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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>Develop Best Practice to Improve CRCP Performance near Transverse Construction Joints</title>
      <link>https://rip.trb.org/View/2652074</link>
      <description><![CDATA[The research team will develop best practices to enhance the performance of continuously reinforced concrete pavement (CRCP) near transverse construction joints (TCJs). To support this effort, the research team will identify key construction variables that affect concrete compaction quality near TCJs through a combination of literature review, surveys, field investigations, and statistical analysis. Based on the findings, the research team will develop evidence-based recommendations to ensure acceptable concrete compaction quality and performance of manually constructed TCJs. Upon approval by the Texas Department of Transportation (TxDOT), the research team will propose revisions to the statewide standard specifications, CRCP design standards, and quality control procedures related to TCJs.]]></description>
      <pubDate>Fri, 09 Jan 2026 16:35:38 GMT</pubDate>
      <guid>https://rip.trb.org/View/2652074</guid>
    </item>
    <item>
      <title>Develop Optimum 2-Mat Reinforcement Design in Continuously Reinforced Concrete Pavement (CRCP)</title>
      <link>https://rip.trb.org/View/2437678</link>
      <description><![CDATA[The research team will develop optimum designs for longitudinal steel, including the amount of steel as well as the depths of each layer of steel. Researchers will obtain detailed Continuously Reinforced Concrete Pavement (CRCP) structural responses from field experiments, analyze the data, and develop the optimum steel designs for thick CRCP. The research team will develop and present field experimental plans to the Texas Department of Transportation (TxDOT) for its feedback and concurrence. Once TxDOT approves, the research team will conduct field testing per the approved experimental plans and present the data and its analysis results as well as its implications to the research team. Researchers will also provide any technical assistance that might be needed for the implementation of the findings.]]></description>
      <pubDate>Thu, 03 Oct 2024 09:43:53 GMT</pubDate>
      <guid>https://rip.trb.org/View/2437678</guid>
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      <title>Implementation of Recycled Crushed Concrete Aggregate in Class P Concrete</title>
      <link>https://rip.trb.org/View/2420066</link>
      <description><![CDATA[The successful use of recycled concrete aggregate (RCA) in continuously reinforced concrete pavement (CRCP) in a field trial near Sealy, Texas, under Texas Department of Transportation (TxDOT) Project 0-7074 demonstrated the potential for increasing the sustainability of concrete paving while still achieving target performance. Based on the progress made under TxDOT 0-7074 and in line with ongoing TxDOT and Federal Highway Administration (FHWA) initiatives to reduce the carbon footprint of new concrete construction, this implementation project aims to build upon the previous trial near Sealy, while expanding the depth and breadth of the implementation to include significantly longer trial sections with a wider range of RCA replacement levels. The research team will facilitate implementation of the project findings by documenting the results of laboratory and field studies in the Research Report of the TxDOT Research Project "Increase the Allowable Content of Recycled Crushed Concrete Fine Aggregate in Class P Concrete." The Research Report will include specific recommendations on the use of recycled crushed concrete fine and coarse aggregate into Class P concrete.]]></description>
      <pubDate>Thu, 22 Aug 2024 16:00:17 GMT</pubDate>
      <guid>https://rip.trb.org/View/2420066</guid>
    </item>
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      <title>Designing and Characterizing New Coating Materials to Increase the Corrosion Resistance of Steel Reinforcement Embedded in Concrete</title>
      <link>https://rip.trb.org/View/1948958</link>
      <description><![CDATA[A team comprised by Texas A&M University (TAMU) proposes a unique approach that will include the integration
of materials sciences, infrastructure and corrosion science fundamentals and applications to
characterize and select the corrosion mitigation methods for steel structure elements used in
transportation applications. The proposal includes:
(1) Characterize the performance of galvanized steel prepared varying the chemical
compositions of the hot dipping bath;
(2) Characterize the performance of a Zn Rich Epoxy coating formulated based on the optimal
galvanized layer composition.
(3) Characterize the corrosion control mechanisms (barrier coating vs cathodic protection) for
corrosion of steel rebar embedded in concrete structures in aqueous solutions;
(4) Characterize reinforced concrete (RC) elements with either corrosion control methods, and
evaluate their performance to understand their influence on corrosion and its rates; and
(5) Identify the most suitable and efficacy corrosion control strategy and quantify the
uncertainties associated with methods for testing and monitoring corrosion of steel in RC
elements.
This proposal was formulated in response to the deterioration of infrastructure due to
reinforcing steel and metallic assets suffering from corrosion, which has been recognized for
several decades as a major technical and economic challenge in the United States. A recent cost-of-corrosion study by the Federal Highway Administration has estimated the annual cost of
corrosion related to USA bridges to be approximately 30 billion, not including indirect costs
incurred by the traveling public due to infrastructural closures.
One particular aspect is the degradation of the elements of the cell naturally formed in
different infrastructure assets made by steel materials under corrosive/environmental conditions.
Due to the random distribution and interaction of the chemical species from the environment with
the metallic structure, the generation of transport mechanisms and electrochemical reactions occur.
The corrosion process at the metal/electrolyte interface can lead either to general dissolution or to
a localized attack and decrease the durability/reliability of the structure under load and corrosive
conditions.]]></description>
      <pubDate>Mon, 09 May 2022 10:31:56 GMT</pubDate>
      <guid>https://rip.trb.org/View/1948958</guid>
    </item>
    <item>
      <title>Assessing Performance of Geosynthetic Reinforced Pavement with a Large-Scale Track Wheel Test and Dynamic Cone Penetrometer</title>
      <link>https://rip.trb.org/View/1777945</link>
      <description><![CDATA[This proposed research aims to achieve three primary objectives: (1) develop a large-scale track wheel test (LSWT) with multiple non-destructive testing sensors to assess the performance of geosynthetic-reinforced pavement, (2) evaluate the benefits of using geosynthetics to reinforce the surface, base layer and/or stabilize weak subgrade soil in a flexible pavement application, and (3) suggest the design parameters for geosynthetic-reinforced pavement based on the testing results. These studies will be used to develop, investigate, and refine the understanding of underlying the mechanical behavior and performance of the geosynthetic-reinforced pavement system. The mechanical performance of a geosynthetic-reinforced pavement system will be evaluated at different layers of the pavement in the controlled condition from the LSTW test installed with various sensors such as fiber optic cables, ultrasonic sensors, LVDTs, pressure cells, etc. Also, the numerical simulation will be conducted for a full-scale roadway pavement reinforced with geosynthetics at the different layers. Based on the testing and numerical modeling results, K constant and resilient and bulk modulus between reinforced and unreinforced pavement will be back-calculated to compare the performance between reinforced and unreinforced pavement. The end results of this research project will suggest a performance chart of geosynthetic-reinforced roadway pavement systems with the selected sets of soil conditions, aggregate types, and the types and locations of geosynthetics. This project is directly related to focus areas of the Mid-America Transportation Center in enhancing the safety of road conditions and reducing the negative effects of crashes. The Nebraska Department of Transportation (NDOT) fully supports this project. In addition to the participating UNL Civil Engineers, two NDOT engineers will participate as a monitor in this project. Through a supplementary combination with the NDOT research, the team will have a synergistic effect on the current project. ]]></description>
      <pubDate>Fri, 26 Feb 2021 11:03:10 GMT</pubDate>
      <guid>https://rip.trb.org/View/1777945</guid>
    </item>
    <item>
      <title>Zero Speed Profiler Assessment for Pavement Smoothness and Continuous Pavement Texture Measurements</title>
      <link>https://rip.trb.org/View/1755605</link>
      <description><![CDATA[The primary goal of this proposal is to evaluate a state of the art technology in roadway profiling called Zero Speed Profiling.  Conceptually developed under NCHRP Project 10-93, “Measuring, Characterizing, and Reporting Pavement Roughness of Low-Speed and Urban Roads,” this research study will evaluate the methodologies and concepts proposed in NCHRP 10-93 on New Jersey pavements and bridges.  It is anticipated that with successful implementation, the Zero Speed Profiler will provide a better assessment of the current pavement profile when compared to the High Speed Profiler.  A more realistic and comprehensive pavement surface assessment will result in better decisions regarding how to preserve or rehabilitate the pavement.

The first Implementation task to be proposed will be presentations of research findings to the NJDOT, NJ State asphalt industry and federal agency members (FAA and FHWA). The second Implementation task proposed will be a workshop consisting of how the Zero Speed Profiler and its respective capabilities can be beneficial to local, state, and federal agencies required to monitor highways.  Lastly, based on the availability of the interested agencies, it will be recommended that the technologies be introduced through pilot projects to create a real-world scenario where the Zero Speed Profiler can be utilized and the proposed specification be evaluated thoroughly prior to full implementation.

]]></description>
      <pubDate>Thu, 03 Dec 2020 11:38:55 GMT</pubDate>
      <guid>https://rip.trb.org/View/1755605</guid>
    </item>
    <item>
      <title>PPRC14 SPE 3.35: Quieter Pavement Long-term Monitoring</title>
      <link>https://rip.trb.org/View/1441813</link>
      <description><![CDATA[This task is a continuation of the noise performance monitoring for selected quieter pavement test sections including continuously reinforced concrete pavements (CRCP) and grind and groove (GnG) surfaced jointed concrete pavements (JCP). The University of California Pavement Research Center (UCPRC) has previously completed six years of monitoring asphalt surfaced pavements and four years of monitoring concrete surfaced pavements, and developed tire/pavement noise models for different pavement types.]]></description>
      <pubDate>Wed, 04 Jan 2017 10:53:16 GMT</pubDate>
      <guid>https://rip.trb.org/View/1441813</guid>
    </item>
    <item>
      <title>Implementation Using Geofoam for Bridge Approach Slabs and Roadway Embankments</title>
      <link>https://rip.trb.org/View/1359586</link>
      <description><![CDATA[Texas Department of Transportation's (TxDOT's) Fort Worth District installed a novel lightweight fill material, Expanded Polystyrene (EPS) geofoam, as part of a rehabilitation of the US 67 bridge over SH 174 in Johnson County. The bridge embankment constructed in 1995. is approximately 40 ft. high. Readily available moderate plasticity clay soil has been adopted as the fill material. For the past 16 years, the approach slabs at each end of this bridge had experienced more than 17 in. of settlement. The District funded a rehabilitation project to remove the modular block walls underneath, construct 3:1 slopes, repair bridge beams, and remove and replace 150 ft. of approach slab and pavement on each end. EPS geofoam was selected due to its lightweight and high compressibility attribute. The weight of EPS geofoam utilized is only a small fraction of soil that was excavated. Geofoam was designed to replace 6 feet of the embankment from the bottom of the bridge abutment upward. The additional 2 ft. remaining at the top of pavement was constructed with a 10 in. layer of item 247 flexible base, 4 in. of item 3224 Type. B hot mix, and 10 in. of CRCP concrete pavement. This rehabilitation work started in January 2012 and was completed in the following month (February 2012). This area was instrumented with four (4) horizontal inclinometers and four (4) pressure cells to monitor the settlement behavior and pressure response of the embankment in relation to the dead load of the overlying pavement structure, live traffic loading, embankment settlement, and pressure against the abutment and wingwalls. After the completion of installation in February 2012, University of Texas, Arlington (UTA) research team conducted field performance monitoring at regular interval. It can be observed from the horizontal inclinometer data that during the three years after opening to traffic, less than 1.5 in. (38 mm) of post-construction vertical displacement [settlement] has occurred. No visible deformation or bump is observed in the concrete pavement surface. However, soil erosion at shoulder and a 3 in. (76mm) differential settlement at the pavement has been observed and documented on the south side slope of the embankment. it appears that the slope soil is creeping laterally away from the roadway thereby leading to this differential settlement at the pavement and wing wall edge. Continual wet soil exists at the end of a drain line installed at the end of the wing wall during construction and draining down the slope. The origin of this water is still unknown. Due to the continual soil movement and water draining from under the approach slab, the influencing factors contributing to settlement of geofoam installation are not yet identified. Additional data collection is desired in order to evaluate the longer-term performance of the EPS geofoam in this embankment. Hence, continued site visits for data collection need to be conducted for at least 5 to 6 years. Long-term performance data will also help in the formulation of design charts for future use of EPS geofoam in other projects.]]></description>
      <pubDate>Wed, 01 Jul 2015 02:45:46 GMT</pubDate>
      <guid>https://rip.trb.org/View/1359586</guid>
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