including stiffness, crack patterns, fatigue life, and ultimate capacity. Third, interface and connection optimization where shear connections between the UHPC and steel ribs will be optimized to produce reliable composite action and minimal slip under repeated loading. Fourth, develop design guidelines using test data to produce simplified design rules and apply the system concept to a real long-span bridge as a case study.
]]></description>
      <pubDate>Sat, 31 Jan 2026 12:05:58 GMT</pubDate>
      <guid>https://rip.trb.org/View/2663233</guid>
    </item>
    <item>
      <title>Lightweight, Durable, and Cost-Effective: Advancing Voided Concrete Technology with Engineered Cementitious Composites  </title>
      <link>https://rip.trb.org/View/2646966</link>
      <description><![CDATA[Voided concrete technology, which integrates hollow plastic spheres into concrete to create a lightweight, material-efficient structure, has gained attention in construction for its ability to reduce concrete use by 30–50% and for its lower dead loads. This innovation is particularly promising for transportation infrastructure such as bridge decks, railway platforms, and parking garages where weight reduction directly impacts foundation costs and construction efficiency. Current voided concrete systems demonstrate 70–90% of conventional slab and beam load-bearing capacity, with enhanced flexural performance due to optimized reinforcement distribution. However, limitations persist: (i) reduced stiffness and shear resistance compared to solid slabs/beams, (ii) sensitivity to sphere placement errors, requiring specialized labor, and (iii) durability concerns in high-stress environments like heavy-traffic bridge decks. These challenges hinder broader adoption in transportation, where structures demand high durability, fatigue resistance, and minimal maintenance.  

This project will evaluate replacing conventional concrete with Engineered Cementitious Composites (ECC) in the existing voided concrete technology to address current limitations while leveraging material synergies. Indeed, ECC, reinforced with polyethylene fibers, offers superior mechanical performance in tensile ductility and strain-hardening behavior, mitigating shear and crack propagation issues in voided slabs and beams. In addition, the compressive strength exceeds that of conventional concrete, which in turn compensates for capacity reductions from voids. In terms of durability in harsh environments, the crack-width control in ECC enhances corrosion resistance, which is critical for bridge decks exposed to de-icing salts. Finally, the proposed solution is cost-effective through material efficiency as ECC’s higher cost is offset by combining its performance with voided concrete material reduction.  

This study will include a series of mechanical tests on lab-scale voided biaxial beams made with ECC and regular concrete to assess the viability and quantify the expected improvements in structural behavior. The study will provide crucial information on the newly proposed voided ECC technology and will explore: (i) the possibility of constructing longer bridge spans with reduced deck weight, minimizing pier and foundation requirements, (ii) an accelerated construction via potential prefabricated ECC voided modules, and (iii) potential service life extension through enhanced fatigue and corrosion resistance. ]]></description>
      <pubDate>Tue, 06 Jan 2026 17:19:21 GMT</pubDate>
      <guid>https://rip.trb.org/View/2646966</guid>
    </item>
    <item>
      <title>Augmented Reality-Assisted Quality Control for Structural Component Placement in Bridge Construction </title>
      <link>https://rip.trb.org/View/2646964</link>
      <description><![CDATA[Construction quality control is an important part of building reliable infrastructure. This process starts with proper fabrication and depends heavily on how well the components are installed in the field. Construction requirements include surveying, documentation, inspection, and other means to control the quality of component placement during bridge construction. Making sure everything is placed and assembled correctly is key for the performance of the intended structural design over time. For instance, in bridge construction, even when components are fabricated within tolerance, improper placement during assembly can lead to alignment errors that compound over time, potentially affecting structural integrity, safety, and durability. This challenge has been observed in ongoing collaborations with New Mexico Department of Transportation (NMDOT) and Castillo Precast, where the transition from fabrication to field placement may introduce uncertainties that current quality control workflows lack to quantify. There are two main challenges: (1) planning properly given the tight schedules and different teams between the fabrication and installation on time and space, making it difficult to coordinate with all parties (precaster, inspector at the precast plant, truck driver, crane operator, field contractor, consultant at the site, owner); (2) recording, accessing and sharing the construction sequence over the life of the bridge when needed, for example 10-20 years later. 

To address these challenges, this project proposes a digital inspection and verification system that combines 3D scanning and Augmented Reality visualization to support quality control for structural component placement in bridge construction. The goal is to compare the as-built configuration of structural components with the design intent in real time, helping engineers detect deviations early and minimize the risk of cumulative construction errors. By engaging directly with active construction sites in New Mexico, the research takes into account practical challenges such as limited working space, variable lighting, irregular ground surfaces, weather exposure, and the fast-paced nature of construction schedules, all of which can affect the usability and reliability of digital tools in the field. Through this system, field personnel can visualize discrepancies between what was designed and what was built, directly overlaid on the structure without relying only on traditional tape measures, 2D plans, or surveying. The project also develops a QR code installed on each element that provides long-term access to critical data from fabrication and construction to be always at the bridge and accessible by scanning, supporting future inspections and maintenance activities by allowing users to retrieve component information directly on-site using Augmented Reality. ]]></description>
      <pubDate>Tue, 06 Jan 2026 17:16:26 GMT</pubDate>
      <guid>https://rip.trb.org/View/2646964</guid>
    </item>
    <item>
      <title>Enhancing Site Response Analysis for Bridge Infrastructure in the Southern Plains Region: Issues, Pitfalls, and Pathways to Improvement </title>
      <link>https://rip.trb.org/View/2646962</link>
      <description><![CDATA[Bridges in the Southern Plains Region are essential to the continuity and resilience of the regional transportation network. Although traditionally considered a region of moderate seismic hazard, past seismic events and updated hazard characterizations along with escalating bridge costs have highlighted the need for the additional use of site response analysis in seismic bridge design. This project aims to investigate and resolve key technical limitations in current site response analysis practices as applied to bridge infrastructure within the Southern Plains Region. These include discrepancies in design acceleration estimation between American Association of State Highway and Transportation Officials (AASHTO) general procedure and site-specific site response analyses, the influence of bedrock shear wave velocity on seismic hazard and amplification, the sensitivity of site response outcomes to input motion depth, and the comparative accuracy of equivalent-linear and nonlinear modeling approaches under varying site conditions. The project will utilize detailed geotechnical and seismic data from existing Southern Plains Transportation Center (SPTC), Arkansas Department of Transportation (ARDOT), and U.S. Geological Survey (USGS) efforts to assess representative bridge sites, ultimately producing evidence-based recommendations and tools for more reliable seismic design and evaluation of bridge systems throughout the Southern Plains Region.  

There are four objectives of this project. The first is to quantify discrepancies in fundamental period and design spectrum estimates between the AASHTO general procedure and site-specific site response analysis across varying geologic conditions. The second is to evaluate the sensitivity of site response predictions and Probabilistic Seismic Hazard Analysis results to different bedrock shear wave velocity assumptions, including stiff soil and rock layers. The third is to assess the influence of varying ground motion input depths—from shallow to deep—on spectral amplification and response characteristics for deep basin sites. The last is to compare equivalent-linear and fully nonlinear site response analyses to establish practical modeling guidelines based on site condition, shaking intensity, and data availability. Project tasks include (1) literature review, (2) site selection and data complication, (3) baseline site response analysis, (4) comparative and sensitivity analysis, (5) guideline development, (6) reporting, and (7) dissemination. ]]></description>
      <pubDate>Tue, 06 Jan 2026 17:14:23 GMT</pubDate>
      <guid>https://rip.trb.org/View/2646962</guid>
    </item>
    <item>
      <title>Rehabilitation of Deteriorated Timber Piles Using Ultra High Performance Concrete </title>
      <link>https://rip.trb.org/View/2646939</link>
      <description><![CDATA[The proposed research focuses on rehabilitating deteriorated timber piles using Ultra High Performance Concrete (UHPC) to extend the service life of aging bridge infrastructure commonly found across rural Louisiana. Timber piles are increasingly affected by environmental and biological degradation, particularly at wet-dry interface zones, as well as physical damage from floating debris, excessive loading, and failure of adjacent piles. Full replacement of the piles is often economically unfeasible, making an effective rehabilitation solution essential due to its lower cost, reduced material usage, and minimal disruption to service.  

This project will develop a novel UHPC-based rehabilitation strategy specifically tailored for deteriorated timber piles, with the goal of restoring structural performance, enhancing durability, and enabling practical field implementation. A key technical contribution lies in the development and experimental validation of an effective composite interface between timber and UHPC. Through targeted small-scale experiments, the bond and shear transfer mechanisms at the timber-UHPC interface will be quantified, and optimal surface preparation techniques will be identified to maximize bond performance, an area currently lacking standardized guidance. Large-scale experimental testing will generate a comprehensive dataset on the structural performance of deteriorated timber piles strengthened with UHPC jackets, evaluating the effectiveness of different rehabilitation configurations. These tests will assess critical performance parameters such as axial load-carrying capacity, stiffness recovery, and failure modes, under conditions that simulate field-relevant deterioration.  

Complementing the experimental work, advanced finite element modeling will be developed and validated against the experimental findings. This model will capture the complex interaction between timber and UHPC under service conditions and will serve as a predictive tool for evaluating the efficacy of different rehabilitation configurations. Through a comprehensive parametric study, the model will be used to investigate the influence of key design variables. The findings from both experimental and numerical investigations will provide valuable insights into the structural enhancement achievable through UHPC rehabilitation and will significantly advance current practice by development of practical design guidelines and recommendations. This work will promote the adoption of UHPC as durable, high-performance solutions for extending the service life of aging timber piles in transportation and waterfront infrastructure. 

Consultation with the Louisiana Department of Transportation and Development (DOTD) will guide the research direction and assist in planning future in-field applications. By delivering a scalable, effective, and economically viable rehabilitation strategy, this research directly supports the mission of the Southern Plains Transportation Center (SPTC) and aligns with the USDOT’s statutory priority of improving the durability and extending the service life of transportation infrastructure. ]]></description>
      <pubDate>Mon, 05 Jan 2026 22:38:43 GMT</pubDate>
      <guid>https://rip.trb.org/View/2646939</guid>
    </item>
    <item>
      <title>Interfacial Shear Transfer for Concrete Elements with Non-Corrosive Composite Reinforcement </title>
      <link>https://rip.trb.org/View/2646936</link>
      <description><![CDATA[This project will investigate a novel approach to enhance the dowel resistance of Glass Fiber Reinforced Polymer (GFRP) bars when used as shear reinforcement construction of concrete bridges. Fiber reinforced polymer is known to be resistant to corrosion with potential benefits in bridge construction. However, it has low dowel action resistance, which can jeopardize the integrity of the composite action between precast/prestressed concrete and cast-in-place bridge deck slabs, which can lead to failure of the bridge girder system. Improving the dowel action resistance of GFRP stirrups will eliminate a barrier to wider adoption of non-corrosive GFRP bars in bridge construction. The objective of this project is to explore a novel approach whereby GFRP dowels will be placed at an angle to the shear interface between the precast beam and the cast-in-place deck for enhancing the horizontal shear resistance of fiber reinforced polymer dowels for the purpose of ensuring composite action in bridges built with non-corrosive reinforcement.  

The scope of the project is limited to GFRP bars, which is the most widely used rebar alternative due to its lower cost and acceptable properties compared to other types of fiber reinforced polymer bars. The contribution of the GFRP bars to the mechanism of shear transfer will be evaluated by using push-off specimens that have been successfully used for studying dowel action of steel bars. Push-off specimens with non-orthogonal GFRP dowels at two angles and two spacings are proposed to be tested experimentally along with a control specimen. The proposed specimens will explore the effect of different angles and dowel spacing on the interfacial shear resistance between concrete elements with GFRP dowls. ]]></description>
      <pubDate>Mon, 05 Jan 2026 22:26:37 GMT</pubDate>
      <guid>https://rip.trb.org/View/2646936</guid>
    </item>
    <item>
      <title>Investigation of Dual Grade/Hybrid Steel Plate Girders Utilizing Stainless Steel</title>
      <link>https://rip.trb.org/View/2646068</link>
      <description><![CDATA[Corrosion is a significant concern for steel bridges, and if not properly designed for or mitigated, can lead to costly maintenance or service failures. One option for making steel bridges more corrosion-resistant is to use 50CR steel (formerly ASTM A1010 steel), which is a stainless steel having similar mechanical properties to typical bridge steels with much greater corrosion resistance. While 50CR steel is attractive due to its corrosion resistance, it’s cost, relative to traditional carbon steel, may preclude it from use due to budgetary restraints. One option for making 50CR steel bridges more cost-effective is by using a dual-grade girder, in which 50CR is used in targeted corrosive locations, while conventional steel, such as uncoated ASTM A709 Grade 50W or coated steel, are used elsewhere. By using the more costly material where it provides the most benefit, dual-grade girders have the potential to achieve life cycle cost savings by reducing future maintenance and increasing the overall service life of the girder. There has been limited research addressing the strength and corrosion performance of 50CR welded to traditional carbon steels. This research will quantify the corrosion behavior and the galvanic corrosion potential through accelerated corrosion tests. Strength tests will also be performed to evaluate any potential issues with the welding processes required for hybrid welding.]]></description>
      <pubDate>Mon, 29 Dec 2025 11:32:26 GMT</pubDate>
      <guid>https://rip.trb.org/View/2646068</guid>
    </item>
    <item>
      <title>Constructability of Concrete Materials Infused With Silica-Rich Biochar For Bridge Applications</title>
      <link>https://rip.trb.org/View/2633322</link>
      <description><![CDATA[Biochar additions to concrete binder have shown great promise for enhancing the early-age performance of material for bridge applications, including its hardening rate and strength development. Biochar is a waste product of the pyrolysis of organic material (wood, rice husks, corn husks, manure, or other agricultural waste products). Depending on the source, biochar is highly porous, with specific surface areas of ~300 m2/g, porosities up to 50 %, and pore sizes down to several nanometers. With high ash content biochar is pozzolanically active. It also may promote self-healing of the material via secondary mineralization involving dissolved alkali earths such as calcium. In cement, milled fast-pyrolysis char has been used at up to 32 % replacement by mass with improved compressive strengths due to its role as an internal curing source and nucleating agent for calcium silicate hydrate gel (C-S-H). The objective is to advance the TRL of biochar-infused concrete materials for implementation in bridge construction and repair. The approach to achieve that objective will be to determine the robustness of the material by investigating a wider range of w/c ratios, biochar dosages, and curing conditions for their effects on several important concrete properties, including the initial and final setting times, compressive strengths at 7 d, 28 d, and 90 d, and the secondary mineral formation extent at 7 d, 28 d, and 90 d.]]></description>
      <pubDate>Tue, 02 Dec 2025 16:36:45 GMT</pubDate>
      <guid>https://rip.trb.org/View/2633322</guid>
    </item>
    <item>
      <title>Evaluating Polymer Concrete As A Bonding Agent in Segmental Bridge Construction</title>
      <link>https://rip.trb.org/View/2633311</link>
      <description><![CDATA[Segmental bridge construction is a widely used technique that enables efficient assembly and cost-effective infrastructure development. However, its long-term performance depends on the bonding material used to connect individual segments. Traditional grout, while commonly used, lacks the flexibility and durability required to withstand cyclic loading and environmental stressors. This research investigates polymer concrete (PC) as an alternative bonding agent, aiming to enhance structural resilience, load distribution, and long-term durability in segmental bridge construction. The study will evaluate the performance of five scaled bridge specimens: one bonded with grout and four with different polymer concrete formulations. These include Epoxy Polymer Concrete, Polyester Polymer Concrete, Polymethyl Methacrylate Polymer Concrete, and Poly Vinyl Ester Polymer Concrete, all of which are currently used in bridge deck overlays. Through laboratory testing and large-scale cyclic load testing, the study will assess their bonding strength, stress distribution, flexibility, and resistance to permanent deformation compared to traditional grout.]]></description>
      <pubDate>Tue, 02 Dec 2025 16:04:11 GMT</pubDate>
      <guid>https://rip.trb.org/View/2633311</guid>
    </item>
    <item>
      <title>Development Of Ultra High performance Concrete With Low-Density Flexible Fibers For Bridge Applications</title>
      <link>https://rip.trb.org/View/2633323</link>
      <description><![CDATA[Ultra High Performance Concrete (UHPC) for bridge elements, repair materials, and other applications often contains 2 % to 3 % by volume of steel fibers to impart resistance to plastic shrinkage, improve its resistance to abrasion and impacts, and to provide additional strength and fracture toughness. However, steel fibers are much heavier than organic fibers such as polypropylene (PP) or polyvinyl alcohol (PVA), while their stiffness and tensile strength are only modestly greater. UHPC for bridge elements could be made with a lower density and potentially higher strength-to-weight ratio if it could be reliably made with PP or PVA fibers instead of steel. PP and PVA fibers have the additional advantage that they are not susceptible to corrosion, are inert in alkaline environments, have negligible water absorption, impart greater impact resistance and abrasion resistance, and contribute less to greenhouse gas emissions than their steel counterparts. The objective is to determine the compressive strength, fracture toughness, and strength-to-weight ratios of chemically pretreated PP-reinforced UHPC as a function of PP dosage. The property variations with these variables will be linked to fiber dispersion and macro flaws using lab-scale X-ray microcomputed tomography (µCT).]]></description>
      <pubDate>Tue, 02 Dec 2025 15:26:19 GMT</pubDate>
      <guid>https://rip.trb.org/View/2633323</guid>
    </item>
    <item>
      <title>IDOT, FHWA, USFWS, USACE Aquatic Species Bridge Replacement Programmatic Agreement</title>
      <link>https://rip.trb.org/View/2611029</link>
      <description><![CDATA[Illinois Department of Transportation (IDOT) is required to comply with environmental laws and regulations when threatened and endangered species are present at a construction site. IDOT currently coordinates with federal and state regulatory resource agencies on a project-by-project basis. Researchers will develop a proposed programmatic agreement that IDOT may use to standardize and expedite the coordination process when threatened and endangered species are present at bridge construction sites. In addition, they will use the proposed agreement as an outline to develop additional programmatic agreements for IDOT. Successfully implementing a programmatic agreement for bridge construction and rehabilitation projects will allow IDOT to address required environmental concerns in a timelier manner, reducing the time between developing a construction project and starting construction.]]></description>
      <pubDate>Thu, 16 Oct 2025 09:15:35 GMT</pubDate>
      <guid>https://rip.trb.org/View/2611029</guid>
    </item>
    <item>
      <title>Dynamics, Drivers and Mitigation of Submerged Aquatic Vegetation (SAV) and Shoreline Change: Data Needs Associated with the Mid-Currituck Bridge</title>
      <link>https://rip.trb.org/View/2604610</link>
      <description><![CDATA[Recent research (S.A.V.E. Currituck, 2020) has shown that in Currituck Sound, the primary factor limiting submerged aquatic vegetation (SAV) distribution is water clarity. SAV in the sound will likely be impacted by construction and shading post construction of the Mid-Currituck Bridge. In addition, studies have shown that shorelines near the Mid-Currituck Bridge terminus on the east and west side are experiencing significant erosion rates. Bridge design and ultimate construction may change local dynamics (i.e., wave field, water clarity) that can influence SAV distribution and shoreline position. This project has three primary objectives relevant to understanding water quality, SAV and shoreline mitigation strategies: (1) Quantify temporal and spatial changes in water quality, specifically CDOM abundance in surface waters of northern Currituck Sound; (2) evaluate shoreline change rates on multiple timescales, including influence of storms, near bridge landing; and (3) synthesize remote sensing and field data to provide information to limit impacts to water quality, SAV and shorelines during bridge construction and maintenance and to prioritize mitigation for maximum benefit. It is critical to have more information on the current local water quality, shoreline change and SAV dynamics to better predict and limit damage associated with bridge construction and to prioritize required mitigation activities for maximum benefit. This research will focus on expanding data collection near the bridge corridor and broadening understanding of water clarity/quality dynamics and its potential role in changing SAV distribution.]]></description>
      <pubDate>Tue, 30 Sep 2025 14:53:37 GMT</pubDate>
      <guid>https://rip.trb.org/View/2604610</guid>
    </item>
    <item>
      <title>Low-Carbon Ultra High-Performance Concrete for Use in Highway Infrastructure</title>
      <link>https://rip.trb.org/View/2593948</link>
      <description><![CDATA[As the State of Oregon seeks to reduce its carbon footprint and phase in lower-carbon materials, low-carbon ultra-high-performance concrete (UHPC) is an advanced construction material that offers new opportunities for the future of highway infrastructure. The use of conventional UHPC is reported to eliminate the cracking and leakage that occurs when normal strength concretes or grouts are used, especially in existing bridges constructed with welded / grouted keys that have shown poor performance (Stanton and Khaleghi, 2020; Peruchini et al. 2021). At the same time, the use of conventional UHPC can enable the deployment of simplified connection details with shorter discrete reinforcement splice lengths and a reduced number of conflict points, which are beneficial for both new bridge construction and repair, retrofit, or rehabilitation of existing bridges. However, proprietary UHPC solutions are costly, and thus there is increasing interest in developing non-proprietary UHPC mixtures. The Federal Highway Administration (FHWA) conventional UHPC research and development program has produced a range of publications on the performance and use of UHPC. This includes the recently developed FHWA 13100 Technical Brief, which includes minimum requirements for non-proprietary UHPCs. However, the research performed by FHWA has so far not addressed the use of low-carbon materials. On the other hand, research has shown success in implementing low-carbon solutions for normal strength concretes by reducing Portland cement content by 15%. To date, limited to no research exists regarding development of low-carbon UHPCs (LCUHPCs) for bridge applications. Thus, the lack of non-proprietary LCUHPC mixture designs, lack of non-proprietary, on-site mixing methods and equipment, and absence of general QA/QC, are gaps that need to be addressed to allow the State of Oregon to meet their phased implementation of resilient, lower carbon materials.]]></description>
      <pubDate>Thu, 28 Aug 2025 11:57:13 GMT</pubDate>
      <guid>https://rip.trb.org/View/2593948</guid>
    </item>
    <item>
      <title>Polymer Concrete Joints for Precast Bridge Elements. Polymer Concrete for Bridge Deck Closure Joints in Accelerated Bridge Construction</title>
      <link>https://rip.trb.org/View/2582920</link>
      <description><![CDATA[For joints between precast elements on Accelerated Bridge Construction (ABC) projects, Polymer Concrete (PC) has a great advantage of cost saving over Ultra High Performance Concrete (UHPC). PC can also be mixed without needing specialized equipment and uses non-proprietary products in its mix designs, which are easier to source than the products used in UHPC mix designs. The primary objective of the project is to develop and test joint designs with PC and develop a mix design that can be used by the New Mexico Department of Transportation (NMDOT).

The overall objective of this project is to equip MNDOT with the science and tools towards implementing a polymer concrete alternative solution for field joints of precast bridge members for accelerated construction.

The polymer concrete alternative is to be comparable to what the NMDOT has recently implemented using ultra-high-performance concrete (UHPC) solutions. The NMDOT will leverage several years of research at the University of Nevada, Reno (UNR) in the area of polymer concrete and non-proprietary UHPC mix development and applications for accelerated bridge construction (ABC). UNR hosts world-class structural and large-scale testing facilities, as well as the materials laboratories under the Western Regional Superpave Center, to conduct a comprehensive experimental program that support the implementation tools that NMDOT requires.]]></description>
      <pubDate>Tue, 05 Aug 2025 12:51:33 GMT</pubDate>
      <guid>https://rip.trb.org/View/2582920</guid>
    </item>
    <item>
      <title>Synthesis on System Performance of Accelerated Bridge Construction Connections in Moderate-to-High Seismic Regions</title>
      <link>https://rip.trb.org/View/2570612</link>
      <description><![CDATA[NCHRP Report 698 identifies promising details to be used for connections of bridge members in accelerated bridge construction in medium to high seismic regions and gives recommendations for further research. Existing connection details were gathered from sources from state Departments of Transportation, industry, and academia and were systematically categorized, characterized, and evaluated for their performance in terms of readiness for use, construction risk, durability, and seismic performance. The material in this report will be of immediate interest to bridge engineers.]]></description>
      <pubDate>Tue, 01 Jul 2025 14:02:07 GMT</pubDate>
      <guid>https://rip.trb.org/View/2570612</guid>
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