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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>
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      <link>https://rip.trb.org/</link>
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    <item>
      <title>Smart Geosynthetics for Performance Monitoring and Life Cycle Assessment of Transportation Infrastructure </title>
      <link>https://rip.trb.org/View/2646950</link>
      <description><![CDATA[Sensor-Enabled Geosynthetics (SEG) products are polymer composites that include networks of conducting fillers such as carbon black, carbon nanotubes, and graphene in their polymer formulation, enabling them to exhibit tensoresistive properties (i.e. strain sensing as a result of tension in the material). SEG technology provides a rapid and economical means to measure mechanical strain in geosynthetic products without the need for much costlier conventional instruments such as strain gauges and extensometers, and data acquisition systems. Therefore, it offers convenient and cost-effective performance monitoring technology for various transportation applications including roads and highways, reinforced soil walls, embankments, and bridge abutments. 

Previous work by the research team examined the in-isolation performance of GCG when subjected to different loading regimes. Therefore, the primary objective of the proposed project is to investigate the in-soil performance of SEG when subjected to different confining pressures, before they can be incorporated in field projects. This objective will be accomplished through a series of large-scale cyclic plate loading tests and additional ancillary tests that will be added to the similar tests that are currently carried out by the PI’s research team in two ongoing Oklahoma Department of Transportation (ODOT) projects as an expanded and unified research study. Example benefits of SEG technology include: improving the safety and performance of transportation infrastructure (i.e. roadways, retaining walls, bridge abutments, and reinforced slopes and embankments) by incorporating a monitoring and warning system, which will result in faster construction and any adjustments necessary in the construction process using real-time response data, leading to significant safety improvements, time and cost savings in the project, and the prevention of costly problems, failures and repairs during service or extreme events.  ]]></description>
      <pubDate>Tue, 06 Jan 2026 09:05:38 GMT</pubDate>
      <guid>https://rip.trb.org/View/2646950</guid>
    </item>
    <item>
      <title>High Tension Cable Median Guardrail Expected Lifespan</title>
      <link>https://rip.trb.org/View/2487331</link>
      <description><![CDATA[The Minnesota Department of Transportation (MnDOT) has been installing High Tension Cable Barrier (HTCB) Systems for approximately 20 years along heavily traveled corridors. The objective of this research is to study the lifecycle of HTCB system and the inspection process for this critical safety equipment.]]></description>
      <pubDate>Wed, 08 Oct 2025 09:59:25 GMT</pubDate>
      <guid>https://rip.trb.org/View/2487331</guid>
    </item>
    <item>
      <title>Advancing High RAP Asphalt Mixtures toward Pavement Sustainability and Net Zero Carbon Emissions</title>
      <link>https://rip.trb.org/View/2582988</link>
      <description><![CDATA[This project will advance the responsive use of high reclaimed asphalt pavement (RAP) asphalt mixtures in New Mexico, providing the New Mexico Department of Transportation (NMDOT) with significant cost savings and improved transportation systems for the traveling public. Increasing the RAP content in asphalt mixtures from 20% to 40% while improving pavement performance could reduce the material cost by $10 per ton and reduce carbon emissions by 8%. These economic and environmental benefits would be substantial to NMDOT and the people of New Mexico, considering that over 3.5 million tons of asphalt mixtures are produced annually across the state. This research will also position NMDOT at the forefront in advancing pavement longevity and sustainability while allowing NMDOT to participate in the national efforts ot the U.S. Department of Transportation (USDOT) nand collaborate with other state departments of transportation (DOTs) interested in using high RAP asphalt mixtures.

OBJECTIVE: The overall objective of this research is to advance high RAP asphalt mixtures toward pavement sustainability and net zero carbon emissions in New Mexico. Specifically, the research seeks to: Develop mix design strategies to improve the long-term pavement performance and life span of high RAP asphalt mixtures; Determine the multi-cycle recyclability of high RAP asphalt mixtures; Quantify the economic and environmental benefits of high RAP asphalt mixtures through life cycle cost analysis (LCCA) and life cycle analysis (LCA).]]></description>
      <pubDate>Tue, 05 Aug 2025 16:02:11 GMT</pubDate>
      <guid>https://rip.trb.org/View/2582988</guid>
    </item>
    <item>
      <title>Using LCA to Reduce Embodied Carbon in Pavement Infrastructure at MnDOT</title>
      <link>https://rip.trb.org/View/2577112</link>
      <description><![CDATA[The goal of this project is to investigate the use of Environmental Product Declarations (EPDs) and life cycle assessment (LCA) as a standard practice in project procurement for pavement infrastructure at the Minnesota Department of Transportation (MnDOT).]]></description>
      <pubDate>Fri, 18 Jul 2025 11:20:17 GMT</pubDate>
      <guid>https://rip.trb.org/View/2577112</guid>
    </item>
    <item>
      <title>Lifecycle Economic and Energy Efficiency Benefits of Managed Lane Corridors in Metro Atlanta</title>
      <link>https://rip.trb.org/View/2508942</link>
      <description><![CDATA[This project will compare the lifecycle economic cost and energy use of the Northwest Corridor Express Lane facility to the alternative of expanding general-purpose lane capacity along the I-75/I-575 corridors. Lifecycle energy will include energy embedded in materials, construction, on-road vehicle operations, and ongoing maintenance.]]></description>
      <pubDate>Tue, 11 Feb 2025 16:13:39 GMT</pubDate>
      <guid>https://rip.trb.org/View/2508942</guid>
    </item>
    <item>
      <title>Comprehensive assessment of alternative fueling system supply chains in the heavy duty trucking sector</title>
      <link>https://rip.trb.org/View/2495007</link>
      <description><![CDATA[This project examines production supply chains for fueling systems of heavy duty vehicles.  The project uses life cycle analysis (LCA) and extends the method to consider impacts beyond energy consumption and associated emissions, including wider societal impacts, such as air emissions generated in the production or operations process, or labor conditions for those engaged in raw materials extraction or component production.  The project builds on current research that is developing prototype supply chains and identifying “hot spots” for particular impacts.  The purpose of the research is to examine strategies for relocating resource extraction, production, and manufacturing activity to reduce overall impacts.  The case of electric batteries for trucks is used to estimate the effects of taking advantage of locations with cleaner energy mix or more robust labor standards, as for example onshoring manufacturing to the US.]]></description>
      <pubDate>Fri, 31 Jan 2025 18:42:13 GMT</pubDate>
      <guid>https://rip.trb.org/View/2495007</guid>
    </item>
    <item>
      <title>A High-Performance, Sustainable, Ultra-High-Performance Concrete Material for Highway Bridge Applications</title>
      <link>https://rip.trb.org/View/2498992</link>
      <description><![CDATA[This project will develop a cost-effective, sustainable ultra-high-performance concrete (UHPC) using recycled steel fibers from scrap tires for highway bridge applications. Work in Stage 1 will focus on procuring and characterizing raw materials, followed by UHPC mixture formation and assessments of fresh properties, fiber distribution, and microstructure. An extensive material characterization of all raw materials needed to formulate the UHPC mixture will be performed. A micromechanics guided design approach will be utilized to design reliable and quality UHPC mixtures with 100% recycled steel fiber (RSF). The bond behavior between RSF and a typical UHPC matrix will be characterized and the bonding properties between RSF and UHPC matrix will be utilized to establish a fiber pullout constitutive model for RSF, which will then be integrated into a mesoscale model for fiber reinforced concrete materials to predict the tensile and cracking properties of resulting UHPC mixtures. The fresh properties of various UHPC mixtures, including the rheological characteristics, will also be measured. The fiber distribution and dispersion quality in UHPC will be studied using X-ray computed tomography (CT). The influence of the adhered rubber on the microstructure of UHPC mixtures will be observed via optical microscopy using thin section specimens. In Stage 2, the UHPC mechanical performance will be evaluated. After high-quality UHPC mixtures are formulated, their mechanical properties will be experimentally determined. For life cycle assessment, a hypothetical highway bridge case using the final optimum UHPC material will be created and a life cycle inventory analysis covering all phases of the structure life cycle will be performed. A comprehensive life cycle assessment study will be subsequently carried out to quantify the economic, social, and environmental benefits for the new UHPC structure. Recommendations for future research and implementation will be proposed. The final report will include all relevant data, methods, models, and conclusions along with recommendations, guidelines, and implementation plans.]]></description>
      <pubDate>Tue, 28 Jan 2025 13:02:40 GMT</pubDate>
      <guid>https://rip.trb.org/View/2498992</guid>
    </item>
    <item>
      <title>Soil Stabilization Using One-Part Geopolymer: A Sustainable Approach for Enhanced Durability and Performance</title>
      <link>https://rip.trb.org/View/2474212</link>
      <description><![CDATA[Soil stabilization is a way of improving the physical properties of soil to ensure the stability and longevity of soil. Traditional soil stabilization methods commonly employ materials like Portland cement and lime. The exploration of additional options for stabilization agents has gained considerable interest. One such promising alternative is the use of geopolymers. Geopolymers are inorganic polymers formed through the activation of aluminosilicate materials with alkaline solutions. Unlike traditional cement, geopolymers utilize industrial by-products such as fly ash, slag, and metakaolin as their primary raw materials, which are abundantly available and often considered waste. The geopolymerization process involves the chemical reaction of these materials with an alkali activator, resulting in a hardened binder with superior mechanical and chemical properties. 
The goal of the present study is to use one-part ready-to-use solid geopolymer which needs only water to activate and eradicate the necessity for handling hazardous liquid alkaline activators. This research aims to evaluate one-part geopolymers as an innovative solution for soil stabilization. By addressing the technical, environmental, and economic aspects, this study seeks to establish a comprehensive understanding of the potential benefits and practical application of geopolymers in enhancing soil properties for construction purposes. 
Specific objectives of the project include the following: (1) Optimizing a one-part geopolymer formulation suitable for soil condition; (2) Evaluating the mechanical properties of geopolymer-stabilized soils including compressive strength, tensile strength, and durability; (3) Conducting life cycle assessment of the binders, and (4) Investigate the practical application methods and economic feasibility of one-part geopolymers in field conditions. 
The proposed research will consist of the following tasks. Task 1: Selecting sources of aluminosilicate raw materials, appropriate alkaline activators and soil samples. Task 2: Characterization of soil through laboratory tests, such as particle size analysis, Atterberg limits and specific gravity. Task 3: Optimize the design mix proportions and conduct mechanical tests, such as Proctor compaction tests, unconfined compressive strength, split tensile strength tests and durability tests (wetting-drying cycles, freeze-thaw cycles and chemical resistance). Task 4: Perform economic life cycle impact analysis along with leachate analysis to assess the potential for leaching harmful substances into soil. Task 5: Conduct small scale field trials with various types of soil collected from different locations of Louisiana and stabilized using the proposed one-part geopolymer formulations.
]]></description>
      <pubDate>Tue, 10 Dec 2024 13:47:34 GMT</pubDate>
      <guid>https://rip.trb.org/View/2474212</guid>
    </item>
    <item>
      <title>A framework to boost reactivity and consistency of agricultural residual ashes as a supplementary cementitious material</title>
      <link>https://rip.trb.org/View/2442008</link>
      <description><![CDATA[Project Description: Decarbonizing transportation infrastructure is one of the primary goals of the US DOT. This project aims at decarbonizing transportation infrastructure by reducing the cement usage during its construction and maintenance. For this purpose, agricultural residues (corn stover and wheat straw) with reactive silica are considered as an excellent replacement due to their wide availability in the US and reduced environmental footprint. This is because the combustion temperature for agricultural residues is significantly lower compared to the temperature required for cement clinker production. However, agricultural residues need to be pre-treated properly to be used as an effective source of replacement for cement. Although previous studies have showed that pre-treatment improves the reactivity, a framework for obtaining consistent quality of residual ashes is still missing. In this project the primary goal is to achieve such a framework that can be used to boost the reactivity and consistency of residual ashes. 

US DOT Priorities: This project supports one of the primary strategic goals of USDOT (i.e. climate and sustainability). The primary thrust area lies in preserving the environment by producing environmentally responsible construction material.  Construction and maintenance of transportation infrastructure is one of the major contributors to the release of global warming gases (especially CO2) due to the production of cement. Therefore, replacement of cement with agricultural residual ashes which has reduced environmental footprint will lower the production of cement. This project will provide a framework to boost the production of reactive and consistent quality of sustainable construction materials from agricultural residues thereby, preserving the environment.

Outputs: Major challenge of using agricultural residues as an alternative SCM is the lack of consistent quality due to change in source. This project is devised to address the above challenge. Following will be the output of the project: (1) Scientific understanding towards pre-treatment methods and the mechanism behind removal of impurities from the agricultural residues. (2) A pre-treatment framework based on empirical model that can be used to obtain consistent quality of the agriculture residual ashes. (3) Scientific understanding towards the reactivity and hydration mechanism on the usage of pre-treated and calcined agricultural ashes. (4) A life cycle analysis model that can be used to assess the cost and impact on choosing a particular pre-treatment method.

Outcomes/Impacts: This project will have the following outcomes: (1) This project will enable and enhance sustainable use of agricultural residues as an alternative SCM. By doing so, the impact of transportation infrastructure on the climate can be reduced. (2) 	Life cycle framework that can be used to choose between different pre-treatment methods based on the cost and environmental impact.

The research finding will be given through publications, conference proceedings, seminar, and workshop presentations, etc. With the help from local government and DOT, a pioneer project will be found for the field application of this new material, which can be used as a testing bed for long-term monitoring and data collection for its life cycle analysis.
]]></description>
      <pubDate>Thu, 17 Oct 2024 11:11:54 GMT</pubDate>
      <guid>https://rip.trb.org/View/2442008</guid>
    </item>
    <item>
      <title>Advancing Sustainable Transportation with Innovative Near-Zero Carbon Emission Cement Derived from 100% Industrial Byproducts</title>
      <link>https://rip.trb.org/View/2441837</link>
      <description><![CDATA[Project Description: 
The proposed project aims to develop a near-zero carbon emission cement made entirely from 100% industrial by-products. This initiative supports the Department of Transportation's goals by promoting sustainable construction practices that significantly reduce carbon emissions associated with infrastructure projects. By addressing the environmental impact of traditional Portland cement, which is a major contributor to greenhouse gas emissions, this project aligns with the Environmental Mitigation thrust area of the Environmentally Responsible Transportation Center for Communities of Concern (ERTC3). The primary objective is to create low-carbon cement formulations that reduce the carbon footprint of cement production, thereby supporting the sustainable development of transportation infrastructure.

US DOT Priorities:
The project aligns with USDOT priorities, notably in “Preserving the Environment” and “Climate and Sustainability.” By reducing carbon emissions from cement production, which is a major contributor to the transportation sector's overall carbon footprint, the project directly contributes to climate change mitigation efforts. Furthermore, by emphasizing sustainable materials derived from industrial by-products, it promotes environmentally responsible practices within the construction industry, supporting a greener economy and infrastructure.

Outputs:
The project is expected to produce a comprehensive database of industrial by-products suitable for cement production, optimized low-carbon cement formulations, and preliminary performance data from laboratory testing. Additionally, reports will be generated detailing the mechanical and environmental properties of the new materials, along with findings from the life cycle assessment to quantify the sustainability benefits.

Outcomes/Impacts:
The anticipated outcomes include a significant transformation in the transportation infrastructure landscape by promoting the use of low-carbon cement. This shift is expected to lead to reduced greenhouse gas emissions, enhanced sustainability of infrastructure, and potentially lower long-term costs due to their durability and lower maintenance needs. The project contributes to the regulatory frameworks focused on environmental and public health by providing a sustainable alternative to conventional materials. The successful adoption of these low-carbon cements can inform policy decisions and standards, leading to broader industry acceptance and practice changes aimed at a more sustainable transportation system. Ultimately, the project also emphasizes diversity and equity by involving graduate students from underrepresented backgrounds in the research process, thereby fostering inclusive practices in STEM fields.
]]></description>
      <pubDate>Thu, 17 Oct 2024 10:09:05 GMT</pubDate>
      <guid>https://rip.trb.org/View/2441837</guid>
    </item>
    <item>
      <title>Transportation Materials Resource Center</title>
      <link>https://rip.trb.org/View/2441831</link>
      <description><![CDATA[Departments of Transportation (DOTs) have shown a growing interest in harnessing the benefits of innovative materials in transportation infrastructure. However, without proper evaluation of these materials, DOTs remain hesitant to fully incorporate them into their infrastructure. The Transportation Materials Resource Center (TMRC) aims to reduce these hesitancies by evaluating potentially innovative construction and maintenance materials using life cycle analysis and materials assessments, sharing the results through information exchanges and development of standards and certifications for materials partner agencies would like to incorporate into their transportation infrastructure.

OBJECTIVES: The primary objective of the TMRC is to champion the identification and evaluation of innovative materials for use in transportation infrastructure. ]]></description>
      <pubDate>Wed, 16 Oct 2024 15:31:54 GMT</pubDate>
      <guid>https://rip.trb.org/View/2441831</guid>
    </item>
    <item>
      <title>Base Stabilization Additives – Effect on Granular Equivalency (GE), Phase II Study: Long-Term Performance Evaluation of Field Demonstration Site</title>
      <link>https://rip.trb.org/View/2441389</link>
      <description><![CDATA[Base stabilization is crucial for enhancing the structural integrity of roads by improving the strength and stiffness of the base layer, which is vital for mitigating issues with vulnerable soils and increasing the longevity and performance of road foundations. Despite progress in pavement base stabilization using proprietary additives, there is a critical need for further research to fill knowledge gaps and enhance the use of these additives for more sustainable and cost-effective road infrastructure. The existing body of research mainly focuses on non-proprietary stabilizers, with limited exploration of the performance and economic viability of proprietary options. A study sponsored by the Minnesota Local Road Research Board (LRRB) entitled, “Base Stabilization Additives – Effect on Granular Equivalency (GE)” evaluated the advantages of proprietary additives in treating full-depth reclaimed (FDR) materials by the estimated GE factors, but it also identified areas needing more investigation. The study's life cycle cost analysis (LCCA), based on assumed maintenance scenarios and GE factors, and derived from two years of data, call for further validation and long-term performance assessment. To address these issues and build on the current findings, a proposed Phase 2 study aims to evaluate the long-term performance and durability of stabilized pavement sections with proprietary additives, validate GE factors through extended field monitoring, and assess the economic feasibility of these additives. This subsequent research seeks to advance the understanding of base stabilization practices and develop guidelines for selecting and optimizing proprietary additives, ensuring structural and cost-saving benefits for pavement design.]]></description>
      <pubDate>Mon, 14 Oct 2024 14:02:12 GMT</pubDate>
      <guid>https://rip.trb.org/View/2441389</guid>
    </item>
    <item>
      <title>Social Life Cycle Analysis of Zero Emission Heavy-duty Trucks</title>
      <link>https://rip.trb.org/View/2414311</link>
      <description><![CDATA[California has implemented ambitious policies to reduce greenhouse gases (GHGs) and air toxins from the transport sector for both passenger vehicles and trucks. Most recently, the Advanced Clean Fleet and Advanced Clean Truck rules mandate a transition to zero emission trucks by 2042 for the entire state. These regulations are based on tailpipe emissions. While reducing tailpipe emissions is critical for reducing the health impacts of emissions on local populations, the operation/use phase is only one phase of the truck life cycle that produces emissions. From a climate change perspective, the emissions generated over the entire life of the truck is a more appropriate measure for GHG reduction.

Life Cycle Assessment (LCA) has been developed for this purpose. There are two types of LCA: environmental LCA (E-LCA) and social LCA (S-LCA). E-LCA looks at inputs (water, electricity, energy) and outputs (GHGs, other emissions/toxins) to calculate a normalized environmental footprint over a product's life. S-LCA analyzes a product's social and socio-economic aspects to identify site-specific supply chain impacts (where the activities occur), both positive and negative, for each phase (material acquisition, transformation, distribution, etc.). Impact categories include health, safety, and working conditions for various stakeholder groups. Taken together, these tools can provide a comprehensive assessment of both environmental and social impacts.
 
Building on their previous research on E-LCA for heavy-duty trucks, the researchers will conduct a S-LCA analysis to assess the social impacts of battery-electric and fuel cell trucks. This S-LCA research will include all materials and life cycle phases for hypothetical battery-electric and hydrogen electric fuel cell trucks, focusing on the materials required for large batteries and fuel cells. S-LCA will pinpoint “hot spots” of harm across the supply chain. The combined LCA (environmental plus social) will provide a more comprehensive assessment of these alternative fuel trucks and a more informed basis for designing zero emission vehicle policies. ]]></description>
      <pubDate>Thu, 08 Aug 2024 19:32:28 GMT</pubDate>
      <guid>https://rip.trb.org/View/2414311</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>Implementation of Backup Power for Traffic Cabinets During Extended Power Loss</title>
      <link>https://rip.trb.org/View/2362133</link>
      <description><![CDATA[Objectives and associated tasks of the project are as follows: 1. Expand the literature review conducted in project BE703 to include additional backup technologies that became available in the last two years. 2. Perform additional research on the topic of battery life cycle, especially with newer chemistries like lithium-ion or lithium polymer batteries. 3. Research how many solar panels are adequate enough to charge a battery and if they can be installed at a signalized intersection and provide solutions. 4. Conduct pilot deployment of a selected backup system from a selected technology with a local agency and monitor degradation of the charge provided by the product including the solar panels. 5. Conduct a benefit-cost analysis for a selected backup system from a selected technology.]]></description>
      <pubDate>Mon, 03 Jun 2024 14:46:38 GMT</pubDate>
      <guid>https://rip.trb.org/View/2362133</guid>
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