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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>
    </image>
    <item>
      <title>SPR-5130: Computational Tool for Estimating the Service-Life of Concrete Decks and Slabs</title>
      <link>https://rip.trb.org/View/2709431</link>
      <description><![CDATA[The objective of this implementation project is to deliver a calibrated and accessible computational tool that the Indiana Department of Transportation (INDOT) can use to estimate the service life of concrete bridge decks, one-way continuous solid slabs, and T-beam bridges, and to evaluate maintenance and rehabilitation scenarios. The model methodology, developed under Joint Transportation Research Program (JTRP) projects 4840 and 4526, captures the long-term effects of construction defects, environmental exposure, and common maintenance actions on deck performance, enabling prediction of the evolution of deck condition ratings under different deterioration and intervention scenarios. A user manual and user interface will be developed, and several illustrative case studies will be prepared.]]></description>
      <pubDate>Wed, 03 Jun 2026 13:33:47 GMT</pubDate>
      <guid>https://rip.trb.org/View/2709431</guid>
    </item>
    <item>
      <title>The Use of Recycled Plastic in Concrete Pavements - Phase II</title>
      <link>https://rip.trb.org/View/2685709</link>
      <description><![CDATA[Phase 1 of this Nebraska Department of Transportation (NDOT)-funded study provided the first feasibility study of incorporating recycled plastic aggregates (RPA) and recycled plastic fibers (RPF) into concrete. Early findings indicated that incorporating up to 10% RPA or 1.5% RPF did not compromise key fresh and mechanical properties such as slump, air content, compressive strength, splitting tensile strength, or modulus of rupture in comparison with the control mix (47B concrete). In fact, compressive strength values at 28 days exceeded 4,500 psi across tested mixtures. Furthermore, semi-circular bending (SCB) fracture testing revealed substantial improvements in ductility and fracture energy as ductility indices increased by as much as 135% for RPA and up to 225% for RPF mixtures, while fracture energy rose by 14– 45% for RPA and 47–147% for RPF mixtures. These results confirm the potential of recycled plastic to reduce crack propagation, enhance energy absorption, and improve overall structural resilience. Such improvements are particularly promising for paving applications, which must be able to withstand heavy traffic loads without cracking.]]></description>
      <pubDate>Tue, 02 Jun 2026 12:23:14 GMT</pubDate>
      <guid>https://rip.trb.org/View/2685709</guid>
    </item>
    <item>
      <title>MIT-Dowel-Scan Pilot Implementation </title>
      <link>https://rip.trb.org/View/2673060</link>
      <description><![CDATA[The purpose of this pilot project is to evaluate and implement the use of the MIT-DOWEL-SCAN system to accurately assess dowel bar alignment in Missouri Department of Transportation (MoDOT) concrete pavement projects. The selected researcher will utilize the Improve I-70 Design-Build expansion project as a testbed to develop a proof of concept and establish project requirements. The I-70 Design-Build teams will provide reasonable assistance with testing activities. The researcher must coordinate closely with the contractor’s schedule to ensure timely and non-disruptive testing. Researchers must follow all MoDOT safety procedures and well as any specific safety procedures or requirements of the responsible construction contractor.]]></description>
      <pubDate>Tue, 24 Feb 2026 15:05:02 GMT</pubDate>
      <guid>https://rip.trb.org/View/2673060</guid>
    </item>
    <item>
      <title>Evaluation of Ride Quality and Tining/Finishing Practices for Concrete Pavements</title>
      <link>https://rip.trb.org/View/2671982</link>
      <description><![CDATA[Many state departments of transportation (DOTs), including Wisconsin Department of Transportation (WisDOT), use the International Roughness Index (IRI) to assess ride quality. The researchers shall review WisDOT’s incentives and disincentives for IRI Ride and compare them to practices with neighboring states. This study will guide the incorporation of ride quality considerations into Wisconsin’s Facility Development Manual (FDM), ensuring that the design process accounts for the elements necessary to produce good ride quality. These elements include traffic staging, lane width consistency, the need for tining or turf drag, and the handling of horizontal/vertical curves. The FDM should also include guidance on integrating ProVAL software into the design stage to predict achievable ride quality before construction begins.]]></description>
      <pubDate>Wed, 18 Feb 2026 11:18:56 GMT</pubDate>
      <guid>https://rip.trb.org/View/2671982</guid>
    </item>
    <item>
      <title>Evaluation of Longitudinal Joint Densities of Asphalt Pavements in Kansas</title>
      <link>https://rip.trb.org/View/2652473</link>
      <description><![CDATA[The longitudinal joint between hot-mix asphalt (HMA) mats is often the weakest part of a bituminous concrete pavement. These joints often deteriorate fast under traffic because cracks in them allow water to ingress into the pavement, leading to further disintegration. Many studies, including one by the Federal Highway Administration (FHWA) and the Asphalt Institute in 2012, have fully recognized this. 

It is believed that the longitudinal cracks result primarily from the density gradient encountered across the joint during HMA construction.  This density gradient can be attributed to low density at the unconfined edge when the first lane is paved and relatively high density at the confined edge when the adjacent lane is paved. The water infiltrates through the low-density area with high air voids and results in premature failures. The other causes of longitudinal cracks include loss in temperature during rolling; height differential due to poor construction (difficulty in compacting the unconfined edges) or differential settlements; residual stress (occurring at the wheel path as the HMA mat density increases) that exceeds the tensile strength of the HMA; and temperature and environmental forces. 

Asphalt pavement joints can be cold or hot. The cold joints occur where the first lane pavement has cooled overnight or longer, before the next lane is placed or where the first lane is carried so far ahead that the face has cooled to well below 120o F. Hot joints are produced by two pavers operating in echelon spaced close enough together so that the lane placed first does not cool significantly before the other lane is placed. There are many conventional joint compaction techniques such as rolling from the hot side, rolling from the cold side, and echelon paving. Various longitudinal joint construction techniques are being practiced now with varying results.
 
Starting in October 2002 letting, the Kansas Department of Transportation (KSDOT) added longitudinal joint density (for HMA lift thickness greater than 1 in.) evaluation procedure to all bituminous pavements as a subsection 603.03(e)(2) in Special Provisions 90M-6917 following the specifications of the Texas Department of Transportation. The traveled way joint density was evaluated by taking two or three Nuclear Density Gauge readings in the transverse direction one paver-width wide. The traveled-way joint density, either one or two locations, is subtracted from the interior density and the difference in density compared to the allowable limits. The acceptable criterion for the joint density was interior density-joint density < 50 kg/m3.  Since then, the specification has been modified as (Interior Density - Joint Density) ≤3.0 lb/ft3 or Joint Density ≥ 91.0% of Gmm, where Gmm is the theoretical maximum HMA specific gravity.  

Many agencies including the U.S. Army Corps of Engineers, Connecticut DOT, Michigan DOT, and Pennsylvania DOT have established pay schedules for joint densities. Thus, research on potential pay schedules for joint densities in Kansas to improve the quality of HMA pavement construction is worth pursuing. 
]]></description>
      <pubDate>Tue, 13 Jan 2026 15:50:31 GMT</pubDate>
      <guid>https://rip.trb.org/View/2652473</guid>
    </item>
    <item>
      <title>Develop Best Practice to Improve CRCP Performance near Transverse Construction Joints</title>
      <link>https://rip.trb.org/View/2652074</link>
      <description><![CDATA[The research team will develop best practices to enhance the performance of continuously reinforced concrete pavement (CRCP) near transverse construction joints (TCJs). To support this effort, the research team will identify key construction variables that affect concrete compaction quality near TCJs through a combination of literature review, surveys, field investigations, and statistical analysis. Based on the findings, the research team will develop evidence-based recommendations to ensure acceptable concrete compaction quality and performance of manually constructed TCJs. Upon approval by the Texas Department of Transportation (TxDOT), the research team will propose revisions to the statewide standard specifications, CRCP design standards, and quality control procedures related to TCJs.]]></description>
      <pubDate>Fri, 09 Jan 2026 16:35:38 GMT</pubDate>
      <guid>https://rip.trb.org/View/2652074</guid>
    </item>
    <item>
      <title>Sustainable Anti-Icing Solutions Reducing Concrete Damage with Organic-based Agents </title>
      <link>https://rip.trb.org/View/2640693</link>
      <description><![CDATA[The goal of the research is to identify sustainable alternatives to traditional chloride-based de-icing solutions by evaluating organic-based anti-icing agents, such as beet, corn juice, etc. These agents are intended to reduce the detrimental impact on concrete infrastructure, minimize corrosion, and maintain effective performance at lower temperatures. This project will provide the Missouri Department of Transportation (MoDOT) with an innovative, sustainable approach to winter road maintenance, enhancing road safety while protecting infrastructure longevity. Reduced salt usage will lower maintenance costs over time and improve environmental outcomes, benefiting Missouri's residents and ecosystems. Organic-based anti-icing solutions can be more effective at lower temperatures than traditional salt solutions and may be less corrosive to concrete. The goal for this research project is to find an organic alternative by exploring renewable resources from organic by-products, which are both cost-effective and environmentally friendly.]]></description>
      <pubDate>Tue, 16 Dec 2025 09:28:34 GMT</pubDate>
      <guid>https://rip.trb.org/View/2640693</guid>
    </item>
    <item>
      <title>Develop Heavy Duty Intersection Designs with High Performance Graded (HPG) Binder or Suitable Asphalt Mixtures</title>
      <link>https://rip.trb.org/View/2614514</link>
      <description><![CDATA[Current asphalt pavements with traditional asphalt mixes perform well under free flow traffic at regular speed. However, due to the nature of slow-moving or standing traffic, the same pavement structure with the same materials appears to severely rut at intersections. Ruts deeper than 2-inches were observed at multiple highway intersections, including those designed with premium mixes such as Stone-Matrix Asphalt, which result in serious safety concerns during wet weather conditions and costs millions of dollars annually to fix. Pavement designs specifically for slow-moving or standing traffic areas such as intersections, are rarely investigated. With the increasing frequency of extreme weather conditions and increase in truck traffic, there is an urgent need to develop long-lasting asphaltic pavement designs for intersections. The research team will coordinate with the Texas Department of Transportation (TxDOT) to develop heavy duty intersection designs for different traffic levels following the same format of the heavy-duty pavement guidelines (i.e. catalogue design approach), using the Texas Mechanistic-Empirical Asphalt Concrete Pavement Design and Analysis System (TxME) with suitable asphalt mixes and other layer materials designed with the reliable laboratory testing protocols. Furthermore, the research team will identify and construct up to three field test sections for Validation of the new heavy duty intersection design method.]]></description>
      <pubDate>Tue, 28 Oct 2025 10:52:22 GMT</pubDate>
      <guid>https://rip.trb.org/View/2614514</guid>
    </item>
    <item>
      <title>Tools to Improve the Durability of Asphalt Pavements</title>
      <link>https://rip.trb.org/View/2607896</link>
      <description><![CDATA[In recent years, a number of new construction technologies, new asphalt materials, and new methods to control pavement temperatures have emerged as potential tools to improve the durability of asphalt materials. For example, warm mix asphalt (WMA) mixtures require lower mixing and compaction temperatures, which lower the emissions generated at the mixing plant, and at the same time, reduce the short-term aging of asphalt materials, and therefore increase their resistance to thermal cracking. Also, it has been shown that the addition of various amounts of polymer modifiers can increase the cracking resistance. A number of new materials, some based on bio-binders, have shown a reduction in the heat absorption of the pavement surface, which can reduce long term aging and increase the durability of pavements, while at the same time reducing the heat island effects that have a negative effect on people living in urban areas. In addition, studies have shown, including current studies at University of Minnesota, that tree shade can have a significant effect on pavement temperature, and therefore the durability of pavement.]]></description>
      <pubDate>Wed, 08 Oct 2025 11:34:56 GMT</pubDate>
      <guid>https://rip.trb.org/View/2607896</guid>
    </item>
    <item>
      <title>Determining NM Harvested Fly Ash Quality for Deployment in Durable Concrete Mix</title>
      <link>https://rip.trb.org/View/2582990</link>
      <description><![CDATA[This Agreement details services provided under the Research & Climate Bureau project CN R925030. The main objective is to assess the viability of using disposed fly ash from six federally operated coal ash storage sites in New Mexico as a supplementary cementitious material (SCM) in concrete. This includes: Characterization via ASTM C618 and C1897; Evaluation of fresh and hardened concrete properties; Micro-modeling of cement hydration with harvested fly ash; Development of mechanistic models; and Validation testing via ASTM C191, C109, C469, and C456.
]]></description>
      <pubDate>Tue, 05 Aug 2025 16:28:00 GMT</pubDate>
      <guid>https://rip.trb.org/View/2582990</guid>
    </item>
    <item>
      <title>Steel-free Sinusoidal Joints to Support North Carolina Concrete Airport Pavements 
</title>
      <link>https://rip.trb.org/View/2563768</link>
      <description><![CDATA[Concrete pavements are critical components of North Carolina’s airports.  Owners desire long service lives of these pavements, with only minimal required maintenance or rehabilitation.  These pavements must also provide smooth, well-draining surfaces with appropriate surface characteristics and a low incidence of spalling and edge slivers that could become foreign objects or debris (FOD) that could damage aircraft.  Effective load transfer across joints in the concrete slabs is imperative to the performance of the pavement when loads traverse the joint as well as to the durability of that joint over time.  Airport owners and the public are also becoming increasingly interested in improving the economics and durability of airport infrastructure, seeking design and construction approaches that lower impacts, and extend infrastructure service life.  Resilient design approaches that buffer against supply chain issues and provide solutions that support rapid construction and reduce operational disruptions are also of interest to the North Carolina Department of Transportation (NCDOT).

Many concrete pavements, including those used in airport applications are jointed plain concrete pavements (JPCP).  JPCP typically include dowel bars placed across transverse joints to provide vertical support and to transfer loads from slab to slab. Tiebars are also used in JPCP, typically along transverse joints, to prevent slabs from separating and to provide load transfer across the joint.  These steel components of JPCP are a significant cost to owners and are also associated with significant environmental impacts.  An alternative to traditional steel dowels and tie bars capable of ensuring suitable performance of pavement joints is of interest to NCDOT and other stakeholders that own and maintain rigid pavements.  

A novel joint design that does not include reinforcing steel or dowels was recently constructed at the Charlotte-Douglas International Airport (CLT) at longitudinal joints along Taxiway Mike during a 2019 rehabilitation project.  The joint has a sinusoidal shape extending along adjacent vertical faces of the pavement slabs, with the sinusoidal profile mirrored between adjacent slabs.  The “sinusoidal joint” design achieves load transfer across the adjacent slabs due to interlock along the sinusoidally-formed plane, rather than via embedded metal dowels or tie bars.  This joint was easily constructed by using sinusoidal shaped side forms attached to the slipform paver used for airfield pavement construction.  Subsequent evaluation of the joint indicated that the as-constructed sinusoidal joint provided sufficient load transfer, but its performance could be improved through optimized design, fabrication, and installation techniques.  Due to the ease of construction and lack of the need for steel, the sinusoidal joint offers a more efficient and economic approach to achieving load transfer in concrete airport pavements, and potentially roadway pavements, across the state.  

The overall goal of this study is to further investigate the potential for steel-free sinusoidal joints to be used in airfield pavements, providing guidance and recommendations on design, optimization, construction, and evaluation of the sinusoidal joints for use by NCDOT and other stakeholders.  Products will include: (1) Guidance and models for sinusoidal joint design in thicker pavements at commercial service airports as well as in thinner pavements more prevalent in the 62 publicly owned general airports across North Carolina. (2) A draft specification that could be used as a project special provision for design and construction of sinusoidal joints at North Carolina airports. (3) Characterization of the performance of sinusoidal joints at CLT, as well as validated numerical models, that could inform the design and deployment of sinusoidal joints at other North Carolina airports. (4) Feasibility analysis of the potential use and benefit of sinusoidal joints in other roadway applications. 

Development and deployment of steel-free, sinusoidal joints in airfield pavements, and potentially roadway or other pavements, will directly support NCDOT in improving the economy and constructability of their concrete pavement infrastructure.  Experimental characterization, numerical analyses, and field performance data collected will support an improved understanding of this novel economical, and low impact joint design, while also ensuring that concrete pavements are safe and durable, with reduced maintenance costs.  If sinusoidal joints are a desirable feature in many airport pavements, their use would yield savings (in millions over years) and more optimally utilize state and federal tax dollars allocated for construction and maintenance.  

Products from this research would be utilized by the NCDOT Division of Aviation, as well as several other units, including the Materials and Tests Unit in conjunction with the Pavement Management Section and the Construction Unit.  Although this novel joint is to be studied in an airfield pavement application, the sinusoidal joint could be of interest in highway pavement or other concrete pavements constructed for NCDOT use.  ]]></description>
      <pubDate>Fri, 13 Jun 2025 12:32:16 GMT</pubDate>
      <guid>https://rip.trb.org/View/2563768</guid>
    </item>
    <item>
      <title>Performance Engineered Mix-Design/Specification Thresholds and Performance Prediction Methodology for Concrete Pavement</title>
      <link>https://rip.trb.org/View/2563026</link>
      <description><![CDATA[The main objective of this research is to develop a procedure for optimized mix design of concrete pavement. A database of representative mix designs, relevant properties of concrete, and expected field performance of concrete pavement used in Florida will be developed. Machine learning algorithms will be used to analyze data and predict critical properties of concrete that are directly related to pavement performance based on its mix design. Machine learning algorithms will also be used to determine the relative importance of mix design components on performance so that mix-designers will understand how to effectively make adjustments to improve mix design performance. It should be noted that mix design numbers will not be provided and other identifying properties shall not be published to protect proprietary information. Further, the information ultimately provided by 
Florida Department of Transportation (FDOT) to the University is considered proprietary information thar must be treated as confidential and exempt from disclosure under Florida Public Records Law.]]></description>
      <pubDate>Tue, 10 Jun 2025 07:46:09 GMT</pubDate>
      <guid>https://rip.trb.org/View/2563026</guid>
    </item>
    <item>
      <title>Finite Element Method (FEM) Matrix Study for Rapid Travel Profiler Curl/Warp Correlations</title>
      <link>https://rip.trb.org/View/2562306</link>
      <description><![CDATA[It is known from experience over the years that development of unusual large warp curvatures in jointed concrete pavement slabs can cause accelerated or rapid deterioration rates for the pavement and result in poor ride quality. Michigan Department of Transportation (MDOT) has experienced occasional events of large upwarp or downwarp; a complex phenomenon not well understood or easily simulated with structural analysis tools. It has also been shown that large variation in daily slab curvatures caused by morning to afternoon thermal gradient variations (curling) can affect International Roughness Index (IRI) calculations used for initial smoothness specifications control and for pavement management systems. A current MDOT focus is to undertake studies of how warp and curl affect initial smoothness IRI calculations and long-term pavement management system IRI values. Rapid travel profiling devices can accurately measure average concrete pavement slab curvature and daily curvature changes caused by varying temperature gradients. These profiling devices measure variations in curvature present along the traveled wheel paths in the slabs. Procedures exist for quantifying curvature in slabs from rapid travel profile data. Thus, the problem to address under this proposed research is to develop a structural back-calculation or matching tool from modern finite element type analysis methods that will match observed slab curvature magnitudes and variations in the wheel path location, to those predicted using finite element method (FEM) models.]]></description>
      <pubDate>Fri, 06 Jun 2025 15:17:39 GMT</pubDate>
      <guid>https://rip.trb.org/View/2562306</guid>
    </item>
    <item>
      <title>Slab Warping Prediction for Concrete Pavements




</title>
      <link>https://rip.trb.org/View/2558419</link>
      <description><![CDATA[Concrete pavement slabs are subjected to environmental loads from temperature gradients, drying shrinkage, creep mechanisms, and other factors that cause curling and warping. Curling, caused by temperature gradients within the slab, is relatively well understood. However, warping, which results from moisture and other nonthermal factors, such as drying shrinkage and creep, remains less understood. Warping can directly or indirectly cause cracking and faulting, affecting structural integrity and ride quality and safety. Large warp curvatures in slabs are known to reduce long-term performance and increase maintenance needs for concrete pavement.

Current AASHTOWare pavement mechanistic–empirical design (PMED) considers slab warping in jointed plain concrete pavements (JPCPs) using an approximate correlation to equivalent–thermal–gradient. This correlation does not adequately account for factors such as drying shrinkage, internal relative humidity, creep mechanisms, and construction conditions. Although the enhanced integrated climatic model in AASHTOWare PMED has the capability to model thermal and moisture gradients using diffusion theory, this feature is currently inactive and uncalibrated. Moreover, existing cracking transfer functions in AASHTOWare PMED incorporate warping effects only indirectly, without explicitly accounting for contributing factors, such as creep, support conditions, slab restraints, and curing practices. These limitations can result in underestimating or overestimating warping-related cracking and pavement roughness.

Research is needed to improve warping predictions in AASHTOWare PMED to help designers more accurately evaluate slab performance under environmental loads. Such improvements will support the design of pavements more resistant to warping and the development of predictive equations that better account for the presence of warping.

The objective of this research is to develop and calibrate mechanistic–empirical models that accurately predict the effects of warping on JPCP performance.]]></description>
      <pubDate>Mon, 26 May 2025 22:25:46 GMT</pubDate>
      <guid>https://rip.trb.org/View/2558419</guid>
    </item>
    <item>
      <title>Quantify the effect of re-carbonation during the use-phase and end-of-life of concrete pavements</title>
      <link>https://rip.trb.org/View/2495001</link>
      <description><![CDATA[This project seeks to validate and improve quantification methods and simulation models to better understand CO₂ uptake in concrete pavements during their service life and recycled concrete aggregate at the end-of-life phase. Hydrated cement in concrete has the potential to sequester CO₂ during the use and end-of-life phases through carbonation, a mineralization process where atmospheric CO₂ reacts with alkali products like portlandite to form stable carbonates. Pavement systems have significant potential for carbonation due to their constant exposure to the environment, the use of preservation methods like diamond grinding that repeatedly expose fresh hydrated cement, and the stockpiling of crushed concrete at the end of its life, where the increased surface area can enhance carbonation. However, systematic methods for quantifying and addressing this uptake in transportation systems is lacking. In this work, the research team will use laboratory characterization of carbonation depth, analysis of factors influencing RCA carbonation in stockpiles, and validation of diffusion-based models to better inform consideration of carbon sequestration in concrete. By considering regional climate variations and assessing the impacts of preservation practices, this work aims to inform sustainable pavement management practices.]]></description>
      <pubDate>Fri, 31 Jan 2025 16:36:28 GMT</pubDate>
      <guid>https://rip.trb.org/View/2495001</guid>
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