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    <title>Research in Progress (RIP)</title>
    <link>https://rip.trb.org/</link>
    <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>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>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>Ladle Furnace Slag Properties When Blended with Dolomitic Underutilized Quarry Materials</title>
      <link>https://rip.trb.org/View/2677554</link>
      <description><![CDATA[Dolomite, a mineral commonly found in Illinois quarries, may be used to improve the durability and stability of road foundations when stabilized with other materials. This project explores the use of ladle furnace slag, a material formed when making steel, as a way to reduce cement content in dolomitic materials while maintaining performance. Researchers aim to optimize the ratio of cement content, ladle furnace slag and fine-grained dolomite to create more durable road foundations. Effectively determining the ratio will help to reduce the cost of cement within dolomitic materials as well as open a market for underutilized quarry materials.]]></description>
      <pubDate>Wed, 04 Mar 2026 09:16:47 GMT</pubDate>
      <guid>https://rip.trb.org/View/2677554</guid>
    </item>
    <item>
      <title>Comparison of Sample Size and Curing time on Concrete Performance</title>
      <link>https://rip.trb.org/View/2672004</link>
      <description><![CDATA[The goal of this research is to continue department’s initiative to reduce test specimen size and support departments transition to Performance Engineered Mixture (PEM) implementation. The funding for this project will allow the department to sample and perform testing on various concrete mixes across the state and gain deeper understanding on how concrete mixes in Wisconsin will perform. Due to an increased use of Supplementary Cementitious Materials (SCM) in Wisconsin to improve durability of concrete mixes, Federal Highway Administration (FHWA) Mobile Concrete Technology Center (MCTC) laboratory and Wisconsin Highway Research Program (WHRP) studies indicated that using 28-day test results for acceptance may not be the most accurate representation of concrete performance as some SCMs require additional time to activate and gain strength in the concrete mixture. Wisconsin Department of Transportation (WisDOT) plans to evaluate the impact of extended curing of concrete strength specimens. These strength specimens can also be used to measure surface resistivity at 56 days to compare with surface resistivity values measured using the accelerated cure method per WTM T358. WisDOT would also investigate reducing compressive strength specimen size from 6”x12” to 4”x8”.]]></description>
      <pubDate>Wed, 18 Feb 2026 14:28:52 GMT</pubDate>
      <guid>https://rip.trb.org/View/2672004</guid>
    </item>
    <item>
      <title>Evaluating Water-Cementitious Material Ratio as Acceptance Parameter for Freshly Placed Concrete</title>
      <link>https://rip.trb.org/View/2671983</link>
      <description><![CDATA[Thanks to the importance of water-cementitious materials ratio (w/cm) to concrete mixture design and performance, measuring w/cm could potentially be a valuable alternative to using strength testing as an acceptance parameter for concrete. However, few agencies measure or verify w/cm in concrete in-place, despite the fact that water content can vary from the design target value due to factors such as variability in aggregate moisture contents and concrete batching processes, and it is not uncommon for w/cm values reported on batch tickets to differ from the actual w/cm of concrete delivered to a project site (Robertson, et al., 2022). Petrographers can estimate w/cm from hardened concrete cores or samples within a range of values (e.g., +/- 0.05), but there is no generally accepted standard procedure for determining w/cm of hardened concrete (ASTM 2020).]]></description>
      <pubDate>Wed, 18 Feb 2026 11:20:18 GMT</pubDate>
      <guid>https://rip.trb.org/View/2671983</guid>
    </item>
    <item>
      <title>Investigation of Reflective Cracking in Wisconsin</title>
      <link>https://rip.trb.org/View/2671979</link>
      <description><![CDATA[This research aims to determine mixture performance and mix design requirements that increase the resistance of asphalt overlays to reflective cracking in Wisconsin. Recommendations must not sacrifice other critical performance or constructability attributes, such as rutting resistance and smoothness. Research efforts should focus on mill and overlay and overlay over existing Portland Cement Concrete design scenarios. Summarize existing mix design and performance requirements for asphalt overlays used by local and State Agencies in regions with similar climatic and aggregate resources as Wisconsin. Identify and recommend process-driven methods and technologies that show promise in reducing reflective cracking in Wisconsin. Using existing Wisconsin Department of Transportation (WisDOT) mixtures as a benchmark, modify or supplement the existing WisDOT balanced mix design (BMD) special provision focusing on BMD “Approach C” for mixtures designated for asphalt overlays. Researchers will summarize relevant local and State practices concerning asphalt overlays and reflective cracking resistance, focusing on regions with similar climate, traffic, and aggregate resources as Wisconsin. Identify potential process-driven methods and technologies to improve reflective cracking resistance for recommendation as future WisDOT research. Using the existing WisDOT BMD special provision as guidance, researchers will preferentially modify or supplement the provision using BMD “Approach C” to reduce the reflective cracking of asphalt overlays. Develop recommendations and requirements to validate the BMD framework developed in prior tasks. Recommendations should consider a minimum number of projects, mix design designations (such as traffic level), project scope and size, and requirements for mixture sampling and data acquisition, among other variables.]]></description>
      <pubDate>Wed, 18 Feb 2026 11:13:16 GMT</pubDate>
      <guid>https://rip.trb.org/View/2671979</guid>
    </item>
    <item>
      <title>Next-Generation Weather-Resistant Pavement Foundations -- High Strength and Durable Stabilized Base Courses </title>
      <link>https://rip.trb.org/View/2665668</link>
      <description><![CDATA[Durability of the pavement foundation is critical to ensuring a sustainable and resilient roadway infrastructure and minimizing life-cycle costs. This research project explores innovative techniques and materials to improve the durability of base layers, a crucial component of a typical asphalt pavement foundation. The objectives of this project are to explore cement-stabilized FDR mixes with high stiffness for base courses with enhanced resistance against shrinkage cracking. The scope of work consists of preparing and testing FDR mixes with cement (both Type I/II and Type IL) as the main stabilizer, and various concentrations of crack mitigation asphalt emulsions with high maltene content (CM-Emulsion), analyzing the results, and preparing conclusions and recommendations. The cement stabilized materials will be tested for shrinkage crack potential, compressive and indirect tensile strength, and will be evaluated for mineralogical information using XRD for each combination of test variables. The conclusions and recommendations from this study are expected to be beneficial for constructing long-lasting pavements. ]]></description>
      <pubDate>Wed, 04 Feb 2026 15:33:49 GMT</pubDate>
      <guid>https://rip.trb.org/View/2665668</guid>
    </item>
    <item>
      <title>Smart Healing in Additively Manufactured Engineered Cementitious Composites Beams for Durable Transportation Infrastructure </title>
      <link>https://rip.trb.org/View/2665667</link>
      <description><![CDATA[This project investigates the self-healing capabilities of 3D-printed Engineered Cementitious Composites (ECC) for transportation infrastructure applications, focusing on enhancing the durability and longevity of 3D-printed concrete structures. In particular, the research will examine how factors such as material composition, fiber reinforcement, and curing mechanisms influence the self-healing behavior of 3D-printed ECC beams. This self-healing capability has significant potential benefits as the layer-by-layer deposition process used in 3D printing can introduce "cold joints" or interlayer weaknesses, which may negatively impact long-term durability. The project will explore whether ECC’s intrinsic self-healing ability can mitigate these effects and enhance the durability of printed infrastructure, such as pavements, bridges, and retaining walls, which are subjected to harsh environmental conditions. The specific objectives of the project are to: evaluate the influence of supplementary cementitious materials like fly ash and blast furnace slag on the self-healing properties of 3D-printed ECC; assess the effect of different fiber lengths (6 mm and 10 mm) on crack control and healing kinetics; investigate the impact of various curing regimes (e.g., water immersion, relative humidity conditions) on the healing process; and conduct mechanical testing, microstructural analysis, and data modeling to develop predictive models for self-healing behaviors. 

The research will produce implementable results in the form of optimized ECC formulations with enhanced self-healing properties for 3D-printed infrastructure. It will also generate valuable data, including mechanical performance metrics, microstructural insights, and predictive models that could shape future design practices and standards for 3D-printed construction. ]]></description>
      <pubDate>Wed, 04 Feb 2026 15:30:44 GMT</pubDate>
      <guid>https://rip.trb.org/View/2665667</guid>
    </item>
    <item>
      <title>Novel concretes made using supplementary cementitious materials and seawater (UM)</title>
      <link>https://rip.trb.org/View/2663226</link>
      <description><![CDATA[The production and curing of concrete utilizes billions of tons of freshwater every year. This is a major concern, especially in regions with water shortfalls. The research team has previously explored seawater-mixed concretes, and shown promising performance of such concrete, as long as steel reinforcement is not used. The objective of this research project is to show a proof-of-concept of using supplementary cementitious materials (SCMs) and seawater. Specifically: (1) Cement pastes will be designed with 60% PLC, 20% limestone, and 20% fly ash as binder. Freshwater and seawater will be compared. Cement paste hydration will be studied using isothermal calorimetry (7 days), thermogravimetric analysis and Fourier-transform infrared spectroscopy (up to 91 days). (2) Cement mortars will be made and the flow measured in fresh state; and strength and bulk resistivity will be measured up to 91 days. (3) Concretes will be made and their slump, air content, and density measured in fresh state, and strength, and bulk resistivity will be measured up to 91 days. (4) In total four mixtures with varying water types will be tested to develop concrete utilizing SCMs and seawater that maintains performance with respect to control concrete mixtures.
]]></description>
      <pubDate>Sat, 31 Jan 2026 11:06:52 GMT</pubDate>
      <guid>https://rip.trb.org/View/2663226</guid>
    </item>
    <item>
      <title>Micro-to-Macro Insights into Durability of Stabilized Soils Exposed to Wetting-Drying Cycles  </title>
      <link>https://rip.trb.org/View/2646953</link>
      <description><![CDATA[Roads built on problematic soils like expansive and soft clays often fail prematurely due to issues like heaving, cracking, and rutting. Low-strength, high-compressibility, and moisture sensitivity of these soils, primarily driven by the reactive nature of clay minerals, are the underlying causes for this. Stabilizing such problematic soils with cementitious binders is a common practice. Soils are often subjected to severe Wetting-Drying (W-D) cycles due to extreme weather events like flooding during monsoons and heat waves during summers and the long-term durability of stabilized soils under these stresses remains a critical concern. Often, failure in the system due to these W-D cycles is progressive in nature, starting from the generation of micro-cracks that eventually propagate into fully developed fractures within the soil mass. Also, the pore structure and pore connectivity alter significantly during this process, and manifest into the overall strength and performance deterioration. The evolution of the pore network, number of cracks, and their morphological features, like the length, width, and connectivity, are extremely important to understand the longevity and durability of stabilized soils to ensure safety of the transportation infrastructure. With this objective, this project aims to investigate the micro-to-macro scale damage progression in stabilized soils subjected to the W-D durability cycles. The study will be conducted on soft soil (low-plasticity clay) with two different stabilizers, namely Portland limestone cement and lime. Modification to the workability and strength characteristics of the stabilized soils will be quantified through laboratory tests, including Atterberg limits, Proctor compaction, and Unconfined Compressive Strength (UCS) tests, and the optimum dosages of the stabilizers will be determined. Durability assessment of the stabilized soils with optimum dosages will be evaluated for 0, 2, 4, 8, and 12 W-D cycles following the ASTM D559 & AASHTO T135 testing protocols with different specimen sizes. Mass loss, volumetric strain, and UCS values post-durability cycles will be recorded from different specimen sizes and compared to evaluate the effects of specimen size on the durability evaluation. This data will be beneficial for simplifying and advancing the durability testing protocols. Additionally, advanced X-ray micro-Computed Tomography (μCT) will be used to visualize and quantify internal microstructural changes, such as pore connectivity and crack morphology evolution, in miniature soil specimens. Image analysis algorithms may be developed for the robust and accurate quantification of the microstructure. Finally, correlations will be developed between the total porosity, number of cracks, crack length, crack width, and the UCS values of soil for various durability cycles. These correlations are expected to aid in the realistic prediction of the long-term performance of stabilized soils. Micro-perspectives and insights from this project will be crucial for developing more resistant and durabletransportation infrastructure in regions with problematic soils.]]></description>
      <pubDate>Mon, 12 Jan 2026 15:59:58 GMT</pubDate>
      <guid>https://rip.trb.org/View/2646953</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>
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    <item>
      <title>Evaluation of UHPC Shell Stay-in-Place Formwork and BCSA Cement Concrete Prestressed Girders</title>
      <link>https://rip.trb.org/View/2646949</link>
      <description><![CDATA[Precast prestressed bridge girders are used for a large percentage of bridges in the United States. These bridges are susceptible to deterioration at the supports due to leaking expansion joints and end region cracking caused by high stresses at the beam ends. This project will evaluate the feasibility and structural performance of a hybrid precast, prestressed concrete girder system that utilizes an ultra-high performance concrete (UHPC) shell stay-in-place formwork or end region insert and rapid setting belitic calcium sulfoaluminate (BCSA) cement concrete. UHPC is a relatively recent advancement in cementitious composite materials with mechanical and durability properties far exceeding those of conventional concrete. This research is intended to address the concern of end region durability by encapsulating the girder concrete with a nearly impermeable layer of UHPC that is also resistant to cracking. The rapid setting of BCSA cement concrete and use of stay-in-place forms can increase the speed of production of the prestressed girders and BCSA cement concrete has reduced prestress losses over time.  

The research will consist of evaluating small-scale behavior of composite UHPC shell and BCSA cement concrete compression and flexural elements, and construction and testing of large-scale prestressed beam elements. The objectives of the project are to evaluate the feasibility of using rapid setting BCSA cement concrete in conjunction with a UHPC shell for prestressed concrete elements, determine flexure and shear failure mechanisms and associated capacity for composite UHPC shell elements, and develop effective interface details for the UHPC shell to BCSA cement concrete. This work will be conducted through a series of five tasks. Task 1 will evaluate the surface preparation and deformation compatibility using small-scale testing. Task 2 will consist of the design of prestressed beam specimens using different shell surface preparations and locations along the beam. Task 3 will consist of prestressed beam specimen construction. Task 4 will include flexural and shear testing of the prestressed beam elements. Task 5 will consist of preparing reports and disseminating the project information. ]]></description>
      <pubDate>Tue, 06 Jan 2026 09:02:05 GMT</pubDate>
      <guid>https://rip.trb.org/View/2646949</guid>
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