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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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    <item>
      <title>A Sustainable Upgrade of Bridge Decks with Ultra-High Performance Concrete Overlays</title>
      <link>https://rip.trb.org/View/2422888</link>
      <description><![CDATA[The overarching goal of the research is to explore a sustainable solution that can extend the longevity of constructed bridge decks by placing an overlay system with a state-of-the-art construction material, ultra-high performance concrete (UHPC). Specific objectives are: 1) To fundamentally understand interactive mechanisms between bridge decks and UHPC-overlays, contingent upon the degree of composite action; 2) To perform theoretical studies that can encompass various situations involving assorted material and geometric properties; and 3) To develop practice guidelines for the sake of bridge engineers and government officials who are in charge of bridge management.]]></description>
      <pubDate>Thu, 29 Aug 2024 13:58:36 GMT</pubDate>
      <guid>https://rip.trb.org/View/2422888</guid>
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      <title>Concrete Pavement Overlay State-of-the-Practice for Florida Conditions</title>
      <link>https://rip.trb.org/View/2387395</link>
      <description><![CDATA[The objective of this project is to provide needed guidance to successfully apply concrete overlays as a rehabilitation and preservation method for deteriorated pavements.]]></description>
      <pubDate>Thu, 06 Jun 2024 06:50:29 GMT</pubDate>
      <guid>https://rip.trb.org/View/2387395</guid>
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      <title>Developing a Performance-Based Concrete Overlay Mix Design for Improved Resistance to Early-Age Cracking and Increased Durability</title>
      <link>https://rip.trb.org/View/2255818</link>
      <description><![CDATA[Concrete bridge decks are exposed to a wide range of environmental and mechanical distress that can lead to severe deterioration. Typical bridge deck deterioration starts with shrinkage cracks, and additional cracks may occur due to traffic loads and effects such as temperature and moisture fluctuations. Cracking can lead to water and chloride ingress, causing corrosion of the reinforcement and further damage to the structure. In Texas, several concrete overlay mix design options are available, however, they are prescriptive-based. Although convenient, prescriptive-based designs have led to inconsistencies between mixtures and batches during placement, especially when mobile mixers are used. Additionally, as individual materials in prescriptive concrete overlay mix designs evolve and newer or alternative materials become available; e.g., Type IL cements and alternative supplementary cementitious materials (SCMs), unexpected and unanticipated behavior can occur. Furthermore, as bridge decks age there will be a need to preserve service life and ensure long-term performance of concrete overlay mix designs through performance-based specifications. This project aims at developing a robust performance-based, non-UHPC, mix design specification for concrete overlays to achieve low cracking and superior long-term durability. Developing such a specification that is adaptable to shifts in material technology will ensure long-term success in practice.]]></description>
      <pubDate>Wed, 27 Sep 2023 13:49:27 GMT</pubDate>
      <guid>https://rip.trb.org/View/2255818</guid>
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    <item>
      <title>Rehabilitation of Deteriorated Bridge Decks with Ultra-High Performance Concrete Overlays</title>
      <link>https://rip.trb.org/View/2100873</link>
      <description><![CDATA[This project will develop a structural overlay to rehabilitate deteriorated bridge decks.]]></description>
      <pubDate>Wed, 18 Jan 2023 11:17:24 GMT</pubDate>
      <guid>https://rip.trb.org/View/2100873</guid>
    </item>
    <item>
      <title>Evaluation of Multi-Layer Polymer Concrete Overlays</title>
      <link>https://rip.trb.org/View/2026348</link>
      <description><![CDATA[Multi-layer polymer concrete overlays, also known as two-coat and broom and seed polymer concrete bridge deck overlays, have been used in Kansas and other states for a number of years, primarily to extend the life of existing bridge decks. The system involves the application of a polymer on which aggregate is broadcast, followed by a second layer of polymer and aggregate. The system has the advantage of filling existing cracks and providing a waterproof membrane to limit future penetration of water and deicing chemicals to the level of the reinforcing steel. There is, however, a great deal that is not known about the system; specifically, the effectiveness of multi-layer polymer concrete overlays as a corrosion protection system for reinforcing steel in bridge decks has never been evaluated. Key questions involve the impact of wear, age, crack formation, and exposure on the effectiveness of this system. Furthermore, the system is also used in new construction, which places special emphasis on its response to the formation and growth of cracks. In addition, because aggregate is integral with the system, cracks that may penetrate the overlay will be exceedingly difficult to identify in the field. The cost of the overlay is on the order of $40/yd2, not including other costs involved in construction; this represents an approximately 20% increase in the cost of new construction. Although this topic was previously studied in a KTRAN project, the effect of cracks was not.

The objective of the study is to evaluate the effectiveness of multi-layer polymer concrete overlays, as applied in Kansas, to protect the concrete and the reinforcing steel in concrete bridge decks when used as both a retrofit and in new construction. The research will evaluate the effects of age, crack formation, and exposure. To accomplish this objective research will involve both laboratory (bench-scale) and field test specimens subjected to realistic exposure conditions. The approach taken in the tests will parallel that used to evaluate other corrosion protection systems, including tests that have been used to evaluate corrosion-resistant reinforcing steel, corrosion inhibitors, and alternative deicing chemicals. Both the laboratory and field tests will evaluate the effectiveness of the system to fill existing cracks and to handle the formation of cracks that occur during the life of a bridge deck, the latter being especially important for application of the system for new deck construction. The scope of the research will be tailored to the needs of the Kansas Department of Transportation (KDOT), including the selection of representative, commercially available versions of the system. Typically, laboratory tests (which provide accelerated aging) are run for two years and field tests for a minimum of five years. Only the first year of the performance of the field specimens will be evaluated, with additional testing funded under an ad hoc contract, if so agreed to by KDOT. The specimens will be monitored for corrosion potential and corrosion rate, and the concrete will be sampled to determine chloride penetration. Overlays will be prepared in accordance with Section 729 of the 2015 Standard Specifications.]]></description>
      <pubDate>Tue, 20 Sep 2022 12:20:40 GMT</pubDate>
      <guid>https://rip.trb.org/View/2026348</guid>
    </item>
    <item>
      <title>Bridge Low Slump Concrete Overlay Mix Design for Mobile Mixers</title>
      <link>https://rip.trb.org/View/1764271</link>
      <description><![CDATA[Low slump overlays are an important technique to extend the life of bridge decks. The mixture for low slump overlays has not changed in the last 30 years and shows extensive cracking within a few years of placement. The objective of this project is to minimize the cracking in low slump concrete overlays for mixtures placed with a volumetric mixer. These mixtures need to obtain a low permeability in the NT Build 492 and achieve a 28 day compressive strength of 4000 psi.
The objectives of the research include:
(i) Reviewing mixture designs and specifications from other states; 
(ii) Examining the most promising mixtures and documenting their performance; 
(iii) Implementing the most promising mixtures on a field project and documenting their performance]]></description>
      <pubDate>Tue, 19 Jan 2021 15:01:43 GMT</pubDate>
      <guid>https://rip.trb.org/View/1764271</guid>
    </item>
    <item>
      <title>Incorporation of Joint Faulting Model into BCOA-ME</title>
      <link>https://rip.trb.org/View/1757971</link>
      <description><![CDATA[This project will expand the climate stations being incorporated into the new faulting model for the Bonded Concrete Overlays on Asphalt (BCOA)-ME design procedure.It will perform Enhanced Integrated Climatic Model (EICM) analyses for the conditions defined in the experiment to determine the temporal temperature profiles in the overlay and the mid-depth asphalt temperature. A database will be populated with calculated parameters and their respective pavement structure and geographical information. Equations will be developed so that an equivalent effective linear temperature gradient and an effective asphalt temperature can be predicted based on the pavement structure and the geographical location. A validation process will be performed to ensure the trends of the predictions are accurate. Finally, implementation will consist of programming the prediction equations into the BCOA-ME web application such that they are able to interact with the faulting model. The validity of the program will then be checked by performing a sensitivity analysis and comparing observed performance with that of the predicted performance for various climatic conditions in National Road Research Alliance member states.]]></description>
      <pubDate>Tue, 15 Dec 2020 14:48:21 GMT</pubDate>
      <guid>https://rip.trb.org/View/1757971</guid>
    </item>
    <item>
      <title>Repair of Joint Associated Distress Pavements</title>
      <link>https://rip.trb.org/View/1721189</link>
      <description><![CDATA[The objective of this project is to produce a short technical brief and webinar containing the best practices for the repair of distressed joints in concrete pavements and overlays, particularly those used in National Road Research Alliance (NRRA) member states. The tech brief will include causes for the distresses, as well as case histories of successful and non-successful repair methods. A one-hour webinar will also be developed, delivered, and recorded for future reference.]]></description>
      <pubDate>Fri, 10 Jul 2020 11:01:43 GMT</pubDate>
      <guid>https://rip.trb.org/View/1721189</guid>
    </item>
    <item>
      <title>Fiber Reinforcement for Latex Modified Concrete Overlays</title>
      <link>https://rip.trb.org/View/1672440</link>
      <description><![CDATA[A large number of bridge deck rehabilitations are performed each year in North Carolina. Latex Modified Concrete (LMC) and LMC–Very Early Strength (LMC-VES) are frequently used in these rehabilitations because these materials provide reasonable installed performance and allow for a rapid return to service. Over the last 5 years, the North Carolina Department of Transportation (NCDOT) has completed an average of about 25 overlays per year using LMC or LMC-VES materials. The vast majority of these projects are highly successful. However, despite comprehensive NCDOT guidelines and specifications (such as PSP003 and PSP004), substantial cracking is sometimes observed in these overlays shortly after installation. Prior research funded by NCDOT has indicated that if placement and curing follows proper construction procedures, then the primary causes of cracking (such as shrinkage and plastic shrinkage) in LMC and LMC-VES materials are unlikely to develop. However, other secondary mechanisms can potentially cause cracking, including vibration of the structure during casting and curing, temperature changes during casting, and slight differential settlement/deflection of supporting decks as overlay placement progresses across a bridge. These suspected secondary causes of cracking are difficult (or impossible) to mitigate in practice. In practice, it can also be difficult to completely enforce proper construction procedure, which can lead to some shrinkage cracking. For example, fogging above fresh LMC-VES is allowable, but allowing water to accumulate on the material during placement and finishing is not – the distinction is sometimes difficult to monitor and enforce in the field. It is proposed to study whether the use of non-metallic fibers in LMC and LMC-VES materials for bridge deck overlays will reduce the occurrence of cracking in these overlays due to the secondary effects described and improve field performance. Fibers mixed into the concrete should be effective at controlling cracking, especially in cases where potential crack-generating mechanisms such as vibration cannot be otherwise controlled. Fibers may also be useful for controlling shrinkage cracking in cases where ideal construction practice is not followed.]]></description>
      <pubDate>Wed, 11 Dec 2019 15:54:09 GMT</pubDate>
      <guid>https://rip.trb.org/View/1672440</guid>
    </item>
    <item>
      <title>SPR-4320: Implementation of Epoxy Injection of Concrete Overlaid Bridge Decks</title>
      <link>https://rip.trb.org/View/1538272</link>
      <description><![CDATA[Concrete overlay has proven to be effective maintenance treatment as it prevents de-icing chemicals and water penetration into the original deck surface. Typically, over time, debonding develops at the boundary between the original deck and overlay which creates void. Displacing water and filling these cracks with epoxy helps eliminate freeze and thaw and reduces spalling requiring emergency patching, and thereby extending the bridge deck life span. This process is envisaged as an end of bridge deck life treatment. The ultimate goal is to forgo another costly deck rehabilitation project and save that money for a deck replacement, or superstructure replacement in the near future.]]></description>
      <pubDate>Fri, 24 Aug 2018 10:54:37 GMT</pubDate>
      <guid>https://rip.trb.org/View/1538272</guid>
    </item>
    <item>
      <title>Kansas Pavement Preservation Initiative: Development of a Seal Coat Design and Construction Manual and Investigation of Design of Seal Coats with Light Weight Aggregates</title>
      <link>https://rip.trb.org/View/1230430</link>
      <description><![CDATA[Like many other states, dwindling budgets for pavement preservation program are forcing the Kansas Department of Transportation (KDOT) to look closely at the pavement preservation techniques. Pavement preservation has been a hall mark of KDOT pavement management system - NOS. The KDOT pavement preservation program actions for asphalt-surfaced pavements include route and crack seal, chip seal, 1- to 4-inch overlay, 1- to 4-inch inlay, heater scarification, cold in-place recycle (4-inch), ultra-thin bonded bituminous surface (Nova chip), modified slurry seal, and cold milling. For most part, these methods are selected either based on historical experience or based on the manufacturer's recommendations for the proprietary ones. Thus there are large knowledge gaps in terms of effectiveness, durability, and other important factors. A review of use of these methods on the KDOT system indicates that approx. 1,450 miles of conventional seal (chip seal) has been placed from 2001 to 2005. This strategy, by far, is the most widely used pavement preservation technique in Kansas as illustrated in Figure 1. With anticipated reduction in substantial maintenance money in the near future, the use of seal coat is expected to rise. It may also be mentioned that seal coat is a very popular treatment with the local agencies too. Under funding from the Kansas State University (KSU) University Transportation Center (UTC), the Principal Investigator and the Consultant of this project will be offering a 1-day training class on thin surface treatments for the administrators and engineers, and a 2-day training class (open to all) on thin surface treatments in the Spring of 2008. However, because of widespread use, requests have been made by the KDOT engineers to put together a class on chip seal only. The states that have become very successful in applying this strategy have also developed their own training and associated seal coat manual. This project proposes to develop such a training class and manual for Kansas. Again, current seal coat design methods were developed for regular aggregates. KDOT exclusively uses light-weight aggregates. There have been some recent problems with seal coats in Kansas and light-weight aggregates have been blamed for these problems. Almost no information is now available on seal coats with light weight aggregates. Thus the design methods need be to be reinvestigated for the light-weight aggregates.]]></description>
      <pubDate>Thu, 03 Jan 2013 14:00:12 GMT</pubDate>
      <guid>https://rip.trb.org/View/1230430</guid>
    </item>
    <item>
      <title>Enhancement of Bridge Decks Through the Use of UHPC Overlays</title>
      <link>https://rip.trb.org/View/1229790</link>
      <description><![CDATA[Bridge decks are susceptible to a variety of damages resulting from mechanisms such as freeze-thaw cycles, chemical attach from surface treatments, and mechanical stresses induced from dynamic vehicle loads. This damage is often exacerbated in "Salt States" where deicing chemicals are frequently used during the winter months, and are often the cause of premature deterioration of bridge deck. The primary function of a bridge deck overlay is to extend the life of the structure by providing an additional barrier for protection of the superstructure from contaminant penetration, but the overlay also serves to provide a durable wearing surface for traffic. For long-term performance, these overlays need to provide sufficient bearing capacity which is adequate for the loading on the bridge deck while remaining compatible with the existing bridge deck or substrate. These characteristics are fulfilled when the overlay concrete achieves optimal strength and resistance to crack propagation. The purpose of this research project is to explore a concept that may help to minimize the aforementioned bridge deck deterioration problems by evaluating the efficacy of using thin UHPC overlays on concrete bridge decks. The potential benefit of this type of solution is a more sustainable solution for both repairs and new bridge decks without significant deviation from current established practices.]]></description>
      <pubDate>Thu, 03 Jan 2013 13:48:41 GMT</pubDate>
      <guid>https://rip.trb.org/View/1229790</guid>
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