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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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    <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>
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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>Efficacy, Advancement, and Monitoring of Carbon Fiber Composite Cable (CFCC)</title>
      <link>https://rip.trb.org/View/2724770</link>
      <description><![CDATA[Carbon Fiber Composite Cable (CFCC), and the Carbon Fiber Reinforced Polymer (CFRP) materials are being used for prestressing
applications in Michigan bridge rehabilitation and replacement projects with the most recent generation of CFCC is a 0.7-inch strand
configuration. The quantity of stands is similar to conventional strands, and concomitant updated design criteria. Determining the
efficacy of the new 0.7-inch CFCC strand long-term behavior is essential for future design and construction considerations.
Monitoring the CFCC elements in newly constructed bridges (with 0.7-inch strands) and some prior construction (from OR14-039)
will provide an understanding of the long-term behavior and realizations of recommendations on future designs, and continued
considerations of field deployment.]]></description>
      <pubDate>Tue, 07 Jul 2026 10:05:57 GMT</pubDate>
      <guid>https://rip.trb.org/View/2724770</guid>
    </item>
    <item>
      <title>The Use of Recycled Plastic in Asphalt Pavements - Phase II</title>
      <link>https://rip.trb.org/View/2689392</link>
      <description><![CDATA[The Nebraska Department of Transportation (NDOT) is exploring sustainable alternatives for roadway construction. Among these, recycled plastics represent a particularly promising pathway, as both the United States and Nebraska face pressing environmental challenges, with more than 75% of waste plastics currently landfilled. In 2023, NDOT partnered with the University of Nebraska–Lincoln (UNL) asphalt research team to launch the first Nebraska feasibility project on this topic, "The Use of Recycled Plastic in Asphalt Pavements: Feasibility Study". Initial findings from Phase 1 demonstrated that, when melted and potentially coating the aggregates, the WP can improve both rutting and moisture damage resistance to a greater extent compared to solid (not melted) WP particles within the mixture. The Phase 1 project could demonstrate the feasibility of producing plastic-modified reclaimed asphalt pavement (RAP) recycled asphalt mixtures (NDOT SPR) mixtures in actual asphalt plants, leading to the construction of the first Nebraska plastic road in South Sioux City (SSC), in collaboration with South Sioux City administration and funding support from the Nebraska Environmental Trust. Based on initial findings of the NDOT funded research, 1% low-density polyethylene (LDPE) dosage (by aggregate mass) was selected for the SSC project. Despite these successes, the feasibility work was limited in scope. Laboratory-produced mixtures were not fully validated against the variability of plant production, long-term field performance remains unknown, and the recyclability of plastic-modified mixtures was not addressed. The findings of this research will demonstrate the feasibility of modifying asphaltic materials through the use of recycled plastics which can potentially improve the durability of asphalt pavements, resulting in significant cost savings and more sustainable asphalt pavements.]]></description>
      <pubDate>Tue, 02 Jun 2026 12:25:00 GMT</pubDate>
      <guid>https://rip.trb.org/View/2689392</guid>
    </item>
    <item>
      <title>The Use of Recycled Plastic in Concrete Pavements - Phase II</title>
      <link>https://rip.trb.org/View/2685709</link>
      <description><![CDATA[Phase 1 of this Nebraska Department of Transportation (NDOT)-funded study provided the first feasibility study of incorporating recycled plastic aggregates (RPA) and recycled plastic fibers (RPF) into concrete. Early findings indicated that incorporating up to 10% RPA or 1.5% RPF did not compromise key fresh and mechanical properties such as slump, air content, compressive strength, splitting tensile strength, or modulus of rupture in comparison with the control mix (47B concrete). In fact, compressive strength values at 28 days exceeded 4,500 psi across tested mixtures. Furthermore, semi-circular bending (SCB) fracture testing revealed substantial improvements in ductility and fracture energy as ductility indices increased by as much as 135% for RPA and up to 225% for RPF mixtures, while fracture energy rose by 14– 45% for RPA and 47–147% for RPF mixtures. These results confirm the potential of recycled plastic to reduce crack propagation, enhance energy absorption, and improve overall structural resilience. Such improvements are particularly promising for paving applications, which must be able to withstand heavy traffic loads without cracking.]]></description>
      <pubDate>Tue, 02 Jun 2026 12:23:14 GMT</pubDate>
      <guid>https://rip.trb.org/View/2685709</guid>
    </item>
    <item>
      <title>Field Performance Study of Plastics-Amended Asphalt for Roadway Construction</title>
      <link>https://rip.trb.org/View/2696020</link>
      <description><![CDATA[In the previous study, the research team collaborated with the City of Battle Ground in Washington and constructed a test road incorporating plastics amendments in 2024, using the dry method. The objectives of this study are to:
(1)	Evaluate the field performance of plastic-amended asphalt and compare it to conventional asphalt sections.
(2)	Assess the impact of plastics in asphalt on skid resistance of vehicles.
]]></description>
      <pubDate>Thu, 23 Apr 2026 16:48:47 GMT</pubDate>
      <guid>https://rip.trb.org/View/2696020</guid>
    </item>
    <item>
      <title>Full-Scale Performance Evaluation of a Modular, Lightweight, UHPC Panel System for Repair of Corrosion-Damaged Steel H-Piles</title>
      <link>https://rip.trb.org/View/2695941</link>
      <description><![CDATA[This project directly supports the mission of the Center for Healthy and Durable Transportation (CHDT) by advancing innovative, implementable solutions to extend the service life of aging bridge infrastructure. The research focuses on developing and validating a modular, lightweight ultra-high-performance concrete panel system (UHPC-PS) for rehabilitating corrosion-damaged steel H-piles—critical substructure elements in United States bridges. By integrating advanced materials such as fiber-reinforced UHPC and carbon fiber reinforced polymer (CFRP) grids with practical field deployment strategies and full-scale performance validation under realistic service and seismic loading, the project enhances infrastructure durability, constructibility, long-term performance, and public safety, directly benefiting transportation agencies.]]></description>
      <pubDate>Thu, 23 Apr 2026 16:26:18 GMT</pubDate>
      <guid>https://rip.trb.org/View/2695941</guid>
    </item>
    <item>
      <title>Use of “Plazrok” Aggregate to Produce Durable Grade 3.0 and 4.0 Concrete</title>
      <link>https://rip.trb.org/View/2652729</link>
      <description><![CDATA[The rising demands for high-quality aggregates, alongside efforts to reduce the environmental impact of mining, have encouraged using recycled material as aggregate in concrete. Over the decades, plastic production has surged, yet only 25% of used plastics have been recycled or incinerated (US EPA 2023). Numerous studies investigating the strength development and modulus of elasticity of concrete containing plastic waste as an aggregate have reported reduced strength and stiffness with increasing replacement levels. Despite this reduction in strength compared to traditional mixes, Kansas State University developed mixtures containing Plazrok, a commercially available extruded product containing fly ash, waste plastics, and glass, that achieved sufficient strength (5264 psi) to be classified as grade 4.0 concrete.
The increasing replacement of mined aggregate with Plazrok was found to have a greater impact on the compressive strength than the modulus of rupture and tensile strength. Furthermore, structural testing of a 10-inch by 6-inch by 12-foot beam demonstrated that a beam containing Plazrok (at 30% replacement level) performed similarly to other lightly reinforced normal-weight concrete members. Moisture corrections (to account for the wash water of the concrete truck drum) were not applied during this preliminary investigation, therefore, the reported mechanical properties may be an underestimation. Another issue identified during this preliminary study was the potential for Plazrok to float to the top of the forms, but no segregation was observed in hardened concrete samples.
Building on these experiences, the primary goal of this study is to develop grade 3.0 and 4.0 concrete with maximum possible Plazrok content. Environmental Produce Declarations (EPDs) for successful mixture designs will be produced to help demonstrate the environmental impact of such concretes. Segregation will be monitored as it is a known possible issue and, if observed, will be controlled by modifying the viscosity of the paste and/or increasing the fine/coarse aggregate ratio for the concrete mixture.
Another focus area will be studying the freeze-thaw durability of Plazrok concrete. Since Plazrok particles have low absorption and stiffness, and the concrete containing Plazrok retained tensile strength (compared to the control), it could be hypothesized to have satisfactory freeze-thaw durability provided the paste is protected with adequate air content. If deemed freeze-thaw durable, concrete containing Plazrok could be suitable for outdoor applications like sidewalks, provided they meet the strength requirement for grade 4.0 concrete.
Since aggregates impact the stress-strain behavior of concrete, this project will also document elastic properties for plazrok concrete. Furthermore, impact on other mechanical, durability, and fresh properties such as modulus of rupture, shrinkage, permeability, slump, etc. will also be recorded.
]]></description>
      <pubDate>Tue, 13 Jan 2026 16:28:22 GMT</pubDate>
      <guid>https://rip.trb.org/View/2652729</guid>
    </item>
    <item>
      <title>Testing Sand-Lightweight Concrete Bridge Deck Members Reinforced with Glass FRP Bars: Phase I</title>
      <link>https://rip.trb.org/View/2652545</link>
      <description><![CDATA[It is widely recognized by State departments of transportation (DOTs) that bridge decks are one of the most widely known elements in the highway infrastructure needing replacement, especially in the north east and mid-west of the United States due to corrosion imposed by deicing salts. The introduction, success and standardization of the use of Glass Fiber Reinforced Polymer (GFRP) bars in various structural elements, especially those prone to corrosion, represents a value added to the life cycle cost of these members since the estimated service life of GFRP bars is 75-100 years. This type of innovative reinforcing material, when combined with lightweight concrete to produce bridge decks represents a new advancement and breakthrough in structural engineering innovation. Very little has been done in research on lightweight concrete bridge decks when combined with GFRP bars.
Phase I of this study will be comprised of the following distinct tasks:
1.	Mix design calibration for sand lightweight concrete:
Using 1L Cement (Portland-Limestone), which has approximately 10% (+/- 2%) raw natural unprocessed Lime Stone inter-ground with the clinker, from Ashgrove or Monarch, trial batches will be performed with standard cylinder tests for compressive strength and standard prisms for flexural tension. Lightweight aggregates will be acquired from either Buildex or Arcosa. Water reducer with slightly higher w/c ratio (around 0.4) will be initially targeted. Mix design will target 5,200 psi concrete (+/- 800 psi) to yield 4000 psi as a minimum in all cases. Use of synthetic fibers in another trial mix will also be examined.
2.	Bond tests using the hinged beam test:
Five bond tests will be performed using the finalized mix designs cast into the standard hinged (RILEM) beam specimen. At least three bond tests will be performed on sand lightweight concrete while the other two tests will be reserved for a sand lightweight concrete reinforced with synthetic fibers plus a GFRP bar to improve bond and another one with epoxy-coated bar. A single size GFRP bar (#4) will be acquired from Mateen Bars and used in the four bond tests. The last test will be the control using #4 epoxy-coated bar.
3.	Full Scale flexural deck tests:
Based on the results of the bond tests, the mix design will be finalized and applied in casting the full-scale specimens. These deck specimens will have a cross section of 20 in. width by 8.5 in. depth. The full length will be 7’ 11” with 4” bearing plates at each support leaving 7’ 3” of clear span. Both ends will be fixed to induce negative moments. The end fixities will be achieved by sandwiching the 4” of beam support ends in between two thick plates tightened together by two side threaded rods with pre-tensioned applied torque to each. Two-point loads will be applied on both sides of the mid-span to generate a moment diagram closest to that of a distributed load by spacing them a distance to achieve that. The deck sections will be reinforced with #5 GFRP bars on top and #4 GFRP bars on the bottom at a spacing to be computed by design to achieve a moment capacity equivalent to that of a standard KDOT deck design using epoxy-coated steel bars. Five different deck specimens will be constructed as follows: 
Specimen 1: Control deck specimen with epoxy-coated steel bars.
Specimen 2: Deck specimen with #5 top and #4 bottom GFRP bars.
Specimen 3: Identical to Specimen 2 for redundancy.
Specimen 4: Identical to Specimen 2 using 3#3 top and 2#3 bottom bundled GFRP bars.
Specimen 5: Identical to Specimen 4 for redundancy.]]></description>
      <pubDate>Tue, 13 Jan 2026 15:59:44 GMT</pubDate>
      <guid>https://rip.trb.org/View/2652545</guid>
    </item>
    <item>
      <title>Microplastic Air Pollution from the Wear of Vehicle Tires</title>
      <link>https://rip.trb.org/View/2582930</link>
      <description><![CDATA[Tire wear particles from mobile sources are the dominating source of microplastic pollution globally. Tires typically consist of rubbers/elastomers, polymers, fillers, processing oils and resins, additives, reinforcements, and vulcanization agents. This study aims to investigate the abundance and examine the occurrence and composition of traffic-derived microplastics from in-use vehicles when operating on different routes. To the best of the research team's knowledge, the present study is one of the first attempts to characterize and quantify microplastic pollution from tire wear during in-use conditions. This study will employ state-of-the-art and novel sampling systems, which will be installed on vehicles operating on routes with different pavement materials (concrete vs. asphalt) and a mix of driving conditions (urban vs. highway driving, aggressive driving and elevation changes). The goal of this study is to investigate tire-wear microplastic particles and better understand how these pollutants affect communities near major highways.]]></description>
      <pubDate>Tue, 05 Aug 2025 15:42:13 GMT</pubDate>
      <guid>https://rip.trb.org/View/2582930</guid>
    </item>
    <item>
      <title>Investigating the Performance of Corrosion-Resistant GFRP-Reinforced Bridge Railings with Open Expansion Joints</title>
      <link>https://rip.trb.org/View/2529965</link>
      <description><![CDATA[The test specimen’s structural setup will be adjusted to match the Florida Department of Transportation (FDOT) impact pendulum's universal foundation and simulate an open expansion joint. Efficient structural solutions preventing GFRP reinforcement slippage will be developed and tested. The impactor used in previous tests will be refined to better replicate real-world truck impact conditions in terms of height and width. These adjustments aim to provide valuable insights into enhancing the safety performance and durability (and subsequently resiliency) of corrosion-resistant GFRP reinforcing in bridge railings.]]></description>
      <pubDate>Fri, 28 Mar 2025 08:24:10 GMT</pubDate>
      <guid>https://rip.trb.org/View/2529965</guid>
    </item>
    <item>
      <title>Base Stabilization of Iowa Granular Roads Using Recycled Plastics</title>
      <link>https://rip.trb.org/View/2509058</link>
      <description><![CDATA[
Plastic waste is one of the greatest environmental challenges in not only Iowa but also other states. Recent bans on imported plastic waste into developing countries is forcing many United States cities and states to take issues related to plastic waste more seriously. In addition, fiberglass-based (also known as glass-reinforced plastic or glass-fiber-reinforced plastic) wind turbine blades from wind powered generators in Iowa are being heaped up in piles in landfills instead of recycled. The objectives of this research are to determine the structural benefits and environmental suitability of using recycled plastics as a base stabilization agent and then to develop a practitioner’s guide to document best practices to implement such a solution in Iowa’s gravel road network. This will be achieved through the execution of the following primary tasks: (1) characterization of recycled plastic materials, including recycled wind turbine blade materials, (2) identification of innovative solutions of using recycled plastics to stabilize granular roads through comprehensive laboratory assessment, (3) construction and assessment of pilot test sections employing identified solutions through a set of field tests and surveys, (4) determination of the structural benefits and environmental suitability,(5) cost-effectiveness evaluation, and (6) development of best practice guidance documents and implementation recommendations. The successful outcomes of this research will not only help reduce landfill waste but also provide an innovative and less expensive alternative to strengthen the bases of Iowa’s granular roads.]]></description>
      <pubDate>Wed, 12 Feb 2025 18:41:04 GMT</pubDate>
      <guid>https://rip.trb.org/View/2509058</guid>
    </item>
    <item>
      <title>Surface Modification Approaches to Turn Waste Plastics into Beneficial Additive for Concrete</title>
      <link>https://rip.trb.org/View/2448626</link>
      <description><![CDATA[This project directly addresses the United States Department of Transportation (DOT)’s research priority of “Preserving the Environment” by developing novel approaches to turning waste plastics into a beneficial additive for concrete, leading to effective mitigation strategies to address the potential pollution in water and soil caused by waste plastic.

Outputs: By increasing the value of plastics and advancing its application in concrete, this project will likely produce patentable technology. The project will also produce publications, presentations, and technical reports that produce improved understanding of how to enhance the compatibility of waste plastics with concrete by employing novel modification methods and assessing their impact on the engineering properties and durability performance of the concrete. The project will leverage chemical surface functionalization using coupling agents, as well as enzymatic surface treatment using bacteria and fungi, to enhance the adhesion bonding between waste plastic and concrete. The modified additive will be dispersed to evaluate its effect on the functional properties of the concrete.

Outcomes/Impacts: This project will produce actionable knowledge and mix designs to enable value-added application of polyethylene terephthalate (PET) waste in concrete by state departments of transportation (DOTs) and other concrete producers or owner agencies. This can not only mitigate health and environmental risks associated with plastic pollution but also reduce the demand for fine and coarse aggregates. Importantly, the treated waste plastics can serve as a reinforcing additive to improve the mechanical properties of concrete. This endeavor directly addresses the imperative for footprint reduction within the concrete industry and concerns regarding emerging contaminants associated with landfilled plastics, such as nano- and micro-plastics. Furthermore, it exemplifies the transformation of "waste" into valuable products, laying the groundwork for long-term benefits in workforce training, education, and economic development within the recycling and construction sectors. By repurposing by-products from one process into raw materials for another, this project embodies the essence of industrial symbiosis.
]]></description>
      <pubDate>Mon, 04 Nov 2024 16:07:38 GMT</pubDate>
      <guid>https://rip.trb.org/View/2448626</guid>
    </item>
    <item>
      <title>Quantitative Study of Environmental Condition and PFAS Impacts on Microplastic (MP) Fate and Transport due to Effects on MP Flocculation</title>
      <link>https://rip.trb.org/View/2442011</link>
      <description><![CDATA[Microplastics (MPs) are a class of emerging contaminants of concern that result from the degradation products of plastic-based fibers, particles, and films. Transportation related pollution contributes notably to MP pollution in the environment, particularly in urban areas where pollutants such as anthropogenic debris and tire wear particles are exported to rivers and streams through urban stormwater and roadway runoff. Moreover, MPs are increasingly found in drinking water and drinking water sources, which may contribute to disproportionate impacts on communities of concern located near urban areas. Despite the abundance of MPs and their impacts to health and the environment, there are currently notable knowledge gaps related to MP fate and transport processes. Addressing these knowledge gaps is needed to support the design of approaches for mitigating transportation related MP pollution through improved process-based understanding. 
	The focus of this project is specifically on the process of MP flocculation, or aggregation, with other MPs and/or other nearby materials occurring in the surface water environment. Figure 1 conceptually illustrates the transport of MP pollution from transportation related sources and through surface waters. MPs will settle to the sediment bed at different rates depending on their settling velocity, which can be notably impacted by the flocculation of MPs with other material (e.g., sediment, organic material) into larger composite particles known as “flocs”. The flocculation process can increase settling velocities and even cause otherwise buoyant MPs to settle. While the process of MP flocculation has been highlighted in recent studies, quantitative understanding of the impacts of environmental parameters (e.g., suspended sediment, salinity) on MP flocculation are lacking. In addition, the potential impacts of chemicals of concern, such as per- and polyfluoroalkyl substances (PFAS), on the MP flocculation process has not been investigated. Hydrophobicity and surface chemistry affect flocculation processes as MPs interact with nearby material and may be further impacted by PFAS sorption to MP surfaces. This project will experimentally examine the effects of environmental conditions PFAS on MP floc sizes and settling velocities by using an imaging-based MP floc measurement system. These results will provide new quantitative information about MP fate and transport that can be used in future modeling efforts and to inform design of pollution mitigation strategies.

US DOT Priorities: This project is an investment in fundamental research that advances basic understanding of microplastics transport from transportation related pollution sources, through rivers and streams, and to potential accumulation zones. This work addresses critical needs for improved quantitative understanding of MP transport mechanics and supports future modeling efforts for MP fate. Settling velocity is a critical input parameter in these models and uncertainty concerning MP floc formation notably hinders current prediction accuracy. Through the impacts of this research on future modeling of MP pollution in the environment and of the effectiveness of mitigation strategies, this work supports the USDOT Strategic Goals for “Transformation” and “Climate and Sustainability.” Addressing MP pollution in surface water and stormwater is also important for community health since MPs are increasingly found in drinking water and drinking water sources. Since MP pollution tends to be highest near urban areas, addressing these issues is a matter of concern for equity since nearby communities of concern in densely populated urban areas may be disproportionately affected by MPs. The improved understanding of MP pollutant transport provided here will thus support the strategic goal for “Safety” and “Equity” by informing pollution mitigation strategies.

Outputs: This project will result in new quantitative data that provides insight about fate and transport mechanics of MPs that are input to the environment via transportation related pollution. The datasets will quantify reference settling velocities for isolated MPs. The datasets will also quantify the effects of environmental conditions and the presence of PFAS on MP flocculation and settling velocity. Quantification of these effects is limited in the literature. This dataset will enable future modeling of MP transport with evidence-based consideration of processes and environmental factors that may drive MP settling and accumulation in the sediment beds of inland, estuarine, and marine waters. Additionally, a white paper will be produced to present correlations between PFAS adsorption and MP transport based on the study results. 

Outcomes/Impacts: By advancing the quantitative accuracy of MP transport modeling efforts, this work will support informed design of microplastic mitigation strategies that can preserve environmental resources and improve the sustainability of transportation infrastructure designs. Moreover, this work can enable evidence-based cost-benefit assessment of various pollution mitigation designs used to mitigate transportation related microplastic pollution. This type of MP transport modeling can be used to assess the risks associated with a continuation of “business as usual” practice and support future regulatory and policy decisions concerning the mitigation of MP pollution, particularly in urban environments. This project will also inform regulations focused on multiple environmental contaminants, namely MPs and PFAS, which are both emerging contaminants of concern that may affect both environmental and public health. 
]]></description>
      <pubDate>Thu, 17 Oct 2024 11:04:32 GMT</pubDate>
      <guid>https://rip.trb.org/View/2442011</guid>
    </item>
    <item>
      <title>Strengthening Piers to Resist Vehicular Collision</title>
      <link>https://rip.trb.org/View/2317394</link>
      <description><![CDATA[The need to strengthen existing piers to resist collision forces is being encountered frequently in multiple Florida Department of Transportation (FDOT) districts and a better understanding of strengthening methods with concrete collars, ultra-high performance concrete (UHPC) collars, FRPs or other optimized methods would make those repairs more cost efficient. This project will be a synthesis study of previously completed research with analysis performed to develop design details for strengthening with conventional concrete, UHPC, and CFRP wrap. Finite element methods for evaluating damage to bridge piers with applied impact load are well documented in the literature and can be followed to complete analysis for the three aforementioned repair strategies. The research shall include an appropriate baseline case for comparison. Areas where further research is required to develop design procedures and construction details will be identified.]]></description>
      <pubDate>Mon, 03 Jun 2024 15:02:47 GMT</pubDate>
      <guid>https://rip.trb.org/View/2317394</guid>
    </item>
    <item>
      <title>The Utilization of Waster Plastic as a Polymer Modifier for Asphalt Binders</title>
      <link>https://rip.trb.org/View/2387099</link>
      <description><![CDATA[Polymer-modified asphalt (PMA) has shown great promise in improving the performance of flexible asphalt pavements at low, intermediate, and high temperatures by increasing pavement resistance to permanent deformation, thermal cracking, and fatigue cracking. Recently, waste plastics (WPs) have been explored for making PMAs and incorporating them in asphalt binder through wet processes due to WP abundance and their ability to act as bonding enhancers. Nebraska Department of Transportation (NDOT) is interested in exploring the use of WP as an alternative sustainable material for binder modification. This research effort can contribute to reducing, reusing, and recycling waste plastic materials while providing enhanced binders and asphalt mixtures.]]></description>
      <pubDate>Mon, 03 Jun 2024 14:46:17 GMT</pubDate>
      <guid>https://rip.trb.org/View/2387099</guid>
    </item>
    <item>
      <title>Experimental Evaluation of Strengthening Methods for Bridge Piers Against Vehicular Collision</title>
      <link>https://rip.trb.org/View/2369297</link>
      <description><![CDATA[The objective of this research is to understand how to strengthen existing piers to resist collision forces common in multiple Florida Department of Transportation (FDOT) districts. A better understanding of strengthening methods with conventional concrete collars, ultra-high performance concrete (UHPC) collars, fiber reinforced plastics (FRPs) or other optimized methods would make those repairs more cost efficient. The goal is to strengthen the existing piers to resist the AASHTO LRFD 600-kip (2668.93-KN) ESF. Based on the finite element models and theoretical calculations of conventional concrete, UHPC, and carbon fiber reinforced plastic (CFRP) wrap developed in the phase 1 of research, the authors aim to construct reduced-scale models for impact testing and full-scale models for static testing that could help FDOT understand how to improve and retrofit existing piers to have adequate capacity to resist the AASHTO LRFD 600- kip equivalent static design force and improve without a pier protection barrier. Given the limited existing research on pier strengthening to improve resistance against lateral impact, this study aims to enhance the safety of existing bridges and provide more cost-efficient strengthening solutions.]]></description>
      <pubDate>Mon, 03 Jun 2024 14:37:53 GMT</pubDate>
      <guid>https://rip.trb.org/View/2369297</guid>
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