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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>
    <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>Comparing Resistivity and Conductivity in Metal Culverts</title>
      <link>https://rip.trb.org/View/2582927</link>
      <description><![CDATA[Currently, the New Mexico Department of Transportation (NMDOT) uses the “2018 NMDOT Culvert Resistance Spreadsheet” (CRS) when estimating the service life of culverts. The values of resistivity in the CRS for different types of culverts of varying material (steel, concrete, aluminum, plastic, etc.) and of varying wall thickness with different corrosive inhibitor coatings were collected from manufacturers’ specification literature. With all these manufacturers’ values being reported in resistance (ohm-cm), it was assumed that the electrical conductance (milliSiemens per meter, mS/m) values reported by the Natural Resources Conservation Services (NRCS) for soils throughout New Mexico were indirectly proportional to each other, based on Ohm’s law. Furthermore, the resistivity of the soil is determined in-situ adjacent to the culvert and the values reported by NRCS are from electrical conductivity (EC) tests conducted in a lab from field-collected soil samples. These two methods, in-situ and laboratory are significantly different in procedure and produce values of different units, ohm-cm (resistivity) and mS/m (conductivity), respectively. It is assumed that the laboratory test is more accurate than the field tests, which will be evaluated in this proposed project. Providing a better understanding of and evidence that these two methods, although different, produce results that are indirectly proportional to each other will enhance NMDOT’s continued usage of their CRS when calculating service life of culverts.

OBJECTIVES: The main objectives of this proposal are as follows:

Conduct a literature review of similar work on culvert service life estimation coupled with field and laboratory analysis. Research various (inexpensive and expensive) in-situ and laboratory soil testing equipment to be used for this study and then provide recommendations for NMDOT;
Test various (inexpensive and expensive) in-situ and laboratory soil testing equipment on approximately 20 sites throughout New Mexico;
Compare service life estimates to existing removed culverts with soil samples tested in-situ and in the laboratory and measure corrosive effects on these removed culverts;
Validate the assumptions made in NMDOT CRS for culvert service life estimates; 
Adjust the CRS if needed.]]></description>
      <pubDate>Tue, 05 Aug 2025 13:13:14 GMT</pubDate>
      <guid>https://rip.trb.org/View/2582927</guid>
    </item>
    <item>
      <title>Updating VDOT’s Concrete Permeability Requirements</title>
      <link>https://rip.trb.org/View/2476010</link>
      <description><![CDATA[This study aims to update Virginia Department of Transportation's (VDOT’s) concrete permeability requirements by revising the Virginia Test Method (VTM) 112 and VDOT’s Road and Bridge Specifications. The focus is on enhancing VDOT’s concrete permeability testing by expanding the use of resistivity-based methods, such as the surface resistivity, AASHTO T 358 (VTM 112 - Method B), which correlate well with results from the rapid chloride permeability test (RCPT), ASTM C1202 (VTM 112- Method A). Resistivity-based methods are faster and easier to conduct while providing a reliable indicator of concrete durability. This study will determine the effects of various curing methods and mixture compositions on resistivity and chloride permeability, aiming to establish new resistivity-based specifications. The outcome of this study will be a revised VTM 112 and updated permeability requirements that improve concrete approval and acceptance processes, reduces time consuming testing, and enhances the durability assessment of concrete materials across Virginia. ]]></description>
      <pubDate>Sat, 14 Dec 2024 08:50:43 GMT</pubDate>
      <guid>https://rip.trb.org/View/2476010</guid>
    </item>
    <item>
      <title>Advancing Performance Engineered Concrete Mixtures and Sustainability Assessment
</title>
      <link>https://rip.trb.org/View/2414053</link>
      <description><![CDATA[The long service life expectations of pavements, bridges, and other components cannot be reliably met by using traditional tests for specification and acceptance, which center around three criteria:  slump, air content, and compressive strength, which are only loosely related to deterioration phenomena and do not always ensure satisfactory field performance.  The Federal Highway Administration (FHWA), public agencies, and industry are moving towards performance engineered construction materials for more durable and sustainable concrete infrastructure.  Performance engineered concrete mixtures (PEM) include optimized mixture designs (materials selection, aggregate gradation, cement content etc.) that provide improved durability and sustainability. FHWA has established the PEM Initiative, which focuses on state agency implementation of PEM guidance provided in AASHTO R 101, “Standard Practice for Developing Performance Engineered Concrete Pavement Mixtures.”  To support movement towards performance specification provisions, North Carolina Department of Transportation (NCDOT) has invested in two research studies and two pilot projects. These projects have provided an advanced understanding of testing and specification approaches that could be used to support PEM, shadow specification development and deployment on two pilot projects.  Although proposed testing targets and initial pilot projects have been largely successful, additional laboratory testing, field trials and technology transfer are needed to support implementation of these approaches in upcoming NCDOT specification revisions.
Recently, FHWA, agencies, and external stakeholders have increasingly called for improvements in the sustainability of highway infrastructure.  Initiatives to lower embodied carbon, reduce greenhouse gas emissions, and mitigate other environmental impacts are underway at both federal and state levels.  PEM approaches directly support improvements to the sustainability of concrete infrastructure through use of concrete efficiently, use of cement efficiently, reducing construction impacts, and reducing user costs (Taylor 2023).  The mixture proportioning approaches advanced by this and previous projects support a reduction in cement content, increased use of sustainable materials such as Type IL cement and supplementary cementitious materials (SCMs), and reducing waste and rework through improved constructability.  PEMs also support longer-lasting concrete for North Carolina infrastructure, reducing maintenance and rehabilitation costs as well as potentially increasing service life.  Rapid testing technologies included in the PEM initiative provide an improved understanding of concrete performance, promoting longer-life infrastructure while also reducing the burden on NCDOT and partner entities.    
Although a number of the PEM approaches support more sustainable concrete, the environmental impacts of conventional and PEM concrete mixtures used by NCDOT for structures and pavements have not been quantified and compared to each other and to other types of construction.  Quantification of the sustainability benefits of PEM concrete through life cycle analysis (LCA) is now possible using LCA frameworks supported by FHWA and other tools used in sustainability assessments.  Quantification of the sustainability benefits (via LCA) and economic benefits (via life cycle cost analysis, LCCA) of conventional and PEM mixtures would allow NCDOT to understand cost savings associated with longer service life and reduced maintenance costs, improved performance due to an enhanced focus on quality during construction, and understand the link between laboratory test results and performance.  This assessment will assist NCDOT in meeting its goals and requirements to improve the sustainability of its concrete infrastructure directly supporting NCDOT’s Climate Strategy Report, Activity 1.0 - Reduce Greenhouse Gas Emissions, since the PEM mixture design and proportioning approaches and testing technologies support Activity 1.5 - Initiate other initiatives to decarbonize the transportation sector and Activity 1.6 – Initiate other projects aimed at reducing statewide greenhouse gas emissions.  
This proposed project includes the third phase of work to support NCDOT’s movement towards implementation of performance-based provisions, with an added focus of quantifying the economic and sustainability benefits of PEMs.  Objectives of this research are to (1) perform additional laboratory testing and evaluation to support development and deployment of PEM tests and mixture design approaches, (2) implement PEM tests and shadow specifications at additional projects (specifically bridge projects and pavement projects using optimized aggregate gradation mixtures and other PEM approaches), and (3) perform assessments of sustainability benefits (economic, environmental, and social) of PEMs using LCA and LCCA.  This project will provide: (1) Recommendations regarding appropriate performance measures, performance goals, test methods, and QA and QC protocol to support NCDOT’s continued movement towards PEM. (2) Data to support implementation of surface resistivity in future specification revisions. (3) Recommendations regarding use of this information in design, specifications, construction, and QA and QC testing. (4) Additional field experience using PEM approaches and technologies in pavement and bridge pilot projects. (5) An increased number of agency, contractor, and industry personnel familiar with PEM approaches and technologies. (6) Quantification of the benefits (economic, environmental, and social) that would be achieved by using PEM technologies and approaches in structural and pavement concrete. (7) Data that benchmarks where NCDOT infrastructure as currently designed, constructed, and maintained currently stands in terms of sustainability, and an improved understanding of what sustainability strategies can be readily integrated into practice. (8) Opportunities for sustainability improvements for different types of infrastructure components, along with cost analysis to support application for funding for proactive improvements and recovery. (9) A roadmap of objectives and activities to support mid-range and longer-range advancements to support future research and implementation activities.  

Ultimately, this project will provide evidence indicating that PEMs can assist NCDOT in meeting its sustainability goals, provide cost savings for construction and QA and QC, and extend the life of concrete pavements and structures.  ]]></description>
      <pubDate>Thu, 08 Aug 2024 10:59:22 GMT</pubDate>
      <guid>https://rip.trb.org/View/2414053</guid>
    </item>
    <item>
      <title>Field Evaluation of Geophysical Applications for DOTD</title>
      <link>https://rip.trb.org/View/2111935</link>
      <description><![CDATA[This research will evaluate the effectiveness of the Electrical Resistivity, Seismic Refraction, and Cross-hole Tomography geophysical methods in Louisiana soils and provide detailed descriptions of each method, including their applicability to geotechnical engineering, pros and cons, and cost of each method and required equipment. This research will determine whether the device/test method(s) actually improves confidence in normal operations, and whether the technology should be conducted in-house requiring consultants due to the intricacies of that particular method, or if the infrequent use and equipment cost are not feasible/efficient. The researchers will then develop recommendations and provide an action plan for the Louisiana Department of Transportation and Development (DOTD) to implement and utilize these geophysical methods in various geotechnical applications in Louisiana, such as mapping lithology and foundation integrity studies.]]></description>
      <pubDate>Mon, 06 Feb 2023 12:01:35 GMT</pubDate>
      <guid>https://rip.trb.org/View/2111935</guid>
    </item>
    <item>
      <title>PEM: Influence of Curing Regimes on Formation Factor</title>
      <link>https://rip.trb.org/View/2077942</link>
      <description><![CDATA[This study will investigate new techniques for quantifying curing effectiveness of concrete materials. The study focuses on the reduction of early age shrinkage cracking.]]></description>
      <pubDate>Tue, 06 Dec 2022 09:48:37 GMT</pubDate>
      <guid>https://rip.trb.org/View/2077942</guid>
    </item>
    <item>
      <title>Geometry Verification for Concrete Resistivity Testing</title>
      <link>https://rip.trb.org/View/2077939</link>
      <description><![CDATA[This project will develop a method for normalizing resistivity measurements on different sized specimen.]]></description>
      <pubDate>Tue, 06 Dec 2022 09:48:35 GMT</pubDate>
      <guid>https://rip.trb.org/View/2077939</guid>
    </item>
    <item>
      <title>Influence of Internal Curing on Concrete’s Permeability in Simulated Field Conditions</title>
      <link>https://rip.trb.org/View/1906849</link>
      <description><![CDATA[The objective of this study is two-fold. The first objective is to assess the influence of internal curing on concrete’s transport properties using appropriate curing conditions. The second objective is to validate the surface resistivity results with bulk diffusion testing.]]></description>
      <pubDate>Fri, 28 Jan 2022 11:22:50 GMT</pubDate>
      <guid>https://rip.trb.org/View/1906849</guid>
    </item>
    <item>
      <title>Rating Concrete Permeability Based on Resistivity Measurements</title>
      <link>https://rip.trb.org/View/1877221</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Thu, 09 Sep 2021 10:01:20 GMT</pubDate>
      <guid>https://rip.trb.org/View/1877221</guid>
    </item>
    <item>
      <title>Geoarchaeological Survey Methods for Enhanced Decision-Making in ODOT's Project Development Process (PDP)</title>
      <link>https://rip.trb.org/View/1752405</link>
      <description><![CDATA[Geophysical survey methods such as ground penetrating radar, magnetic gradient (magnetometer), and electrical resistivity are the three most commonly used types of geophysical survey equipment that archaeologists use to investigate areas less invasively and less labor-intensively. Geophysical surveys are often cheaper, faster, and less destructive than standard archaeological surveying techniques (i.e. surface collecting and shovel testing).

The goal of this project is to become independent in conducting non-invasive geophysical surveys. This research project will include a comparison of three methods of geophysical survey equipment and associated software to determine what instrument or combination of instruments works best in different scenarios. ODOT currently hires consultants on a project-by-project basis to conduct geophysical surveys when needed. Over the past several years, ODOT and the Ohio History Connection (OHC) have spent hundreds of thousands of dollars on contracts to conduct these surveys. Being able to conduct these surveys in-house will save money on projects, expedite project reviews, and better manage impacts to resources. Furthermore, by having the equipment and trained staff readily available, ODOT and OHC will be able to conduct these types of investigations more frequently and fully realize the benefits of this technology.            ]]></description>
      <pubDate>Thu, 19 Nov 2020 09:27:44 GMT</pubDate>
      <guid>https://rip.trb.org/View/1752405</guid>
    </item>
    <item>
      <title>Surface Resistivity for Concrete Quality Assurance</title>
      <link>https://rip.trb.org/View/1595447</link>
      <description><![CDATA[The goal of this study was to determine the effectiveness of SRT for concrete quality
assurance and to evaluate the relationship between SRT and the three chloride ion ingress methods currently used by various State DOTs. Additionally, the influence of binder type and content, concrete age, and water-to cementitious materials ratio on the experimental results were also examined.
In this study, Type V Portland and three SCMs; namely fly ash, slag, and silica fume were used. Fine and coarse, aggregates were supplied by a local quarry. To evaluate the transport properties of the studied concretes, RMT, RCPT, and ACT were employed. The evaluations of experimental results were based on binder content, binder type, w/cm, and concrete age. 
The findings of the experimental program revealed improvements in the results of SRT, RCPT, RMT and ACT due to increases in the binder type and content, as well as concrete age. On the other hand, increases in water-to-cementitious materials ratio displayed a reversal trend. Incorporation of the secondary cementitious materials (SCMs), as a partial substitution of Portland cement, improved the results for the four testing methods and the outcomes improved with the increases in the partial replacement of Portland cement with SCMs. Amongst the three utilized SCMs, silica fume produced superior performance in all four testing programs when compared to slag and fly ash. The studied slag concretes produced better results as compared to those of the fly ash mixtures. The statistical evaluations of the test results showed strong inverse relationships between SRT and the three chloride ion penetration methods, substantiating the use of surface resistivity test for concrete quality assurance and paving the way for its adoption by the Nevada Department of Transportation and other public and private agencies.
]]></description>
      <pubDate>Mon, 12 Aug 2019 19:37:34 GMT</pubDate>
      <guid>https://rip.trb.org/View/1595447</guid>
    </item>
    <item>
      <title>Rating Concrete Water Permeability Based on Resistivity Measurements</title>
      <link>https://rip.trb.org/View/1513310</link>
      <description><![CDATA[AASHTO T 277/ASTM C 1202, Electrical Indication of Concrete Ability to Resist Chloride Ion Penetration, has been widely accepted for assessing the durability of concrete. The test provides an indication of the concrete's ability to resist chloride ion penetration, but it has many shortcomings: it is slow and time consuming, destructive, and prone to errors caused by sample heating, and it fails to adequately capture features associated with supplementary cementitious materials (SCMs). Electrical resistivity measurements (AASHTO T 358, Standard Method of Test for Surface Resistivity Indication of Concrete's Ability to Resist Chloride Ion Penetration and ASTM C 1760, Standard Test Method for Bulk Electrical Conductivity of Hardened Concrete) have the potential of providing performance-based evaluation of concrete. Although the data from these methods are easy to obtain, they may not relate to concrete water permeability. It is suggested that a formation factor that incorporates the ratio of the resistivity (&ntilde;) of the bulk concrete to the resistivity (&ntilde;0) of the pore solution or other approaches could be used to provide a better assessment of fluid transport properties. There is a need to consider using such approaches for rating concrete permeability based on resistivity measurements and providing an expedited means for assessing concrete water permeability to facilitate the evaluation of concrete durability. 
The objective of this research was to develop a recommended procedure for rating concrete water permeability based on electrical resistivity measurements.]]></description>
      <pubDate>Mon, 21 May 2018 21:54:28 GMT</pubDate>
      <guid>https://rip.trb.org/View/1513310</guid>
    </item>
    <item>
      <title>DC Resistivity for model Tunnel Boring Machines (TBM) in laboratory environment (UTI-UTC 08)</title>
      <link>https://rip.trb.org/View/1458193</link>
      <description><![CDATA[To apply a geophysical method known as Direct Current (DC) resistivity to a laboratory scale Tunnel Boring Machine (TBM) for the purpose of imaging hazards ahead of tunneling.  The objective is to determine the conditions under which such an approach is viable on a real TBM. Considerations include the highly conductive metal TBM and the location of any anomalous structures ahead of the tunnel face.  Benefits include improved geotechnical hazard prediction ahead of tunneling and reduced operational downtime. ]]></description>
      <pubDate>Mon, 29 Jan 2018 12:20:28 GMT</pubDate>
      <guid>https://rip.trb.org/View/1458193</guid>
    </item>
    <item>
      <title>Imaging of Voids Beneath Bridge Bent Using Electrical Resistivity Tomography</title>
      <link>https://rip.trb.org/View/1301308</link>
      <description><![CDATA[In an effort to better understand and define the lateral and vertical extent of shallow water-filled voids beneath a bridge bent (I-44, across Gasconade River), Missouri University of Science &amp; Technology (MS&amp;T) will acquire electrical resistivity tomography (ERT) data along six traverses immediately adjacent to the bent in question. Four of the ERT traverses will be laid out parallel to the river, two on either side of the bridge bent in question. Depending on site access constraints, the other two ERT traverses will be laid out roughly perpendicular or at a skewed angle to the river on either side of the existing bridge bent. The layout may need to change due to site access and potential issues working around the construction at the site. The intent is to use this non-invasive technology to map the lateral and vertical extent of the water-filled voids so that appropriate mitigation plans can be developed.]]></description>
      <pubDate>Fri, 07 Mar 2014 01:01:45 GMT</pubDate>
      <guid>https://rip.trb.org/View/1301308</guid>
    </item>
    <item>
      <title>Comprehensive Study to Understand Longitudinal ERW Seam Failures</title>
      <link>https://rip.trb.org/View/1261702</link>
      <description><![CDATA[This research project has three primary objectives: (1) Integrate industry and Pipeline and Hazardous Materials Safety Administration (PHMSA) data to quantify vintage seam failure statistics with focus on low-frequency electric resistance welding (LFERW) seams; (2) Understand longitudinal electric resistance welding (ERW) seam failures and on that basis quantify the effectiveness of inspection and hydrotesting to manage integrity and ensure safety to avoid/eliminate catastrophic failures; and (3) Combine outcomes of the first two objectives to help favorably close National Transportation Safety Board (NTSB) Recommendation P-09-1.]]></description>
      <pubDate>Tue, 10 Sep 2013 01:01:06 GMT</pubDate>
      <guid>https://rip.trb.org/View/1261702</guid>
    </item>
    <item>
      <title>Mapping Subsurface in Proximity to Newly-Developed Sinkhole Along Roadway</title>
      <link>https://rip.trb.org/View/1253629</link>
      <description><![CDATA[Missouri University of Science and Technology (MS&amp;T) will acquire electrical resistivity tomography profiles in immediate proximity to a newly-developed sinkhole in Nixa Missouri. The sinkhole has closed a well-traveled municipal roadway and threatens proximal infrastructure. The intent of this investigation is to characterize the subsurface expression of the sinkhole so that appropriate mitigation efforts can be designed and implemented.]]></description>
      <pubDate>Wed, 26 Jun 2013 01:00:21 GMT</pubDate>
      <guid>https://rip.trb.org/View/1253629</guid>
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