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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=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJkYXRlaW4iIHZhbHVlPSJhbGwiIC8+PHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMTYiIC8+PC9wYXJhbXM+PGZpbHRlcnM+PGZpbHRlciBmaWVsZD0iaW5kZXh0ZXJtcyIgdmFsdWU9IiZxdW90O0NydW1iIHJ1YmJlciZxdW90OyIgb3JpZ2luYWxfdmFsdWU9IiZxdW90O0NydW1iIHJ1YmJlciZxdW90OyIgLz48L2ZpbHRlcnM+PHJhbmdlcyAvPjxzb3J0cz48c29ydCBmaWVsZD0icHVibGlzaGVkIiBvcmRlcj0iZGVzYyIgLz48L3NvcnRzPjxwZXJzaXN0cz48cGVyc2lzdCBuYW1lPSJyYW5nZXR5cGUiIHZhbHVlPSJwdWJsaXNoZWRkYXRlIiAvPjwvcGVyc2lzdHM+PC9zZWFyY2g+" rel="self" type="application/rss+xml" />
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    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Research in Progress (RIP)</title>
      <url>https://rip.trb.org/Images/PageHeader-wTitle-RIP.jpg</url>
      <link>https://rip.trb.org/</link>
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    <item>
      <title>Effect of Supplementary Cementitious Materials (SCMs) and waste products on Critical Chloride Threshold, CT, of Concrete</title>
      <link>https://rip.trb.org/View/2694441</link>
      <description><![CDATA[Chloride-induced corrosion of reinforcing steel is one of the most significant durability challenges facing concrete infrastructure, especially for bridges, pavements, and marine or deicing-salt exposed structures. A critical parameter controlling corrosion initiation is the critical chloride threshold (CT), yet existing test methods produce inconsistent values and do not fully reflect the behavior of modern concrete mixtures containing supplementary cementitious materials (SCMs) or waste-derived additives. As transportation agencies adopt newer binder systems such as Type IL cement and increase the use of SCMs, the need for reliable, practical, and reproducible CT measurement techniques has become increasingly important for service-life design.
This project addresses these needs by evaluating how Class C fly ash, Class F fly ash, and metakaolin, each applied at two replacement levels with Type IL cement, affect the CT of reinforced concrete. The study employs the newly developed OCcrit test method, which measures CT directly on mortar specimens under controlled electrochemical conditions. OCcrit offers improved reproducibility and more realistic assessment of steel–concrete interactions compared to traditional embedded-bar or potentiometric techniques, making it a promising method for future durability evaluations.
In parallel, the project will investigate a second approach to CT measurement using cyclic polarization. While this method has previously been applied only to steel samples immersed in simulated concrete pore solutions, results have not aligned with OCcrit values which is believed to be due to the absence of true concrete environments. Leveraging a high capacity potentiostat, this research will apply cyclic polarization directly to mortar samples for the first time, enabling a meaningful comparison with OCcrit and helping determine whether the method can be adapted into a practical tool for corrosion threshold assessment.
Finally, the project will examine the role of waste-derived materials by assessing the influence of acid- and base-pretreated ground tire rubber (GTR) on CT. Previous studies showed that untreated GTR can affect corrosion initiation, but the mechanisms remain unclear. By evaluating chemically surface modified GTR using the OCcrit method, the project will clarify how surface treatments alter particle–matrix interactions, pore solution characteristics, and overall corrosion behavior. The combined findings will provide transportation agencies with more accurate data and improved testing methods for designing durable, long-lasting concrete infrastructure exposed to chloride environments.
The proposed research directly aligns with CHDT’s core mission to enhance the durability and service life of transportation infrastructure through innovative materials and techniques. CHDT emphasizes the development of sustainable, performance-driven construction materials, particularly the reuse of recycled and waste materials such as rubber and industrial by-products, to improve structural longevity and reduce maintenance costs. By evaluating how SCMs and treated GTR influence corrosion resistance and by advancing CT testing methods, this project extends CHDT’s ongoing portfolio of work on freeze-thaw durability, corrosion mitigation, and the beneficial use of waste materials in concrete pavements.

]]></description>
      <pubDate>Tue, 21 Apr 2026 13:35:39 GMT</pubDate>
      <guid>https://rip.trb.org/View/2694441</guid>
    </item>
    <item>
      <title>Design Guidance and Best Practices for the Use of Light Fill</title>
      <link>https://rip.trb.org/View/2487315</link>
      <description><![CDATA[Solid waste products have been successfully used in road construction as light weight fill (LWF), diverting them from ending up in landfills and recycling the waste material for beneficial use. There have been several past and ongoing studies. One specific product, Tire Derived Aggregates (TDAs), has been the target of the study, "Updating MnDOT Guidance for Using Shredded Tires in Roadway Construction." This research will update and expand upon the work conducted in this study. The focus of this project will be to review and synthesize all past and existing research, identify success stories and best practices of using LWF.]]></description>
      <pubDate>Fri, 18 Jul 2025 10:36:48 GMT</pubDate>
      <guid>https://rip.trb.org/View/2487315</guid>
    </item>
    <item>
      <title>Environmental Friendly Applications of Ground Tire Rubber (GTR) In Producing Concrete</title>
      <link>https://rip.trb.org/View/1948638</link>
      <description><![CDATA[Over 280 million waste tires are generated in the United States on an annual basis. A majority of 3.3 million waste tires generated in Arkansas are either dumped in the landfill or burnt for generating energy; neither of them is a sustainable approach. Handling and disposal of these waste tires is a huge challenge for solid waste management departments of agencies such as the Arkansas Department of Environmental Quality (ADEQ). However, these waste tires can be recycled and utilized as new construction materials to produce durable concrete as the rubber possess favorable engineering properties. The main objective of this study is to assess the feasibility of the use of GTR in preparing durable paving concrete. Specifically, the current study has the following objectives: (a) collect appropriate GTR samples for paving concrete, (b) evaluate fresh and engineering properties of GTR-modified concrete, (c) evaluate the long-term durability properties of GTR-modified concrete, (d) determine the optimum dosage of GTR based on fresh, mechanical, and durability properties tests results, and (e) develop guidelines in implementing GTR-modified concrete.
The aforementioned goals of this project will be accomplished through a comprehensive review of available literature and extensive laboratory testing of selected GTR-modified concrete samples. The following two different sizes of GTR will be studied: (i) Mesh #40 as a replacement of sand; and (ii) Mesh #200 as a replacement of the supplemental cementitious material (SCM). Another variation will be a combination of replacements of both sand and SCM with their optimum dosages. To this end, properties (e.g., workability, air content, and Super Air Member No.) of fresh concrete and strength properties (compressive, tensile, flexural, and elastic modulus) of hardened concrete will be evaluated in accordance with the American Society for Testing and Materials (ASTM) Standards. Durability properties such as alkali-silica reactivity, drying shrinkage, sulfate resistance, and scaling resistance of hardened concrete will also be evaluated per the ASTM methods. Laboratory findings will be implemented in the field through the construction of a small test section (walking trail or sidewalk), and the in-place quality of in-place concrete will be evaluated. Industry partners will provide necessary technical assistance throughout the project. In particular, their assistance in the field demonstration project will be highly beneficial. The test section will also serve as a good learning experience for student researchers as they will work alongside the professional crews during concrete pouring and finishing work.
The technical merit of this project is that this study will assess the feasibility of GTR as a replacement of sand, fly ash, and/or a combination of replacements of sand and fly ash for paving concrete. Such knowledge and techniques do not exist in the public domain today. The current study aims to reduce this knowledge gap. Findings of the proposed study will be disseminated to professionals and communities through technical papers, presentations, and/or radio podcasts at journals, conferences, symposia, etc.
Experimental data gathered from this study are expected to help agencies, contractors, and suppliers in the region to produce durable concrete with GTR. The guidelines developed from the proposed study are expected to be implemented by the state, industry partners, and ready-mix concrete producers in the region. The proposed study will facilitate in meeting multiple objectives of Tran-SET, and they are: (i) promote sustainability and resiliency of the transportation infrastructure renewal and upgrade; (ii) introduce and implement cost-effective solutions to the transportation infrastructure backlog of projects; (iii) develop cost-effective solutions for the construction and maintenance of the transportation infrastructure in metropolitan and rural areas; and (iv) promote workforce development through learning and continuous education.]]></description>
      <pubDate>Fri, 06 May 2022 12:26:44 GMT</pubDate>
      <guid>https://rip.trb.org/View/1948638</guid>
    </item>
    <item>
      <title>Optimizing the Sustainability of Asphalt Pavements through Incorporating Crumb Rubber in High-Modulus Asphalt Concrete (HMAC) Mixtures in Louisiana</title>
      <link>https://rip.trb.org/View/1948607</link>
      <description><![CDATA[The proposed research study will build on the results of the authors’ initial study, titled “Viability
Assessment and Cost-Effectiveness of Using High-Modulus Asphalt Concrete (HMAC) as Base
Course in Asphalt Pavements in Louisiana.” In specific, this project aims to optimize the
performance, cost-effectiveness, and sustainability of HMAC mixtures using crumb rubber and
local materials in Louisiana. To achieve this objective, high-modulus asphalt mixtures mimicking
the European approach will be prepared using the Superpave specifications. These mixtures will
include different percentages of crumb rubber, two PG grades, and different binder contents. The
dynamic modulus as well as the performance of these mixtures against rutting and cracking will
be evaluated in the laboratory. In addition, the field performance and cost-effectiveness of these
mixtures will be predicted. The results of this study will provide solutions for fatigue and rutting
failures in asphalt pavements in Region 6 enhancing the durability and service life of the road
infrastructure. Furthermore, it will enhance the sustainability of the road infrastructure through
using crumb rubber from scrap tires.]]></description>
      <pubDate>Fri, 06 May 2022 11:52:11 GMT</pubDate>
      <guid>https://rip.trb.org/View/1948607</guid>
    </item>
    <item>
      <title>Optimal Design of Sustainable Asphalt Mixtures with RAP (3.6)</title>
      <link>https://rip.trb.org/View/1601904</link>
      <description><![CDATA[Current proposal seeks to derive guiding approaches for extracting, through the literature, the promising opportunities for designing asphalt pavements with enhanced levels of reclamation and for capitalizing on such opportunities. To this end, the study proposes a framework for gauging and comparing, within the state-of-the-art and the state-of-the-science literatures on RAP, the overall cost benefit ratios, with environmental costs reflected, afforded by varied asphalt mixtures at varied levels of reclamation. Challenges to the task will exist given the multiple units, the often-arbitrary life cycle durations, the presumed maintenance schedules, and a wealth of other issues inherent to RAP life cycle analysis (LCA) studies meant to capture environmental impacts within the literature. Selected asphalt mixtures with RAP will be tested with state-of-the-art tools, such as AMPT to predict their performances. The outcomes can be the basis for a perpetual pavement, e.g., composite pavement etc. ]]></description>
      <pubDate>Wed, 24 Apr 2019 20:52:56 GMT</pubDate>
      <guid>https://rip.trb.org/View/1601904</guid>
    </item>
    <item>
      <title>Performance Characteristics of Modern Recycled Asphalt Mixes in Missouri, Including Ground Tire Rubber, Recycled Roofing Shingles, and Rejuvenators</title>
      <link>https://rip.trb.org/View/1594494</link>
      <description><![CDATA[A comprehensive laboratory and field investigation was carried out to evaluate the performance of recycled asphalt mixtures in Missouri by researchers at the University of Missouri-Columbia, in collaboration with the Missouri Department of Transportation and the Midwest Transportation Center. 
Eighteen field sections were evaluated, including a number of sections from the recent Long-Term Pavement Performance (LTPP), Special Pavement Sections (SPS-10) project in Osage Beach, Missouri, which was constructed in 2016. Binder testing and mix performance tests were carried out on field cores and laboratory compacted specimens. 
Based on the findings of the study, the following conclusions were drawn: (1) Missouri’s practices for the responsible and effective use of recycled materials is sound and continues to improve over time. Recent mix designs demonstrate more appropriate balancing between recycled material levels and virgin binder selection, resulting in better performance tests results when compared to older recycled mix designs. (2) Opportunities exist for further improving recycled mix design methods and recycling optimization in Missouri, including (a) moving to higher asphalt binder replacement (ABR) levels, by implementing mixture performance tests (balanced mix design); (b) increasing the use of recycled ground tire rubber (GTR) in Missouri mixes, by using balanced mix design to certify mixes using new, more economical GTR recycling methods, and; (c) researching the use of recycled materials in stone-mastic asphalt (SMA) designs. 
It is recommended to further evaluate and fine-tune mix performance tests for use in balanced mix design, which is particularly important for modern, heterogeneous recycled mixes.
]]></description>
      <pubDate>Sat, 23 Mar 2019 12:51:13 GMT</pubDate>
      <guid>https://rip.trb.org/View/1594494</guid>
    </item>
    <item>
      <title>Asphalt Mixtures with Crumb Rubber Modifier for Longevity and Environment (2.1)</title>
      <link>https://rip.trb.org/View/1591025</link>
      <description><![CDATA[The main research plan is to study new materials that will make some positive changes in the durability and longevity of the life of transportation infrastructure, e.g., new asphalt mixtures with Crumb Rubber Modifier (CRM). CRM is recycled rubber produced from waste scrap tires, and when it is incorporated into paving asphalt mixtures, CRM provides many positive improvements in deformation resistance, fatigue resistance and noise reduction 
Encouraged by successful laboratory study results, CRM became one of the popular materials to modify the properties of conventional asphalt paving materials for pavement longevity, e.g., No-agitation Tire Rubber Modified Bitumen (TR-MB). Since there are 1 billion tires stockpiled and 300 million annual increments of tires generated per year in the United States, CRM also could be the potential solution for the solid waste problem.
TR-MB is quite a new technology leading to bituminous binders, such as polymer-modified bitumen, in terms of both rheology and required efforts during paving operations. Their manufacturing is strongly dependent on the selected processing variables as well as on the selected materials. This research will include studying the influence of processing conditions on the modification process, storage stability and overall properties of the final bitumen-tire rubber blends.
The objectives of this project are to:

(1) Investigate the benefits of the crumb rubber modifier (CRM) for pavement longevity; 
(2) Study the effects of increasing CRM contents on permanent deformation, fatigue cracking, skid resistance and roughness; 
(3) Decrease the demand of pure bitumen and to use eco-friendly materials;
(4) Develop appropriate mix designs for asphalt mixtures with CRM as modifier, which provides maximum positive impacts on reducing rutting and cracking; and,
(5) Promote the maximum and optimal use of CRM in the asphalt pavement.
]]></description>
      <pubDate>Thu, 07 Mar 2019 15:00:16 GMT</pubDate>
      <guid>https://rip.trb.org/View/1591025</guid>
    </item>
    <item>
      <title>Evaluation of Asphalt Rubber and Reclaimed Tire Rubber in Chip Seal Applications</title>
      <link>https://rip.trb.org/View/1521615</link>
      <description><![CDATA[The objective of this study is to improve the durability and to extend the life of chip seal applications in Louisiana using rubber-modified emulsion and reclaimed rubber tires in the aggregate layer.  To achieve this objective, the study will review state practices in the use and construction of rubberized chip seal including both asphalt rubber, rubber-modified emulsion, and reclaimed rubber tires in the aggregate layer.  Based on this review, job mix formula will be developed for rubberized chip seal and will be evaluated in the laboratory.  Crumb rubber will be used as a binder modifier as well as part of the aggregate stone.  Construction, short-term field performance, and cost-benefit analysis of this new class of asphalt surface treatment will be evaluated to facilitate implementation in pavement preservation activities.]]></description>
      <pubDate>Wed, 04 Jul 2018 20:05:14 GMT</pubDate>
      <guid>https://rip.trb.org/View/1521615</guid>
    </item>
    <item>
      <title>Producing Bio-Modified Rubber (BMT) Asphalt; A Sustainable and Bio-Based Alternative for Petroleum-Based Asphalt</title>
      <link>https://rip.trb.org/View/1442173</link>
      <description><![CDATA[The contract for this project has just been signed. This follow-on project will explore and establish technical and scale-up feasibility and market viability of bio-modified rubber (BMR) asphalt (developed in an earlier IDEA Project NCHRP-171) as a sustainable bio-based alternative to petroleum-based asphalt and test it in the field. Work in Stage 1 will focus on designing and building a prototype to perform thermochemical liquefaction of swine manure, followed by filtration and vacuum distillation to produce an amide-enriched bio-modifier. This modifier will be blended with crumb rubber to activate the rubber surfaces. During blending (at 175ºC with 20 minutes residence time), molecules of bio-modifier will cleave polysulfidic crosslinks of swollen vulcanized crumb rubber in the absence of oxygen to promote interaction between the rubber surface and the amide groups in bio-modifier molecules. Amide-type organic compounds have a polar end and a non-polar hydrocarbon tail. When BMR is added to the asphalt binder, the polar end attaches to the rubber (polar surfaces) and the tail attaches to asphalt (non-polar) promoting interaction between BMR and the asphalt matrix. This reduces the propensity of rubber segregation within the asphalt blend and enhances asphalt rheological properties. In addition, the prototype unit will be able to produce sufficient BMR for laboratory and field evaluation. Work in Stage 2 will focus on experimental evaluation of BMR asphalt, alone and within the paving mixture. Superpave PG grading will be conducted for three selected BMRs. In addition, a comprehensive analysis at both binder and mixture levels will be performed. At the binder level, chemical and rheological characteristics of bio-asphalt before and after short-term and long-term aging (RTFO and PAV) will be investigated At the mixture level, Superpave mixtures will be prepared using three different BMRs for both intermediate and low temperature performance. Tests to be performed will include a low temperature cracking test [disk-shaped compact tension (DCT) test following ASTM D7313]. Stiffness will be investigated by measuring the dynamic modulus and flow number (AASHTO TP79). Moisture resistance will be investigated using a Hamburg wheel-track tester (AASHTO T324). Finally, the compounds that leach out from each of the mixtures will be analyzed and compared with ground water standards. The best performing BMR asphalt mixture will be selected for a trial field section. The trial section will use two rubber modified asphalts -- one with BMR (surface treated rubber) and the other with un-treated rubber. Field work will be done in collaboration with the industry partner and the North Carolina DOT. The mixing temperature and level of agitation for both asphalts as well as the number of roller compaction passes will be monitored to compare the ease of application of the two mixtures. In addition, field samples will be collected before and after compaction to conduct performance testing following North Carolina DOT specifications.
]]></description>
      <pubDate>Sun, 08 Jan 2017 10:26:20 GMT</pubDate>
      <guid>https://rip.trb.org/View/1442173</guid>
    </item>
    <item>
      <title>Evaluation of Crumb Rubber Modification of Louisiana Mixtures</title>
      <link>https://rip.trb.org/View/1351393</link>
      <description><![CDATA[The objective of this research is to evaluate the effect of using crumb rubber modification (CRM) on Louisiana asphalt mixtures.  The evaluation will include impacts of modification on design volumetric,  loaded wheel testers (LWT) performance, and semi-circular bending (SCB) performance.  Dense graded and gap graded mixtures will be evaluated. This research will also evaluate potential methods for quality control/quality assurance (QC/QA) of binders modified with crumb rubber.  The binder evaluation will include standard Strategic Highway Research Program (SHRP) Superpave Rheometer testing, chemical evaluation, and extraction.]]></description>
      <pubDate>Thu, 23 Apr 2015 01:00:27 GMT</pubDate>
      <guid>https://rip.trb.org/View/1351393</guid>
    </item>
    <item>
      <title>Producing a Sustainable and Bio-Based Alternative for Petroleum-Based Asphalt</title>
      <link>https://rip.trb.org/View/1334856</link>
      <description><![CDATA[This project will develop, characterize, and demonstrate the application of a bio-asphalt based on swine manure and crumb rubber as an alternative to petroleum-based asphalt for highway construction. Work in Stage 1 will focus on producing and characterizing the bio-asphalt. Thermochemical liquefaction of swine manure followed by filtration and vacuum distillation will be used to produce bio-adhesives. The resulting bio-adhesive will be blended with crumb rubber with a specified gradation to produce bio-asphalt. Chemical and molecular structural characterization of the bio-asphalt will be performed to determine the make-up of bio-asphalts at different percentages of crumb rubber. The collected data will serve as input for molecular modeling and for correlating bio-asphalt's chemical make-up to its rheological properties. Following the development of atomistic models, computation experiments will be conducted to determine bio-asphalts' mechanical properties (adhesion, modulus, viscosity) and to correlate microscopic quantities with corresponding macroscopic quantities. Work in Stage 2 will focus on laboratory performance evaluation of bio-asphalt to determine whether bio-asphalt can replace petroleum-based asphalt. The study will include both binders and mixtures. Short- and long-term aging (RTFO and PAV) will be incorporated to account for oxidative aging occurring both during construction and pavement service life. At the mixture level, Superpave mixture will be used to evaluate the merits of replacing petroleum-based asphalt with bio-asphalt. Compacted asphalt mixture will be used to account for field compaction. Standard tests will be conducted to determine low temperature cracking of mixtures (ASTM D7313), mixture stiffness (AASHTO TP79) and moisture resistance (AASHTO T324). To evaluate the impact of the bio-asphalt on surface and ground water quality, compounds that leach from the mixture specimen will be characterized and compared with ground water standards. The final report will provide all relevant data and product specifications and guidelines for application of bio-asphalt by highway agencies.]]></description>
      <pubDate>Wed, 10 Dec 2014 01:02:27 GMT</pubDate>
      <guid>https://rip.trb.org/View/1334856</guid>
    </item>
    <item>
      <title>Environmental Impacts and Energy Efficiency of Rubberized Warm Mix Asphalt (R-WMA) for Sustainable Road Construction</title>
      <link>https://rip.trb.org/View/1236251</link>
      <description><![CDATA[Rubberized Hot Mix Asphalt (R-HMA), produced by adding between 15-20 percent crumb rubber from scrap tires to the asphalt binder is an environmentally friendly alternative to conventional hot mix asphalt (HMA). Use of R-HMA equates to recycling more than 1,250 scrap tires per one lane-kilometer overlaid with a thin (45 mm) overlay. Apart from recycling benefits, R-HMA has also been shown, through extensive research, to have superior performance in terms of fatigue and reflective cracking, two primary failure modes for asphalt pavements. Half the thickness of R-HMA will provide the same cracking life as full thickness HMA for overlays of cracked pavement according to research conducted by the University of California Pavement Research Center (UCPRC). However, more widespread use of R-HMA is limited by the need to produce and construct these mixes at much higher temperatures. Because of the higher viscosity of rubberized asphalt binder, production of R-HMA requires higher temperatures than are required for mixing of conventional HMA (190°C to 220°C [375°F to 425°F] for R-HMA compared to 140°C to 160°C [280°F to 320°F] for HMA). While R-HMA uses waste tire material and extends the life of pavements, it comes at the cost of increased energy consumption, emissions, odors, and fumes during production and construction due to higher temperature requirements. New technology is now available to reduce the production temperatures by between 15°C and 55°C (30°F to 100°F). These technologies collectively are referred to as Warm Mix Asphalt (WMA). The use of warm-mix asphalt technologies can potentially reduce these temperatures by up to 55°C (100°F) without any negative effects on performance. No research is being carried out to quantify the environmental benefits and energy savings. This information is needed by road and environmental authorities to support decisions to use Rubberized Warm Mix Asphalt (R-WMA) in rehabilitation projects nationwide.]]></description>
      <pubDate>Thu, 03 Jan 2013 15:43:44 GMT</pubDate>
      <guid>https://rip.trb.org/View/1236251</guid>
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