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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>
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    <item>
      <title>Anchorage Design and Detailing for Fabric-Reinforced Cementitious Matrix Retrofits of Transportation Concrete Structures</title>
      <link>https://rip.trb.org/View/2691724</link>
      <description><![CDATA[The repair and rehabilitation of transportation structures is urgently needed to restore structural capacity, slow deterioration caused by aging, overloading, and environmental stressors, and minimize disruptions associated with large-scale replacement projects. State DOTs and the Federal Highway Administration (FHWA) have implemented several advanced rehabilitation techniques, including fiber-reinforced polymer (FRP) composites, ultra-high-performance concrete, and fiber-reinforced cementitious matrix (FRCM) systems. FRCM consists of an open-grid textile made of FRP or steel strands embedded within an inorganic cementitious matrix. The system offers multiple advantages over traditional FRP, including mechanical compatibility with concrete and masonry substrates, improved fire and elevated-temperature performance, vapor permeability, durability in moist or cold environments, and ease of application in field conditions.

As an externally bonded strengthening system, the performance of FRCM is governed by the ability of the FRCM–substrate interface to maintain composite action and to transfer forces effectively. Premature interfacial slip, end debonding, or localized interface damage are commonly reported for unanchored FRCM systems. These brittle failure modes often occur at loads far below the tensile capacity of the textile, limiting the effectiveness of the strengthening system to 30–60% of its potential and undermining both safety and return on investment. Introducing anchorage mechanisms into FRCM systems provides an engineered means to restrain interfacial slip, delay debonding, promote more favorable failure modes, and enable the textile to mobilize higher tensile strains. However, the existing literature on FRCM anchorage is sparse, fragmented, and lacking in unified, design-oriented guidance. Quantitative provisions addressing anchor geometry, capacity, and interaction with the primary FRCM reinforcement remain absent from current codes and standards.

The primary objective of this research is to advance the understanding, design, and implementation of anchorage systems for FRCM-strengthened concrete members, with the goal of mitigating premature debonding and achieving ductile, and efficient strengthening outcomes. Specifically, the project aims to: (a) synthesize and critically evaluate the current state of knowledge on FRCM anchorage; (b) develop and experimentally validate practical anchorage systems including transverse wraps, mechanical anchors, and spike anchors; and (c) produce a design-oriented framework for selecting, proportioning, and detailing anchorage systems.

Two coordinated experimental programs are proposed: (1) bond-level tests to characterize the effects of anchorage presence and type on joint force transfer, slip response, and failure mechanisms; and (2) flexural tests on reinforced concrete beams strengthened with anchored and unanchored FRCM reinforcement, to evaluate the translation of bond-level behavior to member-level performance and to verify design expressions under combined shear and normal stresses. The proposed research will equip state DOTs with validated anchorage solutions, support cost-effective preservation strategies, and accelerate the adoption of durable composite materials for extending the service life of transportation infrastructure.]]></description>
      <pubDate>Sun, 12 Apr 2026 23:52:50 GMT</pubDate>
      <guid>https://rip.trb.org/View/2691724</guid>
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    <item>
      <title>Advancing Rail Infrastructure Asset Management and Hazard Mitigation: Educational Tools and Practitioner Decision Support Systems</title>
      <link>https://rip.trb.org/View/2691664</link>
      <description><![CDATA[As rail infrastructure ages and faces intensifying system stressors (e.g., flooding, icing, and extreme heat), agencies need to identify pathways to enhance the durability and operational reliability of their physical assets. However, there is a significant gap in available training material regarding Rail Infrastructure Asset Management (IAM) for both university students and current practitioners. Building upon the researcher’s ongoing research into adaptive capacity and international rail best practices, this project will translate rigorous research findings into accessible educational and research tools and practical decision-support systems. The project focuses on three primary technology transfer and workforce development initiatives:


(1) Interactive Rail Asset Management Platform: The team will develop a web-based, interactive learning module (utilizing platforms such as Tigyog) targeting students and practitioners. This resource will cover the principles of IAM, condition assessment, and decision-making under uncertainty. It will feature "gamified" scenarios and narrative case studies drawn from the team's research, contrasting infrastructure failures (e.g., the East Palestine, Ohio derailment) with successful engineering adaptations (e.g., the Shinkansen automatic braking systems in Japan). Users will engage with a "build-your-own" asset management framework to apply these concepts in real-time.
(2) University Teaching Packets: To address the lack of specialized rail engineering curricula, the team will create comprehensive teaching modules for instructors. These packets will draw from the team's six-country comparative analysis (U.S., Australia, Spain, Japan, Ghana, Argentina), providing lecture slides, assignment materials, and case-study evaluations. Topics will focus on identifying key asset vulnerabilities, institutional barriers to maintenance, and successful infrastructure hardening strategies.
(3) Practitioner Decision Matrix: The team will develop a "Rail Hazard Mitigation Decision Matrix" for state agencies and rail operators.

This tool will synthesize data on geographic hazards, system ownership models, and cost-benefit ratios to help managers prioritize physical infrastructure improvements.]]></description>
      <pubDate>Sun, 12 Apr 2026 23:25:19 GMT</pubDate>
      <guid>https://rip.trb.org/View/2691664</guid>
    </item>
    <item>
      <title>Road Network Restoration after Major Disruptions</title>
      <link>https://rip.trb.org/View/2447123</link>
      <description><![CDATA[This project develops practical optimization methods for selecting, sequencing, and scheduling restoration actions for disrupted road networks based on incomplete and gradually improving information. Road networks may be severely damaged by events such as hurricanes and earthquakes, and prompt restoration is often necessary for the resumption of emergency services, other essential services, and normal activities.

The proposed methods employ artificial intelligence heuristics such as genetic algorithms and particle swarm algorithms to optimize the schedules of restoration tasks. A hybrid optimization approach combines fast traffic assignment with microscopic simulation to refine solutions. The methods are designed to start with incomplete, uncertain information and adapt dynamically as additional data becomes available from weather forecasts, work crews, and the public. The project also develops methods for pre-planning purposes, including preparing effective restoration plans based on estimated probabilities of disruptions and their consequences.

The research team will collaborate with the Maryland State Highway Administration and other agencies to ensure the practical applicability of the methods. Technology transfer activities include journal papers, conference presentations, software with a user manual, a final technical report, and workshops for interested transportation organizations.]]></description>
      <pubDate>Wed, 11 Mar 2026 13:21:54 GMT</pubDate>
      <guid>https://rip.trb.org/View/2447123</guid>
    </item>
    <item>
      <title>Rehabilitation of Deteriorated Timber Piles Using Ultra High Performance Concrete </title>
      <link>https://rip.trb.org/View/2646939</link>
      <description><![CDATA[The proposed research focuses on rehabilitating deteriorated timber piles using Ultra High Performance Concrete (UHPC) to extend the service life of aging bridge infrastructure commonly found across rural Louisiana. Timber piles are increasingly affected by environmental and biological degradation, particularly at wet-dry interface zones, as well as physical damage from floating debris, excessive loading, and failure of adjacent piles. Full replacement of the piles is often economically unfeasible, making an effective rehabilitation solution essential due to its lower cost, reduced material usage, and minimal disruption to service.  

This project will develop a novel UHPC-based rehabilitation strategy specifically tailored for deteriorated timber piles, with the goal of restoring structural performance, enhancing durability, and enabling practical field implementation. A key technical contribution lies in the development and experimental validation of an effective composite interface between timber and UHPC. Through targeted small-scale experiments, the bond and shear transfer mechanisms at the timber-UHPC interface will be quantified, and optimal surface preparation techniques will be identified to maximize bond performance, an area currently lacking standardized guidance. Large-scale experimental testing will generate a comprehensive dataset on the structural performance of deteriorated timber piles strengthened with UHPC jackets, evaluating the effectiveness of different rehabilitation configurations. These tests will assess critical performance parameters such as axial load-carrying capacity, stiffness recovery, and failure modes, under conditions that simulate field-relevant deterioration.  

Complementing the experimental work, advanced finite element modeling will be developed and validated against the experimental findings. This model will capture the complex interaction between timber and UHPC under service conditions and will serve as a predictive tool for evaluating the efficacy of different rehabilitation configurations. Through a comprehensive parametric study, the model will be used to investigate the influence of key design variables. The findings from both experimental and numerical investigations will provide valuable insights into the structural enhancement achievable through UHPC rehabilitation and will significantly advance current practice by development of practical design guidelines and recommendations. This work will promote the adoption of UHPC as durable, high-performance solutions for extending the service life of aging timber piles in transportation and waterfront infrastructure. 

Consultation with the Louisiana Department of Transportation and Development (DOTD) will guide the research direction and assist in planning future in-field applications. By delivering a scalable, effective, and economically viable rehabilitation strategy, this research directly supports the mission of the Southern Plains Transportation Center (SPTC) and aligns with the USDOT’s statutory priority of improving the durability and extending the service life of transportation infrastructure. ]]></description>
      <pubDate>Mon, 05 Jan 2026 22:38:43 GMT</pubDate>
      <guid>https://rip.trb.org/View/2646939</guid>
    </item>
    <item>
      <title>Equitable Resilience-Informed Strategies for Flood Risk Mitigation in Nebraska's Transportation Infrastructure
</title>
      <link>https://rip.trb.org/View/2627065</link>
      <description><![CDATA[This proposal focuses on enhancing the equitable resilience of Nebraska's transportation infrastructure against flood hazards. In light of the substantial damage caused by flooding, the project aims to introduce a robust framework for designing and retrofitting, especially bridges, to withstand flood impacts. A novel simulation based approach promoting equitable and resilience-informed decision-making will be implemented, focusing on individual bridges within Nebraska. The methodology developed will produce cost estimates for implementing flood design upgrades, ensuring new retrofit level requirements are met for existing bridges. The research will contribute to the Mid-America Transportation Center for Transportation Safety and Equity (MATC-TSE) theme of improving transportation resilience and align with the U.S. Department of Transportation's strategic infrastructure investment and innovation goals. The anticipated results include a robust simulation-based framework for designing and retrofitting bridges, an optimized policy framework for flood hazard mitigation, cost estimates for implementing flood design upgrades, and a comprehensive report detailing the research findings.
]]></description>
      <pubDate>Wed, 19 Nov 2025 15:04:27 GMT</pubDate>
      <guid>https://rip.trb.org/View/2627065</guid>
    </item>
    <item>
      <title>Pavement Conditions Assessment and Prediction (PCAP): A geospatial machine learning approach to inform decision-making</title>
      <link>https://rip.trb.org/View/2570737</link>
      <description><![CDATA[The Maine Department of Transportation (MaineDOT) continues to observe an increased rate of pavement deterioration on its 8,800 mile roadway network, which is the largest and most heavily used component of the transportation system under the MaineDOT’s jurisdiction. Pavement deterioration is governed by a variety of factors, including traffic load, quality and design of the pavement structure, increased frequency of climatic events like freeze-thaw cycles, topographic influences and drainage, and geologic considerations like the native subgrade soils. While these factors have been identified individually as potential attributes to pavement degradation and distress, it is likely the confluence of several attributes that impute the greatest rate of degradation on pavement systems. However, the combination(s) of attributes linked to varying degrees of the pavement degradation rate remain poorly understood and must be identified to make informed decisions regarding resource allocation. 
This project seeks to identify and link the combination(s) of attributes described in the preceding section (e.g. pavement design/structure/quality, traffic loading, environmental stressors) to temporal and spatial differences in the rate of pavement degradation on MaineDOT’s highway network; i.e. to understand the relative influence of attributes imputing pavement distress. By working with the MaineDOT, UMaine will use existing and/or collect new pavement quality data (geo-located cracking index values) using the Automatic Road Analyzer (ARAN) to quantify the degree of pavement distress. ARAN data surveyed across the state will allow an assessment of variations in pavement quality across pavement types (e.g. new construction, rehabilitation, spot improvements, LCP, preservation paving), regions/space (i.e. for consideration of climate, geology, drainage, wetness, soil, and traffic loading) and epochs (time since last paving or improvement). 
The project is expected to consist of three components:
Phase 1a (3-6 months): A literature review of existing studies and methods that incorporate data-driven analyses of spatial and/or temporal differences in the rate of pavement degradation. 
Phase 1b (18-21 months): Data-collection and integration, mapping & visualization, and predictor selection and attribution of factors influencing pavement degradation rates via machine learning. 
Phase 2: (18 months): Extension and refinement of Phase 1b to develop a tractable forecasting model to predict the degradation rate of pavement systems.



]]></description>
      <pubDate>Wed, 02 Jul 2025 11:39:48 GMT</pubDate>
      <guid>https://rip.trb.org/View/2570737</guid>
    </item>
    <item>
      <title>Concrete Removal Limits for the Rehabilitation of Bridge Piers</title>
      <link>https://rip.trb.org/View/2567105</link>
      <description><![CDATA[For the rehabilitation of bridge substructures, Section 412.03(a)-2 in Virginia Department of Transportation's (VDOT’s) Road and Bridge Specifications limits how much deteriorated concrete can be removed from bridge columns and pier caps at any one time without the use of costly supplemental shoring. In recent years, VDOT has explored the use of hydrodemolition techniques that use calibrated, high-pressure water to remove deteriorated concrete. This approach can be very efficient and effective at removing entire surfaces of deteriorated or chloride-contaminated concrete, resulting in a uniform surface profile that promotes bonding with fresh concrete. The cost for this operation could potentially save millions of dollars. In order to make greater economic efficiencies using this technology, VDOT’s Structure and Bridge Division has proposed changes to Section 412.03(a)-2 that aim to reduce the number of rehabilitation phases and mitigate the idle periods for hydrodemolition crews. The purpose of this project is to determine whether VDOT can expand on the newly proposed limits of removing deteriorated concrete from pier columns without leaving the structure in an unstable condition. The scope for this project will consist of three parts: surveying other departments of transportation on their policies regarding this topic, small-scale laboratory testing, and analytical modeling. ]]></description>
      <pubDate>Sun, 22 Jun 2025 10:02:19 GMT</pubDate>
      <guid>https://rip.trb.org/View/2567105</guid>
    </item>
    <item>
      <title>Synthesis of VDOT Historic Bridge Survey, Review, and Management Information</title>
      <link>https://rip.trb.org/View/2561782</link>
      <description><![CDATA[Since the 1970s, the Virginia Department of Transportation (VDOT), through the Virginia Transportation Research Council (VTRC) has conducted studies to manage its historically significant bridges as well as developing (and updating periodically) a statewide historic bridge management plan and conducting studies on rehabilitating and moving historic truss bridges, truss bridge eye bar deterioration, and feasibility of alternative uses.  Further, specific projects relating to individual bridges are covered by separate guidance documents, cultural resource reviews, Memoranda of Agreement (MOA), or by Programmatic Agreement (PA) documents.  These surveys, projects, and agreements are documented by various VTRC survey files, reports, and memos, as well as documents filed in VDOT district Environmental offices and VDOT Environmental Division files in VDOT's Central Office.  However, there is no one document containing this information.

In the late 2010s, VDOT’s Central Office cultural resource staff identified a need for a synthesis document that would consolidate information regarding historic bridges.  The lack of such a synthesis resulted in gaps in the cultural resource records regarding these bridges, which is problematic for newer VDOT personnel who periodically must put together information on the previous projects that have involved these bridges.  Phase I of this synthesis, collecting information from the initial and early VDOT/VTRC historic bridge projects (covering 1972-1993), was completed in 2022.  This Phase 2 will continue the collection of this information from 1993 to the present, such that this report will be a final synthesis report covering 1972 to the present.  This report will contain data on the cultural resource surveys, reviews, studies, management plans, published reports and agreements, including MOAs and PAs.  Because a VDOT-specific synthesis like this has not been published before, this report could be a model for future updates based on additional historic bridge surveys, reviews, and management projects. 
]]></description>
      <pubDate>Thu, 05 Jun 2025 10:34:33 GMT</pubDate>
      <guid>https://rip.trb.org/View/2561782</guid>
    </item>
    <item>
      <title>Guide for Culvert and Storm Drain Rehabilitation

</title>
      <link>https://rip.trb.org/View/2558411</link>
      <description><![CDATA[Culvert and storm drain systems constitute critical nodes in U.S. transportation networks; however, many of these structures have met or exceeded their design service life. Replacing culverts under difficult constraints (i.e., high fills, high-volume roadways, difficult maintenance of traffic conditions) presents unique challenges causing transportation agencies to explore rehabilitation options. Much of the maintenance and restoration performed on buried structures is based on past practices and procedures in which state departments of transportation (DOTs) are familiar and experienced with implementing. 

Many times, standardized guidance for the rehabilitation design process is local. Meanwhile, new rehabilitation technologies continue to emerge without sufficient information on when and how they should be applied. The recent American Association of State Highway and Transportation Officials (AASHTO) Culvert and Storm Drain System Inspection Guide (CSDSIG) published in 2020 provides a roadmap for the inventory and inspection of culverts and storm drains. The next logical step is to determine a course of action for assets identified as deficient.  Research is needed to develop strategies for state DOTs on when to replace versus rehabilitate and the choice of a rehabilitation method.

OBJECTIVE: The objective of this project is to develop a guide for state DOTs for evaluating when to either replace or rehabilitate culverts and storm drains. The guide will also assist designers in the selection of the most appropriate rehabilitation method(s) along with the applicable loading conditions and design method to use when applying the chosen method. ]]></description>
      <pubDate>Tue, 27 May 2025 20:50:33 GMT</pubDate>
      <guid>https://rip.trb.org/View/2558411</guid>
    </item>
    <item>
      <title>Synthesis of Effective Treatments to Address Settlement Beneath Bridge Approach Slabs</title>
      <link>https://rip.trb.org/View/2536080</link>
      <description><![CDATA[This synthesis will advance the Florida Department of Transportation’s understanding of effective treatments to mitigate settlement in approach slabs. The study will provide a summary of effective methods to address approach slab settlement, some of which have not been used by the Department prior to this study. The synthesis will include a survey of other states to determine approach slab rehabilitation methods. Finally, the synthesis will present several case studies of effective rehabilitation techniques for approach slab settlement]]></description>
      <pubDate>Tue, 08 Apr 2025 13:11:20 GMT</pubDate>
      <guid>https://rip.trb.org/View/2536080</guid>
    </item>
    <item>
      <title>AASHTO LRFD Design, Installation, and Standard Practice of Testing for Cured In-Place Pipe Liners</title>
      <link>https://rip.trb.org/View/2533713</link>
      <description><![CDATA[State departments of transportation (DOTs) are increasingly using trenchless strategies to rehabilitate and repair aging infrastructure within urbanized areas. Performing pipe repairs to existing systems, as compared to pipe replacement, significantly reduces the construction time and maintenance of traffic operations and roadway reconstruction. This provides increased public safety and cost savings to the state DOTs. One of the most common pipe rehabilitation methods is cured in-place pipe (CIPP) liners. CIPP liners are a trenchless technology that provides a method to structurally rehabilitate existing pipes and conduits with minimal impact to the traveling public. The liner consists of a resin-impregnated material that is inserted into the existing damaged host pipe.
 
Currently, there is insufficient information available to ensure the CIPP liner possesses the properties and durability of the expected life span of this repair strategy. Pipe owners and CIPP contractors need design guide and testing standards for CIPP pipe rehabilitation repair.
 
The objectives of this research was to develop (1) an AASHTO guide for design and installation of CIPP liners for structural rehabilitation of existing pipelines and conduits including design examples to demonstrate the application of the guide and (2) an AASHTO standard practice for test methods for CIPP liner technology. The AASHTO guide for design of CIPP liners will be based on the Load and Resistance Factor Design (LRFD) method.]]></description>
      <pubDate>Tue, 01 Apr 2025 09:26:06 GMT</pubDate>
      <guid>https://rip.trb.org/View/2533713</guid>
    </item>
    <item>
      <title>Effectiveness and Guidance of Aggressive Rehabilitation of Gravel Roads</title>
      <link>https://rip.trb.org/View/2508946</link>
      <description><![CDATA[Maintenance of Iowa's unpaved road system is a major issue to Iowa's local agencies and the general public.  Part of this maintenance is the major rehabilitation or regrading of these roads once the roads become too wide caused from heavy traffic loading. Methods to do this vary across the state due to soil types, available manpower and equipment, and even public opinion.  It is widely known that proper width and shape is essential to the drainage of and long term performance of a gravel road.  This idea would summarize the best practices for this type of activity based upon Iowa's different areas and try to quantify the gain in performance of gravel roads that are narrowed back to their original design width and have proper crown.]]></description>
      <pubDate>Tue, 11 Feb 2025 18:50:09 GMT</pubDate>
      <guid>https://rip.trb.org/View/2508946</guid>
    </item>
    <item>
      <title>Alternative Pavement Rehabilitation Strategy Using a Geogrid Interlayer</title>
      <link>https://rip.trb.org/View/2507238</link>
      <description><![CDATA[A common pavement rehabilitation strategy to address structural and functional deficiencies of the underlying pavement involves repairing the damaged Portland cement concrete (PCC) layer and placing a 4- to 6-inch asphalt concrete (AC) overlay. The AC-PCC composite pavements comprise a significant portion of roadway mileage in the U.S., representing over 91,000 centerline miles, including 9,500 centerline miles on the Interstate network alone. This process often requires costly and time-consuming concrete repairs before adding the asphalt layer, yet it does not guarantee the durability of the rehabilitated pavement section. According to the 2024 Federal Highway Administration (FHWA) report om Practices for Maintaining and Resurfacing Existing Composite Pavements, the performance of AC overlays on existing PCC pavements varies considerably. State departments of transportation (DOTs) reported performance lives of about 6 to 15 years for AC overlay. The major distress affecting the performance of AC-PCC composite pavements is reflective cracking - a phenomenon of propagation of cracks from an existing cracked pavement surface into and through the newly laid overlay due to traffic and/or temperature induced stresses. The distress due to reflective cracking can be retarded by the installation of different interlayer systems, which can improve the performance of the asphalt overlays by providing stress relief, reinforcement and moisture control.]]></description>
      <pubDate>Mon, 10 Feb 2025 11:11:43 GMT</pubDate>
      <guid>https://rip.trb.org/View/2507238</guid>
    </item>
    <item>
      <title>Bridge Deck Replacement on Concrete Box-Girders</title>
      <link>https://rip.trb.org/View/2485377</link>
      <description><![CDATA[The Arizona Department of Transportation (ADOT) bridge inventory includes a number of concrete box girder bridges, some of which have concrete decks that are approaching the end of their service life. As these bridges age, it is essential to rehabilitate or replace the concrete decks rather than demolish either the superstructure or the entire structure. ADOT has previously implemented temporary shoring, falsework, or jacking to provide stability to the box girders during deck replacement. However, this method can be very costly, inefficient, and have a large impact on maintenance of traffic during construction. The removal of the deck, which is an integral part of the load-resisting mechanism, requires an assessment of the potential for unfavorable stress redistribution; it can also cause the bridge difficulty in meeting AASHTO’s stress and deflection criteria. As a result, research is needed to develop efficient methods for replacing the deck on box-girder bridges while maintaining structural integrity without relying on inefficient and expensive temporary shoring, while also minimizing traffic disruptions.]]></description>
      <pubDate>Fri, 03 Jan 2025 16:15:30 GMT</pubDate>
      <guid>https://rip.trb.org/View/2485377</guid>
    </item>
    <item>
      <title>Durability Assessment of Self-Sensible Ultra High-Performance Concrete (S2UHPC) for Infrastructure Rehabilitation Under Extreme Weather Conditions</title>
      <link>https://rip.trb.org/View/2475699</link>
      <description><![CDATA[The degradation and aging of transportation infrastructure in the United States present pressing challenges that require immediate and innovative solutions. Extreme weather events strain these critical systems, underscoring the need for materials and technologies capable of withstanding harsh environmental conditions while providing insights into structural health. Traditional methods of structural health monitoring often rely on complex sensor arrays, which, despite their reliability, face challenges in durability, compatibility with concrete, and high installation costs. These limitations hinder the widespread adoption of structural health monitoring solutions across large transportation infrastructure networks. This research proposes Self-Sensible Ultra High-Performance Concrete (S2UHPC) as an innovative material solution for infrastructure rehabilitation that addresses these limitations. S2UHPC combines the high durability and mechanical strength of Ultra-High-Performance Concrete (UHPC) with intrinsic self-sensing capabilities, eliminating the need for additional sensor installations. Through the integration of conductive fillers, this material exhibits piezoresistive behavior, allowing it to autonomously monitor structural health by detecting changes in electrical resistance due to applied stress or environmental factors. This self-sensing function provides a low-cost, durable alternative for monitoring critical structural elements under extreme weather conditions. The study focuses on assessing the durability and sensing performance of S2UHPC in environments subjected to varying temperature and humidity conditions to evaluate how S2UHPC can withstand and adapt to the demands of rehabilitated infrastructure in vulnerable regions. To further improve its sensing consistency while maintaining cost-effectiveness, low-cost milled carbon fibers are introduced into the mix, facilitating a percolation network that enhances conductivity and provides stable, reliable sensing results. By integrating these fillers, S2UHPC achieves a balance between structural resilience and self-sensing capability, positioning it as an ideal material for applications in large-scale transportation infrastructure. 
This research aims to advance a next-generation infrastructure solution capable of autonomous monitoring, S2UHPC, which will be evaluated as a large-area coating on critical structural components such as columns, beams, slabs, and pavements. Through systematic experimental works, this study will optimize the material formulation of S2UHPC for performance under cyclic loading and environmental stressors, with an emphasis on durability and sensing reliability. The following tasks will be pursued: Task (1): Mix design and mixing procedure development; Task (2): Mechanical and electrical properties measurement; Task (3): Durability evaluation and microstructure characterization of S2UHPC under various environmental conditions, and Task (4): Material design optimization.
]]></description>
      <pubDate>Fri, 20 Dec 2024 19:52:22 GMT</pubDate>
      <guid>https://rip.trb.org/View/2475699</guid>
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