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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>
    <image>
      <title>Research in Progress (RIP)</title>
      <url>https://rip.trb.org/Images/PageHeader-wTitle-RIP.jpg</url>
      <link>https://rip.trb.org/</link>
    </image>
    <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>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>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>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>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>Investigation of Piezoelectric and Other Advanced Sensors in Concrete</title>
      <link>https://rip.trb.org/View/2398090</link>
      <description><![CDATA[The overall objective of this study is to determine if these new sensors actually measure in-place compressive strength of concrete as stated. Additionally other advanced sensors will also be investigated. 

The specific objectives of this research are as follows: (1) review the state-of-the practice for piezoelectric and other NDT compressive strength sensors; (2) review the state-of-the practice for in-situ surface and bulk resistivity sensors; (3) laboratory testing of sensors; (4) field testing of sensors; and (5) cost-benefit analysis of adopting new technology providing it is feasible.
]]></description>
      <pubDate>Fri, 28 Jun 2024 09:18:35 GMT</pubDate>
      <guid>https://rip.trb.org/View/2398090</guid>
    </item>
    <item>
      <title>Unveiling synergistic effects of Nano-modification and CO2 curing on the durability and carbon footprint of precast elements</title>
      <link>https://rip.trb.org/View/2250459</link>
      <description><![CDATA[Carbon dioxide (CO2) curing of concrete, a process well-suited for precast operations, increases the strength and reduces the porosity while lowering carbon footprint in two ways: (1) directly through carbonation and (2) by reducing the amount of cement required to achieve target performance. The addition of nano-TiO2 to cementitious composites was also shown to reduce porosity and increase the strength of cementitious composites. Furthermore,  previous studies showed that the combination of both nano-TiO2 addition and CO2 curing can increase the CO2 uptake and further reduce the porosity. However, the combined effect of both CO2 curing and nano-TiO2 addition on the transport properties was not studied, and nano-TiO2 is expensive; thus, this project aims to elucidate the combined effects of CO2 curing and nano-modification with respect to porosity, transport properties, and strength. This will enable the production of more durable, sustainable, and economical precast elements.]]></description>
      <pubDate>Mon, 18 Sep 2023 22:15:21 GMT</pubDate>
      <guid>https://rip.trb.org/View/2250459</guid>
    </item>
    <item>
      <title>Investigation of Poor Compressive Strength and Performance of A45 Structural Concrete Mixes</title>
      <link>https://rip.trb.org/View/2021851</link>
      <description><![CDATA[In the last few years, a higher than usual number of concrete mixes with below specification compressive strengths have been observed by SDDOT. The 2020 and 2021 construction seasons saw dramatic increases in instances of failing strengths, particularly among A45 (4500 psi) structural concrete mixes. Failures missing the 4500-psi requirement by over 500 psi, which under specification, fall under “remove and replace” criteria, have become more common. All these failing mixes, on top of their negative impacts on concrete performance and project costs, have introduced increased risk for SDDOT, contractors, and concrete producers in future projects. Contractors and producers have reported that maintaining and achieving quality concrete performance has become increasingly difficult due to the prescriptive nature of the current A45 specification. The exact cause of these instances of low strength and poor performance is currently unknown. It could be the result of materials issues related to the cement, fly ash, admixtures, aggregates, or even incompatibility between some of these materials. Current mix designs could be outdated and may not reflect the materials used in practice. Outside of the mix design, the batching, delivery, placement, and curing methods currently specified could also be contributing to the low strengths observed. Testing procedures and handling of cylinders also impact strength development. Without investigating the cause of these low strengths and reducing the rate at which they occur, concrete mixes used by SDDOT will continue to have these costly problems. 
Objectives are as follows: 
(1)	Determine the factors contributing to the significant increase in instances of below-specification strength A45 structural concrete observed in recent construction years.
(2)	Recommend changes to current practice (handling, placement, testing, mix design) to reduce future instances of below-specification strength A45 structural concrete following placement in the field.
 ]]></description>
      <pubDate>Mon, 12 Sep 2022 17:21:18 GMT</pubDate>
      <guid>https://rip.trb.org/View/2021851</guid>
    </item>
    <item>
      <title>Beneficiation of High Sulfur Fly Ashes and Quarry Fines for Sustainable Ternary Concrete Mixtures

</title>
      <link>https://rip.trb.org/View/1925911</link>
      <description><![CDATA[With an estimated 50% of all concrete produced containing some continuous flight auger (CFA) [6,7] and when CFA demand for use in concrete is increasing [1] while its supply is decreasing [9,10], it is evident that viable alternatives are necessary now and in the future for sustaining the production of durable and sustainable (low CO₂) concrete. This research will develop a ternary cement (e.g., ASTM C595 Type IT cement) that 3 combines the widely available high SO₃ CFA and quarry fines to reduce the Portland cement content of concrete by 50% or more. This new cement will be compliant with ASTM C595 and as such, will be immediately usable by concrete producers. Additionally, the availability of high SO₃ CFA and quarry fines would supplement the existing supply of conventional SCMs and allow the industry to proceed with its construction operations uninterrupted while meeting ambitious sustainability targets with respect to CO₂ emissions. In addition, there could be materials cost savings, even after beneficiation of these SCMs, given that they are currently discarded as waste materials. This research will explore the design and performance evaluation of a new ASTM C595 Type IT blended cement that includes high SO₃ CFA and quarry fines. 
The specific objectives are:
(1) Characterization of high SO₃ CFA and quarry fines in terms of their composition, mineralogy, physical properties, and pozzolanic reactivity.
(2) Designing and developing a new Type IT cement containing high SO₃ CFA and quarry fines to reach at least 95% of the compressive strength of a control Type IT cement at 28 days.
(3) Evaluating the impact of this new cement on fresh properties of concrete, including workability, setting time, and admixture performance.
(4) Studying the durability performance of concrete made with the new cement blend.
]]></description>
      <pubDate>Fri, 11 Mar 2022 09:19:39 GMT</pubDate>
      <guid>https://rip.trb.org/View/1925911</guid>
    </item>
    <item>
      <title>Permeability Reduction of Restrained Concrete in a
Chloride-Rich Environment – Phase I
</title>
      <link>https://rip.trb.org/View/1883835</link>
      <description><![CDATA[The Mississippi Department of Transportation (MDOT) is currently requiring that permeability reducing admixtures be included in concrete mixtures used for bridge deck overlays through Special Provision No. 907-804-1 in an effort to improve the long-term performance of bridges. These admixtures are also included in section 713.02.4 of the 2017 edition of “Mississippi Standard Specifications for Road and Bridge Construction” where these materials are referenced as “waterproofing admixtures.” Hydrostatic permeability reducing admixtures (PRAHs) typically contain hydrophilic crystalline materials that react with water and byproducts of hydration to form non-water-soluble deposits that reportedly seal pores, capillary tracts, and hairline cracks in hardened concrete. This makes hardened concrete less permeable and more resistant to ingress of chloride ions that corrode reinforcing steel and create costly repairs. This study evaluates two hydrostatic permeability reducing admixtures for their effectiveness in reducing permeability and sealing hairline cracks in hardened concrete. Three concrete mixtures were evaluated including one with no permeability reducing admixture (control mixture) and two mixtures each using a hydrostatic permeability reducing admixture. Hardened concrete properties used in this evaluation included; compressive strength, rapid chloride permeability, surface resistivity, cracking tendency, and chloride ion content. While all data developed for this study did not ascertain the benefit of the current practice of requiring permeability reducing admixtures in portland cement concrete for bridge deck overlays, one product did reduce chloride ion intrusion through hairline cracks when compared to the control mixture]]></description>
      <pubDate>Fri, 08 Oct 2021 09:01:45 GMT</pubDate>
      <guid>https://rip.trb.org/View/1883835</guid>
    </item>
    <item>
      <title>Compaction Multimeter</title>
      <link>https://rip.trb.org/View/1751179</link>
      <description><![CDATA[The successful implementation of a non-nuclear, in-situ, mechanical performance evaluation test device requires satisfying the current information needs of practice in a system-wide context. Unavoidably, the device must be able to provide reliable density and moisture content measurements to fit within the established construction control regulatory framework. A nonnuclear device that measures density and moisture content accurately, rapidly, robustly and that can be as portable as an NDG will still face some institutional inertia related to lack of familiarity by technicians and contractors but would be the most likely candidate to replace the NDG. However, limiting such device to the determination of these two parameters (i.e., density and moisture content) will do nothing to advance the state of the practice in the in-situ mechanical characterization of compacted aggregates. Thus, the real need lies in the development of a transitional device that can measure density, moisture content, strength, and stiffness. By providing side-by-side measurements of all properties, such a device could adapt to the current construction specifications without requiring changes to the business as usual. Inspectors and contractors would have access to real time density and moisture content data in the field, so that they can still be able to use the pass-fail criteria with which they are familiar, and strength and stiffness data can also be recorded and made available to engineers and designers. Over time, the compiled data set could be used to develop progressive modifications to the regulatory framework, effectively phasing out density and moisture content evaluation criteria in favor of mechanical performance standards. The research team hypothesizes that a prototype of a ‘compaction multimeter’ device can be developed by combining available compatible sensors and technologies. Furthermore, the introduction of redundancy in the measurement (i.e., multiple different sensors measuring the same physical parameter) can substantially enhance the accuracy and robustness of the device. The incorporation of automation in the deployment, measuring, logging, analysis, and sharing of results can help reduce technician training requirements, provide immediate contractor feedback during construction, and incorporate seamlessly with ongoing efforts for information integration. Thus, the objective of this project is to develop a compaction multimeter prototype. The device would be capable of measuring directly the density, water content, strength and stiffness of a compacted soil, and require minimal material specific calibration.]]></description>
      <pubDate>Wed, 11 Nov 2020 09:39:06 GMT</pubDate>
      <guid>https://rip.trb.org/View/1751179</guid>
    </item>
    <item>
      <title>Evaluation of Sustainable and Environmentally Friendly Stabilization of Cohesionless Sandy Soil for Transportation Infrastructure </title>
      <link>https://rip.trb.org/View/1751144</link>
      <description><![CDATA[The stabilization of cohesionless soils with cementitious materials is essential for local materials to be used for construction activities, due to the lack of strength of such geomaterials in their native state. Generally, such stabilization results in enhanced mechanical properties due to formation of pozzolanic compounds which may satisfy the design requirements. However, there is a high carbon-footprint when traditional stabilizers are used. During natural disasters, such as flooding and hurricanes, pavements built using cohesionless soils may undergo significant damages. Recently, researchers have started exploring other alternative form of chemical additives that will be effective in stabilization yet will have low carbon footprint with high sustainable benefits. A new class of alumino-silicate-polymers, commonly known as Geopolymers have emerged due to its eco-friendly and sustainable nature and its cementitious properties. Geopolymer has received significant attention as an alternative to Ordinary Portland Cement (OPC) and lime for soil stabilization, and other applications for pavements, bridges, and other transportation structures. However, most of the previous studies on using Geopolymers for soil stabilization focused on stabilization of clay-rich soils. Some preliminary results also suggest that stabilization of sandy soils with Geopolymers might even results in more durable solution when compared to clay-rich soils, or use of OPC stabilizers, due to the excellent adhesion of the Geopolymers to the send particles. However, very limited studies were reported in the literature in this area and the proposed research plan aims at evaluating the performance of Geopolymers in effectively stabilizing cohesionless soils typical for coastal region of Region 6. A collaborative research study is formulated by teams from Department of Civil and Environmental Engineering and Department of Material Science and Engineering in Texas A & M University, College Station to investigate the feasibility of stabilizing cohesionless soils using Geopolymers and combination of Cement and Geopolymer for transportation infrastructure in Region 6. The effects of Geopolymer, dosage rates, and curing condition on overall performance and structural and mechanical properties of Geopolymer-stabilized soils have to be studied in order to optimize the use of Geopolymer derived from local waste and natural materials for transportation infrastructure in Region 6. As part of the proposed study, shrinkage, strength and stiffness tests in the form of unconfined compressive strength and repeated load triaxial tests will be conducted to evaluate the performance of stabilized soil. Both material characterization studies related to micro to macro behavioral changes of native soils and Geopolymer-and Cement-Geopolymer-treated soils will be carried out as a part of this research. During implementation phase, sustainable, resiliency, and life cycle analysis of Geopolymer-stabilized cohesionless soils will be evaluated. The proposed research should provide major benefits in the design of resilient, and ecofriendly infrastructure in Texas and other regional states in Region 6 where cohesionless soils are in abundance. The proposed research with Geopolymers, should provide sustainable greener alternative for transportation infrastructure that will be resilient with low distress problems. Therefore, proposed collaborative study focuses on these Tran-SET’s areas: Area 4: Improving durability and extending the life of the infrastructure (Sub-area: Application of new materials and technologies); Area 5: Preserving the environment; Area 6: Preserving the existing transportation system. Two doctoral students will work with PIs (Dr. Radovic, Dr. Puppala, and Dr. Chakraborty) to execute the proposed research tasks. The expected deliverable from this project is a technical report summarizing all tasks from both institutes including necessary design guidelines of resilient Geopolymer-stabilized cohesionless soils. The team also anticipates to publish several high impact research publications including journal and conference articles. Results of this project will be also disseminated in transportation related workshops and committee talks at TRB annual meetings and presented to the potential industry partners.]]></description>
      <pubDate>Tue, 10 Nov 2020 19:54:19 GMT</pubDate>
      <guid>https://rip.trb.org/View/1751144</guid>
    </item>
    <item>
      <title>SPR-4513: Determining Optimal Traffic Opening Time through Concrete Strength Monitoring – Wireless Sensing</title>
      <link>https://rip.trb.org/View/1718347</link>
      <description><![CDATA[The research team has successfully developed and implemented a nondestructive testing (NDT) method using piezoelectric sensors to measure real-time concrete strength and stiffness. However, the current hardware and software are bulky and inconvenient for field implements.  This project will develop a wireless sensor with hand-held devices or portable terminals, and associated graphic interface to make devices easy for field implementation. ]]></description>
      <pubDate>Mon, 06 Jul 2020 08:59:48 GMT</pubDate>
      <guid>https://rip.trb.org/View/1718347</guid>
    </item>
    <item>
      <title>A New Method of Determining Payment for In-Place Concrete with Double-Bounded Compressive Strength Pay Factors (C9.2019)</title>
      <link>https://rip.trb.org/View/1683438</link>
      <description><![CDATA[The Vermont Agency of Transportation (VTrans) currently uses a lower acceptance limit on 28-day concrete compressive strength (CCS) of 4,000 psi for acceptance of in-place concrete in its construction projects. Over time, to mitigate risk, the concrete industry’s response has led to increasingly higher average 28-day CCS, which is believed to be associated with increased brittleness and excessive early cracking. UVM researchers worked with VTrans’ Materials Testing & Certification Lab to develop a set of initial pay factors for a new double-bounded system with an upper limit as well. The scenario-based heuristic approach balances Agency risk with industry risk in the use of payment incentives and disincentives. Several likely scenarios for an initial industry response to new pay factors were simulated. The success of that research effort, and ensuing meetings with leading industry representatives, led VTrans to the decision to implement this double-bounded approach, tentatively beginning in the Spring of 2020. Pay factors are typically enforced for payment using the percent-within-limits (PWL) approach, but a drawback of the traditional PWL approach is its implicit assumption that the distribution of CCS is Gaussian so that z-scores can be used for assessment of payment, and that payment for strengths exceeding the target mean equal those falling short of the target mean by the same amount. Although this approach works well when a single lower acceptance boundary exists, it will not be likely to work when an upper and lower acceptance boundary are used, since pay factors are not likely to be identical above and below the target value. Additionally, the  research team’s review of the literature and historical data in Vermont suggests that the distribution of resulting industry-wide CCS is not likely to be best-fit to a Gaussian probability distribution function (PDF) once the double-bounded system is implemented. The goal of this project is to develop a new method of enforcing pay factors for payment of in-place CCS that does not rely on the Gaussian distribution and allows for the use of an asymmetrical set of pay factors.]]></description>
      <pubDate>Fri, 07 Feb 2020 19:37:59 GMT</pubDate>
      <guid>https://rip.trb.org/View/1683438</guid>
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