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    <title>Research in Progress (RIP)</title>
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    <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>Selecting Appropriate Mitigation Methods for Soil Slope Failures: A Safety and Equity-Centric Approach
</title>
      <link>https://rip.trb.org/View/2628205</link>
      <description><![CDATA[Soil slope failures pose significant risks to both human lives and infrastructure, necessitating effective mitigation strategies. This research proposal aims to investigate the selection of appropriate mitigation methods for soil slope failures, with a dual focus on safety and equity considerations.
The proposed study will employ a multidisciplinary approach, integrating geological, climatic, geotechnical engineering, and socioeconomic perspectives. It will begin with comprehensive review of existing mitigation methods, including slope flattening, stabilization, lightweight fill, and drainage. Subsequently, a systematic evaluation framework will be developed to assess the efficacy of these methods in terms of safety enhancement and equitable distribution of benefits.
Safety considerations will encompass factors such as slope stability and resilience to extreme weather events. Equity considerations will involve analyzing the distribution of risks and benefits among different socioeconomic groups, with a particular emphasis on vulnerable communities disproportionately affected by soil slope failures.
Taking advantage of the collected field slope data for the Kansas Department of Transportation (KDOT) geotechnical asset management system, computational modeling techniques will be employed to quantify the performance of various mitigation strategies under different scenarios. Additionally, stakeholder consultations will be conducted to incorporate local knowledge and community perspectives into the decision-making process.
The anticipated outcomes of this research include a set of guidelines for selecting optimal mitigation methods tailored to specific soil slope failure scenarios, taking into account both safety and equity. By integrating technical expertise with social equity principles, this study seeks to contribute to the development of more resilient and equitable disaster risk reduction strategies for soil slopes. This research will contribute to the knowledge and procedure for selecting optimal mitigation methods of soil slopes to address their safety and community equity. 
]]></description>
      <pubDate>Fri, 21 Nov 2025 14:23:07 GMT</pubDate>
      <guid>https://rip.trb.org/View/2628205</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>Improving Safety by Eliminating the Bump at End of the Bridge Using Lightweight Backfill and Geosynthetics</title>
      <link>https://rip.trb.org/View/2341567</link>
      <description><![CDATA[Seasonal temperature changes, traffic loading, and compressible foundation can induce bridge abutment movements, which result in differential settlement between bridge and abutment, i.e., bump. Bumps create a hazardous condition for vehicles, which increases motor vehicle fatalities and costs for maintenance and repair. The bump at the end of the bridge is a universe problem for transportation infrastructure around the world including the US. It has caused many motor vehicle fatalities and costed more than 100 million dollars annually to maintain and repair in the US alone. A laboratory study done by this research team has demonstrated the effectiveness of using geogrid reinforcement with geofoam to mitigate the bump problem when the abutment is on a firm foundation. Lightweight backfill is expected to reduce the settlement of bridge abutments on a compressible foundation; therefore, the combination of lightweight backfill with geosynthetics is expected to eliminate the bump even when the abutment is on a compressible foundation. This combined technology needs to be verified by a numerical study and then a field study in the future. The outcome of this project will lead to the development of innovative and sustainable technology for eliminating the bump at the end of the bridge. The successful development of this technology will improve the safety of the bridge approach and the economy of bridge maintenance and repair.]]></description>
      <pubDate>Mon, 19 Feb 2024 16:04:06 GMT</pubDate>
      <guid>https://rip.trb.org/View/2341567</guid>
    </item>
    <item>
      <title>Internal Curing of 3D Printed Engineering Cementitious Composites: Paving the Way for Sustainable and Durable Infrastructure in the Southwest Climates </title>
      <link>https://rip.trb.org/View/2291297</link>
      <description><![CDATA[Additive manufacturing (AM), or 3D printing, is considered the next industrial revolution, allowing for the flexible production of industrial products. This emerging technology can aid engineers and architects in creating complex representational models economically and quickly during the design phase of an infrastructure project. When it comes to selecting materials for 3D printing of infrastructures, Engineered Cementitious Composites (ECC) have several potential benefits. ECC is a novel class of high-performance fiber-reinforced material with demonstrated exceptional properties. This study aims to investigate the feasibility of using internal curing of ECC materials for 3D printing, on a small scale. The goal is to construct durable infrastructures by adapting novel 3D printing technology for the future of transportation construction. A complementary goal is to examine the internal curing potential of the ECC materials used for 3D printing. The specific objectives of this research are: (1) Advance the application of innovative manufacturing techniques, 3D printing in this case, in transportation infrastructure projects in low-humidity regions like New Mexico; (2) Modify ECC mixes developed by the PI to enhance their mechanical and durability performance by incorporating internal curing agents, specifically lightweight aggregates. A 50% weight substitution of cement with suitable alternatives (fly ash and slag) will be pursued; (3) Investigate the effect of different types (local New Mexico pumice and expanded glass) and contents of internal curing agents (across three distinct substitution levels for normal weight aggregates, comprising 25%, 50%, and 100% replacement) on the performance of ECC for transportation infrastructure; (4) Ensure printable ECC mixes performance by thoroughly examining fresh properties including water content, extrudability, and buildability for 3D printing by 3D printing a zigzag pattern and wall; (5) Assess the feasibility of designing an ECC mix suitable for 3D printing infrastructure in arid conditions. This will be achieved by evaluating mechanical properties, including compressive, flexural, and tensile strength, across three distinct curing regimes. The goal is to establish an ECC composition demonstrating robust mechanical performance and durability within dry environments, enhancing its suitability for 3D-printed infrastructure applications; (6) Explore the economic viability of the 3D-printing process and the ECC used for transportation infrastructure projects.]]></description>
      <pubDate>Thu, 16 Nov 2023 17:47:48 GMT</pubDate>
      <guid>https://rip.trb.org/View/2291297</guid>
    </item>
    <item>
      <title>Extend Service Life of Concrete Bridges Decks with Internal Curing</title>
      <link>https://rip.trb.org/View/2292366</link>
      <description><![CDATA[Proper curing of the concrete during the hydration process plays a vital role in the durability and longevity of the service life of concrete structures. Conventional curing techniques adopted for bridge decks are applied externally through wet-burlaps, thermal insulators, or membranes. Due to the large surface areas of bridge decks and pavement concrete, these external methods are not always effective in providing sufficient moisture to support the long-term hydration of the concrete cementitious matrix. This leads to plastic shrinkage cracks, a considerable loss of strength, and abrasion resistance. Even though strength development on the concrete surface is adversely affected by improper external curing, long-term durability is a much more significant concern. IC-HPC offers a unique approach to more durable and sustainable concrete. IC-HPC is produced by incorporating highly absorptive materials such as pre-wetted lightweight aggregate (LWA), super absorbent polymers, or chemical admixtures. These materials readily desorb water into the cementitious matrix during hydration, promoting internal humidity and boosting concrete to offer its maximum potential, especially with the loss of external curing efficiency. To evaluate the efficiency of internally cured concrete for New Jersey bridge structures, the framework of this research proposes two main phases. Phase I consist of an extensive review of other neighboring states’ DOT’s specifications, lessons learned, and challenges of the current practices for IC-HPC in the US. Afterward, Phase II is aimed to; (1) conduct a laboratory testing program tailored to evaluate the use of LWA to produce more durable concrete, (2) assess the technical feasibility of implementation of IC-HPC, and (3) perform LCCA for the benefits expected. This research is devoted to promoting the application and production of IC-HPC in NJ.]]></description>
      <pubDate>Wed, 15 Nov 2023 17:59:44 GMT</pubDate>
      <guid>https://rip.trb.org/View/2292366</guid>
    </item>
    <item>
      <title>Durability of Lightweight Concrete Bridge Decks</title>
      <link>https://rip.trb.org/View/2270035</link>
      <description><![CDATA[A primary benefit of using lightweight aggregate in concrete bridge deck construction is a reduction in dead loads that, in turn, reduces structural demands. However, anecdotal evidence from Utah Department of Transportation (UDOT) personnel suggests that bridges with these decks are deteriorating more quickly than similar bridges with decks constructed of normal weight concrete. The potentially reduced lifespan and/or increased need for maintenance resulting from more rapid deterioration constitute a significant cost. For this reason, an investigation of the durability of these decks is needed. The objectives of this research are to investigate the condition of several lightweight concrete bridge decks in Utah and, if possible, identify mechanisms that are causing premature deterioration.]]></description>
      <pubDate>Tue, 17 Oct 2023 18:43:07 GMT</pubDate>
      <guid>https://rip.trb.org/View/2270035</guid>
    </item>
    <item>
      <title>Development of Soil-Biochar Mixtures as a Sustainable and Multi-Functional Roadway Fill Material</title>
      <link>https://rip.trb.org/View/1891229</link>
      <description><![CDATA[The goal of this research is to develop soil-biochar mixtures as a sustainable, economical, and
multi-functional lightweight fill material for roadway embankment applications. Many lightweight
fill materials have limited applications due to their high costs and energy-intensive manufacturing
processes. Biochar is an environmentally friendly and economical carbon-rich product formed by
combusting waste biomass (e.g., forestry and agricultural residues) in an oxygen-limited
environment through a process known as pyrolysis. Since biochar has a much lower density than
typical soils, biochar is suitable for roadway applications as a lightweight fill material. Furthermore,
biochar has a high surface area and porosity and excellent ability to adsorb a variety of
contaminants, which has been amended in the soil to increase soil water retention, reduce
potentials of soil cracking and erosion, adsorb contaminants, and enhance soil aggregation. Due
to these favorable properties of biochar, soil-biochar mixtures have high potential to serve as a
multi-functional lightweight fill material for roadway embankment applications to decrease the
applied load to foundation soil, enhance the factor of safety against slope stability failure, reduce
the soil erosion and cracking potential, and remediate the stormwater runoff.
This research investigates the mechanical and hydraulic properties of sand-biochar mixtures as
a sustainable and multi-functional fill material for roadway embankment applications. 1D
consolidation tests instrumented with bender elements will be performed to investigate the
modulus and compressibility of sand, biochar, sand-biochar mixtures, and sand-biochar mixtures
treated by cement. Different mixing ratios between sand, biochar, and cement will be investigated.
Next, the hydraulic conductivities of sand, biochar, sand-biochar mixtures, and sand-biochar
mixtures treated by cement will be conducted using an automated permeameter. Based on these
test results, an optimal mixing ratio (i.e., high mechanical strength and excellent drainage property)
between sand, biochar, and cement will be selected for the lightweight fill applications.
Maintaining the statewide highway embankment systems is a significant challenge with
considerable impacts on the limited budgets of state DOTs. Also, numerous embankments on
soft soils in Region 6 rely on pile installation and ground improvement, which requires complex
and pricey construction. Due to increasingly stringent stormwater regulations, many DOTs are
required to remediate stormwater for water runoff, metals, bacteria, and other pollutants.
Therefore, the development of lightweight fill material composed of sand-biochar mixtures, which
have potential in reducing erosion and cracking potential, retaining containments, and reducing
stormwater runoff, is relevant to DOTs mission on sustainable design of roadway embankment.]]></description>
      <pubDate>Wed, 10 Nov 2021 08:23:45 GMT</pubDate>
      <guid>https://rip.trb.org/View/1891229</guid>
    </item>
    <item>
      <title>Heated Pavements: Phase Change Materials</title>
      <link>https://rip.trb.org/View/1503750</link>
      <description><![CDATA[It was shown in previous work (Task 1C) that phase change materials (PCMs) can be used in concrete pavement to alter anti-icing practices, being successfully and economically used to delay or prevent ice formation. The incorporation of PCMs in lightweight aggregate (LWA) is a promising approach to mitigate ice formation in concrete pavements; however, only medium size laboratory tests were conducted in Task 1C. This research will place full-size concrete slabs at an Indiana airport. In addition, slabs will be produced in Oregon to further evaluate existing models for the interpretation of data from the field sites. The work will focus on documenting full-scale construction practices, measuring properties of field manufactured concrete using LWA with PCM, monitoring temperature in the pavement slabs and at the paving sites, and ice formation at the paving locations over the course of the project.  The work will also extend laboratory durability testing as well as extending the modeling to indicate airport locations where the use of PCM (passive heating) has the greatest economic viability and potential success. This is the next logical step in extending this work to the field.
While the previous work with PCC examined the potential for using porous aggregate with PCM, work completed thus far in Task 1E determined that porous aggregate containing PCM cannot be used to incorporate PCM in asphalt mixtures. The PCM interacts with asphalt binder, to the detriment of the system. The research team therefore had to seek alternative methods for incorporating PCM in asphalt pavements. The most promising method is encapsulation of the PCM by some sort of shell material that can withstand the temperatures of asphalt mixture production and placement. When the original Task 1E proposal was written and approved, the extensive work required to develop a viable method for incorporating PCM in asphalt pavement was not anticipated. As the research proceeded additional work beyond the original scope of the project was required. This research proposal includes additional monies and time to complete Task 1E.
To complete Task 1E, a series of laboratory specimens will be prepared that demonstrate how PCM can be used in asphalt pavement or in a layered asphalt pavement system. Data obtained will be used to assess the heat capacity, thermal conductivity, and liquidus temperature of the PCM in the asphalt. Additionally, a series of large-scale specimens will be produced and exposed to a range of temperatures and humidities. The work will also evaluate conditions (i.e., rate of heat decrease or precipitation rate) where PCM may not be sufficient to reduce ice formation. Lastly, the final report from Task 1E will be completed and contain the research findings and recommendations for implementation.
]]></description>
      <pubDate>Fri, 02 Mar 2018 13:32:06 GMT</pubDate>
      <guid>https://rip.trb.org/View/1503750</guid>
    </item>
    <item>
      <title>Development of Rapid PCC Pavement Repair Materials and Construction Techniques</title>
      <link>https://rip.trb.org/View/1364462</link>
      <description><![CDATA[The proposed project will investigate cost-effective, rapid pavement repair techniques that can reduce cost and duration. Two types of concrete materials are proposed to be investigated in this project, including adaptive rheology concrete, and crack-free early strength concrete for rapid pavement repair. Reducing the construction duration and enhancing early age and long term performance, is the key solution for decreasing both the direct and indirect costs.  The first focus of this research is rapid full-depth repair (FDR) using crack-free early strength concrete. Portland cement concrete pavements (PCCP) exhibiting severe distress such as transverse cracks and shattered slabs and corner breaks require FDR. The distress are caused by inadequate slab length and deficient slab thickness (design issues), concrete with high coefficient of thermal expansion or modulus (materials issues), or non-uniform or insufficient base support (construction issues). The full-depth repair involves removing damaged area of the slab and placing full-depth pavement with tie bar in longitudinal joints and dowel bar in transverse joints. Due to the opening requirement of the pavement to traffic in few days after placing repair concrete, it is essential to achieve high early strength in repair concrete.  To promote early age strength and setting, low water to cementitious materials ratio (w/cm) with high content of type III cement are common in rapid repair. Drying shrinkage, autogeneous shrinkage, and high heat of hydration are observed in the repair materials. The gradients of shrinkage and temperature though the thickness of repair concrete with the restraints of surrounding old concrete pavement can cause premature cracking at the surface (Shin, 2000). Conventional curing methods using curing compounds and cover are not sufficient to prevent the cracking in repaired pavement.  In this research, several methods will be considered to minimize stresses caused by shrinkage and temperature changes. Internal curing can reduce substantial autogeneous shrinkage at early age and increase long term compressive strength in high-performance blended cement mortars (Bentz, 2007). Internal curing using the light weight aggregate (LWA), recycled concrete aggregate (RCA), expanded slate (shale), and superabsorbent polymer will be investigated. The effects of absorption and deception capacity of the aggregate with the size of materials will be investigated. Using synthetic fiber and SRA of repair concrete is the next method to consider. The research findings in the first approach on the SCC will be considered to enhance compaction of repair concrete at the bottom and side of the repairing area.  The second approach is to develop flowable concrete with adaptive rheological properties to be used repair patching. The main problems associated to repair work are bonding between the repair material and the substrate and differences in shrinkage or thermal changes, leading to cracks and preferential paths for water intrusion. Based on the above methodology, the use of SRAs, expansive agents and fibers in SCC can be investigated. The advantage of the expansive agents is that shrinkage is fully compensated, while the flowability of SCC result in a better bonding with the substrate, as no air gets entrapped between the two layers. The absence of consolidation can further enhance the bonding between the substrate and the repair material. Due to vibration, water is drawn near the interface, creating a weaker bond, similar to the interface transition zone (ITZ) for coarse aggregates in concrete.  Due to the increasing amount of paste and the cementitious materials content in SCC mixtures, shrinkage and cracking potential will be an issue compared to the conventional concrete mixtures (Lomboy et al. 2011). It is required to focus on optimization of mix design in terms of the paste content, Portland cement content, w/cm, and incorporation of proper types and amounts of shrinkage reducing admixtures (SRAs) and fibers to decrease the shrinkage and control the cracking potential in hardened concrete.  The cost-effectiveness will be achieved by optimizing the SCC mix design. One key component in this optimization procedure is the granular skeleton formed by the aggregates. Cost-effective SCC requires an appropriate aggregate grain size distribution to minimize paste content. With this appropriate grain size distribution, the cost of the concrete can be reduced, as well as the shrinkage potential. Based on developed theories on particle packing in concrete, optimized grain size distributions can be created with locally available materials.]]></description>
      <pubDate>Sat, 08 Aug 2015 01:01:20 GMT</pubDate>
      <guid>https://rip.trb.org/View/1364462</guid>
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