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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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    <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>
      <url>https://rip.trb.org/Images/PageHeader-wTitle-RIP.jpg</url>
      <link>https://rip.trb.org/</link>
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    <item>
      <title>Use of Nanomaterials to Enhance HPC and UHPC for Ready-Mix and Precast/Prestressed Infrastructure Applications</title>
      <link>https://rip.trb.org/View/2752277</link>
      <description><![CDATA[The aim of this project is to develop and scale up engineered high performance concrete (HPC) and ultra high performance concrete (UHPC) with enhanced mechanical properties and adaptive rheology for ready-mix and precast/prestressed concrete infrastructure. The joint research framework between the University of Texas at Arlington (UTA) and Missouri University of Science and Technology (S&T) focuses on enhancing the bulk properties of engineered concrete by fine-tuning nano- and micro- scale properties of the cementitious matrix using multi-dimensional carbon- and cellulose-based nanomaterials UTA’s research team will lead the development of strain-resilient HPC and UHPC with enhanced structural build-up, increased modulus and first-crack strength, and improved strain-hardening response. This will be achieved by redefining the structure–property relationships of the cementitious matrix using cement-compatible, liquid-based graphitic enhancers formulated with highly dispersed carbon nanotubes (CNTs), cellulose nanofibers (CNFs), and exfoliated few-layer Graphene Nanoplatelets (GNPs). Complementary research at S&T will advance HPC and UHPC properties through cellulose nanofibril and nanocrystal systems aimed at improving mixture rheology, viscoelastic behavior, and early-age mechanical performance. Together, the project will establish property benchmarks for engineered HPC and UHPC that exceed performance targets by the American Association of State Highway and Transportation Officials (AASHTO), the Federal Highway Administration (FHWA), the National Ready Mixed Concrete Association (NRMCA), and the American Concrete Institute (ACI), creating a scalable pathway for high-performance concrete in ready-mix and precast/prestressed applications.]]></description>
      <pubDate>Thu, 13 Aug 2026 15:32:18 GMT</pubDate>
      <guid>https://rip.trb.org/View/2752277</guid>
    </item>
    <item>
      <title>Thermally Strain Resilient Concrete for Surface Transportation Infrastructure</title>
      <link>https://rip.trb.org/View/2752280</link>
      <description><![CDATA[Concrete pavements routinely exhibit large thermal gradients during solar exposure, leading to premature distress and cracking due to thermal expansion. This project aims to develop a new class of thermally strain-resilient cementitious and concrete-based materials designed to transfer heat from the high-temperature surface to lower-temperature subsurface layers (thermal effusivity) while minimizing solar heat absorption. The objective is to include thermal vascular networks into light-colored supplementary cementitious material (SCM)-cementitious matrices generating preferential thermal pathways that promote uniform heat distribution throughout the concrete volume. This technological advancement is expected to yield concrete pavements with to 2x higher thermal effusivity while maintaining high solar reflectivity, keeping surface temperatures near or below ambient air levels under extreme temperature conditions.]]></description>
      <pubDate>Thu, 13 Aug 2026 15:32:09 GMT</pubDate>
      <guid>https://rip.trb.org/View/2752280</guid>
    </item>
    <item>
      <title>Evaluating Structural Performance and Durability of Precast Elements Incorporating Nano-Engineered Concrete</title>
      <link>https://rip.trb.org/View/2752284</link>
      <description><![CDATA[Low-clinker concrete (LCC) offers a sustainable alternative by replacing Ordinary Portland Cement (OPC) with high volume of supplementary cementitious materials (SCMs) and fillers. Limestone filler and clay deposits present promising options to prepare LCC due to their global abundance and consistent quality, offering a viable replacement for diminishing SCM supplies.
Despite LCC having demonstrated potential in laboratory studies, one major concern is whether LCC can provide sufficient strength and durability to meet the requirements for precast structural members. Precast concrete elements, including beams, slabs, and columns, are essential in modern infrastructure, including bridges, tunnels, and highway barriers, due to their load-bearing capabilities, efficiency, and durability. Replacing high-clinker cement with SCMs alters hydration kinetics, setting time, and mechanical properties, which could impact load-bearing capacity, cracking resistance, deflection behavior, and fatigue performance of precast components. Additionally, shrinkage, creep, and early-age strength development are critical factors for precast applications, as these influence handling, transportation, and installation in real-world conditions.
LCC has low reactivity, so there is a critical need to incorporate nanomaterials (NM) to accelerate hydration, enhance early-age strength, and densify the microstructure to ensure adequate performance for precast applications. In particular, NM can mitigate the slow hydration associated with high SCM/filler replacement and help restore early-age stiffness and strength, which are essential for demolding and early handling.
This research aims to evaluate the feasibility of LCC made with high content of LF in precast structural elements by conducting a rigorous assessment of structural behavior, durability, and compliance with industry standards. Furthermore, the integration of NM is expected not only to refine the microstructure and reduce porosity but also to improve transport properties, mechanical performance, and long-term durability, addressing key limitations of current LCC systems. The potential of the role of NM improving the structural performance of LCC precast elements will also be assessed. 
Through experimental testing and mixture design optimization, the study will provide data-driven insights to ensure structural integrity while promoting sustainability. The findings will contribute to the advancement of resilient and high-performance transportation infrastructure.
]]></description>
      <pubDate>Thu, 13 Aug 2026 15:31:53 GMT</pubDate>
      <guid>https://rip.trb.org/View/2752284</guid>
    </item>
    <item>
      <title>Over-height truck impact with prestressed bridge girders  </title>
      <link>https://rip.trb.org/View/2752285</link>
      <description><![CDATA[The devastating collapse of the Dali Francis Scott Key Bridge in Baltimore, Maryland, due to a vessel collision, serves as a sobering reminder of the vulnerabilities in the nation’s infrastructure. The total structural failure led to the loss of six lives, while the $1.9 billion replacement cost underscores the urgent need for improved bridge resilience against extreme impact loads. Bridge collisions are a persistent and widespread hazard, ranking as the second leading cause of bridge failures nationwide. Between 2013 and 2018, an estimated 3,000 vehicle collisions with bridges occurred annually across the United States, with over-height vehicle impacts being among the most frequent and destructive. Prestressed concrete bridge girders, the backbone of many highway overpasses, are particularly vulnerable to such impacts, often resulting in costly repairs, reduced load capacity, or complete structural failure. This project aims to enhance the resilience of prestressed bridge girders against over-height truck impacts by investigating innovative repair and protection strategies. Through a combination of analytical modeling and experimental testing, this research will provide critical insights into the dynamic response of impacted girders and develop effective, practical repair solutions to extend bridge service life and improve safety.
]]></description>
      <pubDate>Thu, 13 Aug 2026 15:31:40 GMT</pubDate>
      <guid>https://rip.trb.org/View/2752285</guid>
    </item>
    <item>
      <title>Field Implementations for Concrete with Nontraditional and Natural Pozzolans</title>
      <link>https://rip.trb.org/View/2752286</link>
      <description><![CDATA[The objective of this project is to systematically evaluate how varying limestone content in Type IL cement influences the performance of concretes incorporating natural and nontraditional pozzolans (NNPs), and to identify the optimal nanosilica (nS) dosage for enhancing hydration kinetics, mechanical properties, and long-term durability. The project advances durable and high-performance concrete for transportation infrastructure through the development of optimized cementitious systems incorporating Type IL cement, nontraditional and natural pozzolans, and nanosilica(nS). By quantifying the synergistic effects among limestone content, NNPs, and nS, the study aims to reduce the clinker content of concrete while enhancing fresh properties, mechanical performance and durability. These improvements are expected to extend the service life of concrete structures and lower lifecycle costs.  ]]></description>
      <pubDate>Thu, 13 Aug 2026 15:31:30 GMT</pubDate>
      <guid>https://rip.trb.org/View/2752286</guid>
    </item>
    <item>
      <title>Optimization of Dowel Bars in Concrete Pavements</title>
      <link>https://rip.trb.org/View/2671981</link>
      <description><![CDATA[Jointed plain concrete pavements (JPCP) play a crucial role in transportation infrastructure by providing a durable and reliable surface for vehicles. The Wisconsin Department of Transportation (WisDOT) has used a standard typical section of these pavements with doweled transverse joints for several years. Doweled transverse joints are a critical component in JPCP, serving to control cracking, improve load transfer, and enhance overall pavement performance. The current standard is that the first dowel is 12 inches from the pavement edge, then spaced at 12 inches at mid-depth in the slab across the pavement joints.
However, studies and design procedures across the nation indicate that many dowels across a lane do not contribute to the transferring of loads, as many of the bars are located far from where the loads are applied on the pavement. Also, the pavement performance of doweled transverse joints could have been better, and the only major change to standards has been the spacing of the joints. In addition, the cost of steel has increased over the last five years, leading to less sustainable concrete pavement.
To address these issues, the research team will aim to improve pavements’ performance and sustainability while considering alternative layouts (i.e., number and spacing of dowels) for doweled transverse joints. In particular, the research team will explore if alternative dowel bar layouts can provide the same level of ride performance and distress over time while improving overall joint performance. The researchers will consider possible alternative bar layouts that may include a reduced number of dowels, different spacing between dowels, various dowel sizes consistent across the joint (based on the thickness of concrete pavements in Wisconsin), and other modifications. The type of dowel bars researched in this study shall be per WisDOT Standard Specifications (SS) 415.2.2 and WisDOT Standard Detail Drawings (SDD) 13c11 and SDD 13c13. Ultimately, the project will aim to optimize the dowel bar layout and provide a more sustainable concrete pavement in Wisconsin.]]></description>
      <pubDate>Wed, 12 Aug 2026 14:41:09 GMT</pubDate>
      <guid>https://rip.trb.org/View/2671981</guid>
    </item>
    <item>
      <title>Integrating Concrete 3D-Printing and UHPC Spray Techniques for Improved Structural Performance</title>
      <link>https://rip.trb.org/View/2745082</link>
      <description><![CDATA[Concrete 3D printing has gained rapid momentum as an emerging construction
method offering reduced labor, faster construction, enhanced design flexibility,
and minimal formwork requirements. However, its broader adoption in structural
and bridge applications remains limited due to inherent weaknesses, including
insufficient interlayer bonding, lack of conventional reinforcement, and early-age
shrinkage cracking. These limitations reduce durability and restrict the load-carrying capacity of 3D-printed elements. Currently, Innovative Bridge Technologies/Accelerated Bridge Construction University Transportation Center (IBT/ABC-UTC) at Florida International University (FIU) has pioneered the development and successful field deployment of pneumatic spray
technology for ultra-high-performance concrete (UHPC). This technique provides
high-quality, rapid, and cost-effective strengthening solutions for deteriorated or
deficient bridge components. Recent full-scale demonstrations have shown that
sprayed UHPC can deliver superior bonding, enhanced toughness, and substantial
improvements in structural performance. Despite the individual advancements of
concrete 3D printing and UHPC spray technology, their integration remains largely
unexplored. This project aims to evaluate the feasibility of using pneumatically
sprayed UHPC as an external reinforcement layer for 3D-printed concrete
components. The research will: (1) quantify the interfacial bond strength between
sprayed UHPC and 3D-printed substrates; (2) assess structural enhancements
through flexural strength, ductility, and post-cracking performance; and (3)
investigate improvements in durability, including resistance to chloride
penetration and freeze-thaw deterioration. The findings will provide foundational
knowledge for advancing a hybrid construction approach that merges concrete 3D
printing with sprayable UHPC. The expected outcomes will support the
development of practical guidelines, promote adoption in bridge infrastructure,
and enable future field-scale validation studies.]]></description>
      <pubDate>Fri, 07 Aug 2026 08:26:00 GMT</pubDate>
      <guid>https://rip.trb.org/View/2745082</guid>
    </item>
    <item>
      <title>Synthesis and Verification of Link Slab Practices for Jointless Bridge Decks in Accelerated Bridge Construction (ABC)</title>
      <link>https://rip.trb.org/View/2744923</link>
      <description><![CDATA[Bridge deck expansion joints are among the most maintenance-intensive
components of highway bridges, often leading to premature deterioration,
increased repair costs, and reduced service life. Link slabs provide an effective
alternative by enabling jointless deck configurations, improving durability, and
reducing long-term maintenance demands. Despite their proven benefits,
inconsistencies in design methodologies particularly regarding the need for deck
debonding and the use of advanced materials such as Ultra-High-Performance
Concrete (UHPC) have limited their broader adoption in Accelerated Bridge
Construction (ABC) applications. Early studies recommended partial debonding
near girder ends, while more recent large-scale investigations, such as SHRP2
R19A, concluded that debonding may not be required. At the same time, UHPC-based link slabs have demonstrated excellent crack control and durability, yet
remain without standardized design guidance. This project aims to synthesize
existing research, field applications, state DOT practices, and emerging material
innovations to establish practical best practices for link slab design. To this end,
the current study will (1) compile and evaluate past research and
implementations, (2) compare conventional and UHPC-based link slab
approaches, (3) conduct analytical and limited experimental verification to resolve
conflicting recommendations, and (4) develop design provisions and example
details suitable for ABC applications. The proposed work will produce a
comprehensive synthesis report, validated guidance, and actionable
recommendations for DOTs and practitioners. By clarifying design assumptions,
addressing uncertainties in debonding requirements, and evaluating the role of
UHPC, this study will promote the consistent and reliable use of link slabs in
jointless bridge decks.]]></description>
      <pubDate>Fri, 07 Aug 2026 08:21:45 GMT</pubDate>
      <guid>https://rip.trb.org/View/2744923</guid>
    </item>
    <item>
      <title>Development and Implementation of Performance Engineered Concrete</title>
      <link>https://rip.trb.org/View/2742730</link>
      <description><![CDATA[As the pace of innovation in the concrete industry has rapidly accelerated over the past decade and novel cementitious materials, manufacturing processes, and admixtures have led to drastic changes in product availability, Performance Engineered Mixtures (PEM) ensure that projects are built to last and delay or avoid costly overlays or replacement. Recent Wyoming Department of Transportation (WYDOT) experiences communicated to the project team have indicated that implementation of novel mixes using silica fume for bridge decks resulted in significant levels of surface cracking that invite durability issues and incur significant cost to the DOT, similar to experiences in other states like Iowa and Montana.  By current WYDOT estimates, the cost of repairing one bridge deck with a rigid overlay is a minimum $350,000, bridge deck full-replacement is $1M and replacing one mile of concrete pavement costs $4-5M. The smallest of these costs is twice the cost of this project, and use of PEM specifications would likely limit similar issues. Additionally, as Portland limestone cement (PLC) became one of the only available option for cement, it resulted in contractors scrambling to adapt. This project strategically introduces specifications to improve durability and constructability. 
One pathway to prevent these issues from recurring is adopting a WYDOT PEM specification. While WYDOT has adopted some provisions in AASHTO R-101 for pavements, gaps exist in the adoptions for constructability and durability – particularly regarding aggregate gradation, workability, and chloride ion transport – that could markedly improve the quality and durability of concrete pavements and structures in the state, significantly reducing maintenance and rehabilitation costs.
]]></description>
      <pubDate>Tue, 04 Aug 2026 15:53:16 GMT</pubDate>
      <guid>https://rip.trb.org/View/2742730</guid>
    </item>
    <item>
      <title>Enhanced Understanding of Concrete Pavement Performance</title>
      <link>https://rip.trb.org/View/2731921</link>
      <description><![CDATA[Michigan’s wet-freeze climate causes pavement durability issues such as freeze-thaw scaling, while salt exposures
significantly impact the long-term performance of Jointed Plain Concrete Pavements (JPCP). These environmental stressors
initiate joint staining and can progress to joint spalling, eventually lead to structural failures like shear cracking under traffic
loads. Structural inputs like slab thickness and modulus of rupture govern mechanical performance, while durability factors
influence how a JPCP pavement degrades over time. These material properties affect roughness and service life. In addition,
the University of Michigan (UofM) Center can provide specialized technical expertise and examinations related to further development of its pavement
design program, specifically as it relates to Pavement Mechanistic-Empirical Design (PMED).]]></description>
      <pubDate>Fri, 17 Jul 2026 13:20:05 GMT</pubDate>
      <guid>https://rip.trb.org/View/2731921</guid>
    </item>
    <item>
      <title>Guidelines and Best Practices for Determining the Life Cycle Cost of Various Superstructure Types</title>
      <link>https://rip.trb.org/View/2731917</link>
      <description><![CDATA[The selection of superstructure type during the study phase of a design project is currently made based on the estimated
construction cost and a subjective and inexact assessment of the life cycle cost of the structure. This method of selecting the
preferred alternative has led to the introduction of bias into the decision-making process and tends to lead to the selection of
concrete superstructures more often than steel superstructures. Rarely is this decision tied to objective data based on historic
maintenance records of similar superstructures and has never accounted for 
Michigan Department of Transportation's (MDOT’S) ability to extend the life of steel
superstructures by incorporating bolted and welded repairs, which are not possible on concrete superstructures. Disregarding
this information in the selection of a superstructure type increases the risk of not using the available bridge funding as
efficiently and effectively as possible.]]></description>
      <pubDate>Fri, 17 Jul 2026 10:05:08 GMT</pubDate>
      <guid>https://rip.trb.org/View/2731917</guid>
    </item>
    <item>
      <title>Early Warning for Oregon's Aging Post Tensioned Bridges: Proactive Detection, Longer Life, Lower Risk</title>
      <link>https://rip.trb.org/View/2725349</link>
      <description><![CDATA[This research tackles the urgent need to safely manage Oregon's aging post-tensioned (PT) concrete bridges, which rely on high-strength steel tendons but are prone to hidden corrosion from grout voids, water ingress, and outdated grouting methods. Rising risks of tendon failure, cracking, prestress loss, or collapse drive the development of a risk-based, scalable protocol. It includes a vulnerability screening score, a centralized PT bridge database with corrosion-relevant attributes, structural modeling linking observable changes (camber, strains, natural frequencies) to internal damage, proven nondestructive evaluation (NDE) methods (ultrasound, ground penetrating radar (GPR)), and practical inspection/monitoring guidelines demonstrated on a case study bridge. Integration into the Oregon Department of Transportation (ODOT) Bridge Inspection Program Manual supports proactive network-level screening, prioritized inspections, service life extension, and risk reduction—enhancing safety and reliability of Oregon transportation infrastructure.
OBJECTIVES 
The project equips ODOT with practical, risk-based tools to proactively manage PT bridge safety and serviceability. Main objectives are to: (1) create a vulnerability screening score that prioritizes bridges by corrosion risk factors (grout quality, duct material, exposure conditions); (2) build a centralized statewide PT bridge database for efficient network assessment; (3) develop a scalable protocol integrating visual inspections, NDE techniques (ultrasound, GPR), and damage-tolerance analysis to detect defects, predict remaining service life, and direct interventions; and (4) field-test the approach on a case study bridge and embed the resulting guidance in the ODOT Bridge Inspection Program Manual. These steps will extend bridge life, reduce hidden corrosion risks, optimize inspection efforts, lower unexpected failure potential, and enable cost-effective statewide maintenance.
This research equips ODOT with risk-based tools for safer, more efficient PT bridge management. Key benefits include early detection of tendon corrosion, extended service life through targeted inspections, improved efficiency via network screening and prioritization, major cost savings by avoiding emergencies and premature replacements, consistent statewide protocols in ODOT manuals, and reduced risks to workers and the public. Overall, it supports safer, more resilient, and cost-effective stewardship of Oregon’s transportation infrastructure.]]></description>
      <pubDate>Wed, 08 Jul 2026 16:13:14 GMT</pubDate>
      <guid>https://rip.trb.org/View/2725349</guid>
    </item>
    <item>
      <title>Condition Assessment Technology for Bridge Decks with Waterproofing Membranes</title>
      <link>https://rip.trb.org/View/2717329</link>
      <description><![CDATA[The condition assessment of reinforced concrete (R/C) bridge decks with waterproofing membranes and asphalt overlays is a significant challenge that has limited the use of this corrosion-protection strategy. State departments of transportation (DOTs) with existing inventories of bridge decks with waterproofing are unable to make effective repair and rehabilitation decisions because there is no way to assess the condition of the deck concealed by the waterproofing system. Some highway agencies do not use waterproofing membranes or asphalt overlays for the same reason.

 

Bare R/C decks can be assessed easily by traditional methods such as sounding or chain drag, but bridge decks with a waterproofing membrane and asphalt comprise several layers of different materials that preclude the use of these traditional methods. Defects can occur within the R/C decks (delamination) or between the layers (debonding), and chloride-contaminated moisture can be entrapped between the layers. The presence of these subsurface defects affects heat flow through the multi-layer medium, producing subtle variations in the asphalt surface temperature, which are too small to be detected using conventional infrared thermography. More advanced nondestructive methods have also not proven successful. 

For NCHRP 20-30/IDEA 262, the research team will develop a new nondestructive technology based on time-lapse thermography to assess the condition of R/C bridge decks with a waterproofing membrane and asphalt overlay. The proposed research will explore if subtle surface temperature variations can be reliably detected by using a time-lapse thermography approach, which collects thermal data over time to assess time-varying thermal behavior rather than simply measuring surface temperatures. This helps increase sensitivity, potentially enabling more effective imaging of debonding, delamination in the R/C deck, and areas of entrapped moisture. The proposed technology serves a high-priority need of state DOTs that own in-service decks with waterproofing. 

Working with DOT partners (New Hampshire and Nebraska DOTs), deck materials will be evaluated to obtain more detailed information on the thermal properties of membranes in relation to the proposed measurement method. Measurement algorithms will be developed using a modeling and simulation approach that is currently being used for subsurface damage detection. Following laboratory characterizations to assess the measurement procedures and to obtain needed measurement parameters, field validation of the developed procedure will be performed.]]></description>
      <pubDate>Tue, 23 Jun 2026 13:40:38 GMT</pubDate>
      <guid>https://rip.trb.org/View/2717329</guid>
    </item>
    <item>
      <title>Development of an Innovative, Bio-Mediated, Self-Healing Concrete Technology</title>
      <link>https://rip.trb.org/View/2717327</link>
      <description><![CDATA[Cracks in concrete structures significantly compromise their durability, and it is difficult and expensive to timely inspect transportation assets and treat concrete cracks. Self-healing concrete has a unique advantage in this regard. Concrete exhibits a self-healing capability as a result of hydrating unhydrated cement. However, such healing performance is limited to cracks less than 0.1mm wide. Several approaches to self-healing concrete have been tried in the past, but so far none has been shown to be adequate. For example, self-healing based on encapsulated chemicals offers only one-time healing. Microbial induced mineral precipitation heals only concrete cracks no more than 0.4 mm wide. 

For NCHRP 20-30/IDEA 261, the research team will develop a fungi-mediated, self-healing concrete technology for fast and efficient healing of cracks greater than 1mm wide autogenously. Another feature of this technology is that the treated concrete shows strong hydrophobicity that inhibits the ingress of water and deicing salt solution into the concrete. The autogenous self-healing concrete technology is based on bio-mineralization through fungi. Fungi strains that can survive and grow in concrete’s high alkaline environment will be identified, and microcapsules filled with these fungi will be introduced into the concrete. Cracks appearing in the concrete will be quickly covered by fungi fibers through the process of biomineralization. The fungi fibers, being hydrophobic, will also inhibit the ingress of water into the concrete and protect it from damage caused by freezing and thawing of pore water and corrosion of reinforcement steel by deicing salt solution entering through the cracks. 

Field evaluations will follow laboratory-scale evaluation and optimization. Field work will require scaling up the fungi microcapsules production process. One option will be to use multiple peristaltic pumps in parallel to enhance the rate of microcapsule production. Concrete mixture designs will be developed and optimized with respect to the quantity of fungi microcapsules. Ohio Department of Transportation will collaborate in field tests and has committed to providing active construction projects as possible field sites for testing the technology.]]></description>
      <pubDate>Tue, 23 Jun 2026 13:29:43 GMT</pubDate>
      <guid>https://rip.trb.org/View/2717327</guid>
    </item>
    <item>
      <title>Alternative Constituent Materials for Use in Low-Carbon Cement Concrete – Part II</title>
      <link>https://rip.trb.org/View/2716607</link>
      <description><![CDATA[The Massachusetts Department of Transportation (MassDOT) needs performance-based guidance to implement low-carbon concrete while maintaining durability, safety, and service life under Massachusetts exposure conditions, including deicing salts and freeze–thaw cycling. OBJECTIVES:  The objective of this project is to evaluate emerging binders, admixtures, and alternative constituent materials as lower-carbon alternatives to traditional cementitious systems for MassDOT highway concrete, while maintaining or improving constructability, strength, durability, and service life. Key objectives include: Review current practices, knowledge gaps, and implementation barriers for EBAs in highway concrete; Characterize hydration, microstructure, and phase development in EBA-based cement systems; Develop MassDOT-relevant concrete mixture designs incorporating EBAs and alternative materials; Evaluate fresh, mechanical, and durability performance of the selected mixtures. Validate promising mixtures through field-relevant mock-ups and support implementation guidance.]]></description>
      <pubDate>Thu, 18 Jun 2026 09:55:41 GMT</pubDate>
      <guid>https://rip.trb.org/View/2716607</guid>
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