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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>Performance and Use of Non-Vinsol Resin Air Entraining Concrete Admixtures in South Dakota</title>
      <link>https://rip.trb.org/View/2533745</link>
      <description><![CDATA[Current specifications only allow Vinsol Resin-based Air Entraining Admixtures (AEA) in concrete mixes used on South Dakota Department of Transportation (SDDOT) projects, and the use of synthetic AEAs is not allowed. This restriction reduces the number of AEA products available for use on SDDOT projects, which could potentially delay projects if supply issues develop related to the production of Vinsol Resin-based AEAs.
The South Dakota Department of Transportation (SDDOT) previously completed research project SD98-03 which determined that synthetic AEA products were the source of the concrete strength issues experienced by the Department at that time. As a result of this research, SDDOT discontinued the use of synthetic AEAs and removed all synthetic AEAs from the Department’s approved products list, thus effectively prohibiting them from use on SDDOT projects.
In the last 20+ years, the technology of synthetic AEAs has improved and AASHTO has developed a recommendation for evaluating AEAs (NCHRP Report 578).  Research demonstrating the acceptable performance of synthetic AEAs would expand the supply of products allowable for use on SDDOT projects. This research would give SDDOT guidance on which synthetic AEAs produce acceptable results and could be added to the department’s approved products list and provide changes to the current specifications to include non-Vinsol resin AEAs. 
On April 15, 2023, the sole manufacturing facility for Vinsol Resin experienced an industrial fire which put the facility out of production. In June 2023, the owner of the facility, Pinova Inc., announced plans to decommission the facility and permanently end operations. As a result of this fire and subsequent closure, it is expected that Vinsol Resin-based AEAs will become increasingly difficult to acquire until all existing Vinsol Resin-based AEAs currently in the market have been exhausted. Ultimately, having additional AEA products available for use by SDDOT will be necessary to ensure that the AEA products used on SDDOT projects are compatible with the other materials used in SDDOT concretes.
]]></description>
      <pubDate>Tue, 01 Apr 2025 08:53:57 GMT</pubDate>
      <guid>https://rip.trb.org/View/2533745</guid>
    </item>
    <item>
      <title>Delamination of Partial-Depth Panels in Concrete Bridge Decks: Inspection and Repair</title>
      <link>https://rip.trb.org/View/2445324</link>
      <description><![CDATA[Delamination of bridge decks at the interface between precast concrete deck panels and the cast-in-place concrete portion has been observed which causes non-composite behavior and results in deck damage which affects the serviceability and durability of bridge decks. The main objective of this research project is to develop implementation methods in the laboratory for repairing delaminated partial-depth precast bridge deck panels using epoxy injection from below the bridge deck and provide recommendations for field implementation. The topic of this project is important since recent failures of partial depth bridge decks have shown that closure of the bridge may be required for removal and replacement. The current repair method involves removing complete sections of the deck and replacing them with rapid hardening hydraulic cement concrete. If the research is successful, the bridge deck repair can be performed from below the bridge deck without interruption to traffic and the installation could be verified. This benefits UDOT in that there would not be delays or closures of such bridge decks. This research builds on a recently completed Utah Department of Transportation (UDOT) study by further experimenting with repairing delaminated partial-depth precast bridge decks by using epoxy injection from below the deck. ]]></description>
      <pubDate>Sun, 27 Oct 2024 15:07:58 GMT</pubDate>
      <guid>https://rip.trb.org/View/2445324</guid>
    </item>
    <item>
      <title>SPR-4834:  Riprap and Aggregate Polyurethane Stabilization for Drainage, Erosion Control and Road</title>
      <link>https://rip.trb.org/View/2238730</link>
      <description><![CDATA[This study presents a comprehensive investigation of polyurethane-bonded aggregate layers for drainage and erosion control applications in two phases.  In Phase 1, laboratory tasks include identifying suitable aggregate sources, characterizing physical properties, optimizing mix proportions and mixing methods, and conducting comprehensive laboratory testing. Phase 2 focuses on site selection, construction, and in-situ performance monitoring. The study aims to optimize design parameters, assess environmental impact, and provide guidelines for successful implementation of polyurethanebonded aggregate technology. ]]></description>
      <pubDate>Thu, 31 Aug 2023 16:34:53 GMT</pubDate>
      <guid>https://rip.trb.org/View/2238730</guid>
    </item>
    <item>
      <title>Use of Toughened Epoxies to Fill Gaps Between Plates for Steel Bridge Construction</title>
      <link>https://rip.trb.org/View/2100880</link>
      <description><![CDATA[This project will evaluate the use of toughened epoxies to fill gaps between plates for steel bridge construction.]]></description>
      <pubDate>Wed, 18 Jan 2023 11:17:28 GMT</pubDate>
      <guid>https://rip.trb.org/View/2100880</guid>
    </item>
    <item>
      <title>Evaluation of Saturates/Aromatics/Resins/Asphaltenes (SARA) Fractionation of Asphalt Binders in Louisiana</title>
      <link>https://rip.trb.org/View/1981518</link>
      <description><![CDATA[The objective of this research is to evaluate the characterization of asphalt binder through TLC/FID testing and SARA grouping.  The results will be further analyzed and compared with the available GPC results and other available characterizations of the asphalt binders.  Furthermore, the results will be correlated with performance.]]></description>
      <pubDate>Mon, 13 Jun 2022 12:07:17 GMT</pubDate>
      <guid>https://rip.trb.org/View/1981518</guid>
    </item>
    <item>
      <title>Use of Recycled Plastics in Asphalt Pavement Year 2</title>
      <link>https://rip.trb.org/View/1856848</link>
      <description><![CDATA[Over the last few years, there has been increasing interest in using recycled plastics in asphalt pavements. Recent studies have suggested that recycling plastics in asphalt mixtures is a great opportunity to improve the performance of pavements while eliminating the growing amount of
waste plastics being landfilled or polluting the environment through litter. The goal of this study is to conduct a preliminary laboratorial investigation to explore the viability of using recycled plastics in asphalt in the state of Missouri. During the first phase of the project, the effects of
high-density polyethylene (HDPE) on a typical Missouri asphalt binder PG 64-22 was investigated. 5% of HDPE (with or without pretreatment; flake or ground) by weight of neat binder was introduced into asphalt binder through wet process. Preliminary results indicated the size of recycled plastic flakes had significant effects on some properties of asphalt binders. The addition of HDPE greatly improved the rutting resistance of asphalt binders, and the binder modified with pretreated HDPE powders (with one physical treatment used in this study) has exhibited reasonable storage stability. The next phase of the project will aim to further investigate the methods to increase the compatibilization of waste plastics with asphalt and thus
enhance mechanical properties of modified asphalt cement. The tests on binders with other plastics (e.g., polyethylene terephthalate (PET) and low-density polyethylene (LDPE)) as well as the mixture performance tests (i.e., semi-circular bending (SCB), Hamburg wheel tracking (HWT), and indirect tension (IDT) tests) will be conducted to evaluate the effects of different recycled plastics on the properties/performances of asphalt binders/mixtures. The results of this study are expected to identify whether recycled plastics can be successfully incorporated into asphalt with improved properties/performance. The issues resulted from the asphalt binders/mixtures modified by recycled plastics will also be identified.]]></description>
      <pubDate>Sat, 05 Jun 2021 17:21:20 GMT</pubDate>
      <guid>https://rip.trb.org/View/1856848</guid>
    </item>
    <item>
      <title>Applications of Elastomeric Polymers
for Accelerated Bridge Construction
and Retrofit</title>
      <link>https://rip.trb.org/View/1692558</link>
      <description><![CDATA[Elastomeric polymers such as polyurea and polyurethane are nonlinear elastic materials with
high tensile strength and strain capacity, adhesiveness, and resistance to permeability and
environmental conditions. They have been used commercially as waterproofing and anti-blast
coating for reinforced concrete components. While the elastomeric polymer is an interesting
material with unique characteristics, there has been limited research on its potential structural
applications. A number of research studies have shown the remarkable increase in flexural and
shear strength of polyurea coated reinforced concrete beams. Further research is needed to
explore the application of polyurea coating system as a new structural material in the bridge
industry.
This proposal takes the first step of a long-term research vision to examine and investigate the
innovative applications of elastomeric polymers and specifically polyurea coating in accelerated
bridge construction. The focus of this proposal is on the application of elastomeric polymer
coatings for design and retrofit of side bridge girders. There are three aspects that can be
considered for this application: (i) enhancing the flexural and shear strength of the beam through
the application of a spray coating, (ii) enhancing the weather resistivity, which is especially
important for side beams, and most importantly, (iii) overheight vehicle collision impact
resistance. This proposal only focuses on the flexural and shear strength of polyurea coated RC
beams. This simple step is taken to start gaining experience and knowledge on this relatively new
material, and incrementally examine other aspects of the applications and other potential
applications through future proposals and other funding opportunities. The research team plans for an
experimental-analytical research effort, to develop simple phenomenological material models for
the polyurea coating system and to investigate the potential cost vs. benefit of the coating in
design and retrofit of side girders.]]></description>
      <pubDate>Tue, 10 Mar 2020 15:15:15 GMT</pubDate>
      <guid>https://rip.trb.org/View/1692558</guid>
    </item>
    <item>
      <title>Thermoplastic Composites by 3D Printing and Automated Manufacturing 
to Extend the Life of Transportation Facilities (2.4)</title>
      <link>https://rip.trb.org/View/1590583</link>
      <description><![CDATA[Recent advances in large-scale 3D printing and thermoplastic composite materials with bio-based fillers and reinforcements have great potential for expanding the possibilities of making forms for precast concrete structures. The 3D printing technology for making molds, forms, and tooling for precast concrete is expected to reduce labor cost. 3D printed molds allow design optimization of precast concrete parts since the additive manufacturing cost is only a function of thermoplastic material weight and is independent of part complexity. Additionally, 3D printed molds become an asset, since thermoplastic composite materials can be reprocessed. However, the performance and durability of such molds needs to be evaluated to ensure optimal performance with repeated casting and demolding operations. The work of this research project will evaluate the mechanical performance of 3D printed molds after repeated use during casting of concrete and removal of the cured concrete part. Additionally, the work conducted by the research team will evaluate the durability and dimensional tolerance of bio-based 3D printed forms.

The objectives of the project are to:
a. Identify potential applications for large-scale 3D printing of forms and tooling for precast concrete parts in transportation using bio-based fillers and reinforcements and cost-effective thermoplastic materials.
b. Determine the feasibility of making 3D printed forms for optimized precast concrete parts and elements to extend durability and reduce cost.
c. Document the demonstration of large-scale 3D printing of precast concrete forms and assess the quality of the parts. Establish material and manufacturing specifications to assist the DOTs implementation of this technology in transportation applications.
d. Investigate the potential for recycling the 3D printed forms and tooling and reusing/reprinting the wood-filled thermoplastic material to make it a capital asset for precasters.
]]></description>
      <pubDate>Tue, 05 Mar 2019 09:58:36 GMT</pubDate>
      <guid>https://rip.trb.org/View/1590583</guid>
    </item>
    <item>
      <title>Structural Design Methodology for Spray Applied Pipe Liners in Gravity Storm Water Conveyance Conduits (TPF-5(356))</title>
      <link>https://rip.trb.org/View/1492196</link>
      <description><![CDATA[Spray applied pipe liners is a trenchless technology that provides a method to structurally rehabilitate concrete and metal gravity storm water conveyance conduits with minimal impact to the travelling public. The liner consists of a cementitious or resin based material that is applied in an existing host storm water conveyance conduit via a centrifugal remote applicator or by manual application. Sufficient soil support and stabilization of the host conduit is required prior to placement of the spray applied liner. The liner will provide the structural load carrying capacity without the requirement to adhere to the host conduit. No single structural design methodology for a spray applied pipe liner currently exists. Vendors either apply design equations outlined in ASTM F1216, which are for Cured In Place Pipe (CIPP), or they use a variety of design approaches and conservatively select the maximum pipe liner material thickness. 
Several state departments of transportation (DOTs) have implemented structural spray applied pipe liners despite the lack of a national design standard or with the understanding that they will be designed according to CIPP design equations. Research objectives include: (1) Recommend a design methodology for both cementitious and resin based spray applied pipe liners for structural rehabilitation of gravity storm water conveyance conduits. (2) Recommend a laboratory test method to verify the proposed structural design for conduits that have been rehabilitated using the spray applied pipe liner technology. (3) Recommend an accelerated laboratory methodology to determine the liner material durability. (4) Recommend laboratory material testing for both cementitious and resin based materials.  
                                                  ]]></description>
      <pubDate>Mon, 18 Dec 2017 10:17:23 GMT</pubDate>
      <guid>https://rip.trb.org/View/1492196</guid>
    </item>
    <item>
      <title>Structural Design Methodology for Spray Applied Pipe Liners in Gravity Storm Water Conveyance Conduits</title>
      <link>https://rip.trb.org/View/1456883</link>
      <description><![CDATA[This project will do the following: (1) Recommend a design methodology for both cementitious and resin based spray applied pipe liners for structural rehabilitation of gravity storm water conveyance conduits. (2) Recommend a laboratory test method to verify the proposed structural design for conduits that have been rehabilitated using the spray applied pipe liner technology.  (3) Recommend an accelerated laboratory methodology to determine the liner material durability. (4) Recommend laboratory material testing for both cementitious and resin based materials.]]></description>
      <pubDate>Wed, 22 Feb 2017 18:11:06 GMT</pubDate>
      <guid>https://rip.trb.org/View/1456883</guid>
    </item>
    <item>
      <title>Plastic Pipe for Highway Construction-Phase 2</title>
      <link>https://rip.trb.org/View/1360383</link>
      <description><![CDATA[Culvert pipes used for highway cross drains have historically been concrete or corrugated metal (steel and aluminum). However, over recent years, the plastic pipe industries have been pushing state transportation agencies, including the Alabama Department of Transportation (ALDOT), to give equal consideration to plastic pipes. In 2006 the political emphasis culminated in regulation that broadened the types of culvert materials that should be considered for drainage applications on federal-aided highway projects. The regulation required that "equal consideration" be given when specifying alternate pipe materials--including plastic and corrugated aluminum--that are "judged to be of satisfactory quality and equally acceptable on the basis of engineering and economic analysis." Although this requirement was relaxed through the "Moving Ahead for Progress in the 21st Century Act" (MAP-21) in 2012, the plastic pipes industries continue their push to expand their market to include widespread use of plastic pipes for cross drain applications. Although the most common types of plastic pipes, namely profiled wall high density polyethylene (HDPE) and polyvinylchloride (PVC) pipes, have been developed specifically for highway drainage applications and integrated into American Association of State Highway and Transportation Officials (AASHTO) standard specifications, there are still many concerns, and confidence in their use for cross-drain applications remains low. The most prominent of these concerns revolve around the long-term integrity of plastic pipes and their joints. Plastics such as HDPE and PVC are viscoelastic materials, and by definition, creep under loading, and their rigidity characteristics change considerably (Gabriel and Goddard 1999; Goddard 1994). Table 1 provides material stiffness and strength (modulus of elasticity and yield strength) for plastic pipes as defined by AASHTO and the Plastics Pipe Institute (AASHTO 2009, AASHTO 2010, PPI 2003), along with comparable information for concrete and metal. The drastic stiffness change over time, which is used in standard design calculations, can be noted, with the modulus of polyethylene dropping by 80% and the modulus of polyvinylchloride dropping by 65%; likewise, the yield stress used in design calculations for polyethylene and polyvinylchloride drops by 70% and 47%, respectively. As discussed thoroughly in the report "Evaluation of HDPE and PVC Pipes Used for Cross-drains in Highway Construction" from the initial plastic pipe project, these properties are merely estimates based upon accelerated test methods and modeling that were adopted from the gas pressure pipe industry (PPI 2003, McGrath et al. 2009, Stuart et al. 2011). Although material quality control has improved over recent years, it has also been demonstrated that the resins used to manufacture plastic pipes can vary significantly between pipe producers. The long-term stability concern is further complicated by the fact that, unlike concrete pipes, plastic pipes are flexible-walled conduits 10 whose strength and structural integrity relies upon the arching effect provided by the surrounding backfill. The arching effectiveness, along with tendencies for the soil and backfill to also creep through time, is highly dependent upon the backfill and compaction quality during installation.]]></description>
      <pubDate>Thu, 09 Jul 2015 01:00:19 GMT</pubDate>
      <guid>https://rip.trb.org/View/1360383</guid>
    </item>
    <item>
      <title>Nano-Engineered Polyurethane Resin - Modified Concrete</title>
      <link>https://rip.trb.org/View/1318018</link>
      <description><![CDATA[Latex modified concrete (LMC), also known as polymer portland cement concrete refers to hydraulic cement mixed with organic polymers that are either dispersed or redispersed in water. The dispersion of polymers in water is sometimes referred to as emulsions. When polymer emulsions are mixed with portland cement concrete, the polymer particles come together to form a polymer film coating on aggregate particles and cement grains, and seals any voids or microcracks. The resulting mixture of polymer emulsion and portland cement concrete will have higher strength, high resistance to chloride penetration and is more inert to chemical attack than plain cement. One of the weak links in a cement-aggregate composite material is the bond between the matrix and the aggregates. To improve the performance of the alternative cement binder (ACB), the research team will develop a Nano-Engineered Polyurethane Resin (NEPU) resin to act as an intermediary between the aggregates and the ACB matrix. The NEPU will be used to precoat the aggregates prior to their placement within the ACB matrix. Embedded within the NEPU will be grains of the ACB. Then, when combined with the ACB and water, the unhydrated ACB particles embedded within the NEPU-coated aggregates will react with the surrounding matrix during hydration, providing an enhanced interfacial zone and corresponding improvement in the material properties of the hardened material. In the proposed work, the used of bio-based NEPU emulsion for LMC application will also be investigated. The characterization of NEPU including cure kinetics, rheology, UV resistance, and flame resistance will be conducted. The proposed NEPU-modified concrete will be subjected to physical and mechanical testing. The optimal composition of NEPU system will be investigated for determining the percentage by weight of nano-clay and soy-content.]]></description>
      <pubDate>Fri, 01 Aug 2014 01:15:16 GMT</pubDate>
      <guid>https://rip.trb.org/View/1318018</guid>
    </item>
    <item>
      <title>Soy-Based UV Resistant Polyurethane Pultruded Composites: Phase II</title>
      <link>https://rip.trb.org/View/1234377</link>
      <description><![CDATA[Development of affordable soy-based aromatic and aliphatic PU composites with improved mechanical and environmental performance is the focus of the proposed study. In our previous study, we have successfully manufactured both aromatic and aliphatic PU composites with 20% soy content. Neat resin samples of base PU and soy-PU were manufactured to evaluate the performance of the resin system. As the polyol and the isocyanate components of the PU resin system are susceptible to moisture, a novel mixing process was developed to make void free neat resin samples. A new metering unit system and an injection box were integrated with the pultrusion machine to manufacture PU composites. The mechanical performance of the neat resin samples and pultruded composites was evaluated. The performance of the soy-based resin is comparable to the base PU resin. However, aromatic PU based composites have poor environmental stability under UV light exposure and require specialized painting to provide protection. Aliphatic PU resins provide improved UV resistance but exhibit lower mechanical performance in comparison to aromatic polyurethanes. We have conducted preliminary studies on feasibility of incorporating nano-engineered fillers in the aliphatic PU resin system to compensate for the reduction in mechanical properties. In the proposed research, the current on-going work will be expanded to manufacture aromatic and aliphatic PU composites with increased soy content. Also, the initial study conducted for incorporating nano-engineered fillers in the aliphatic PU resin system will be used to manufacture PU nanocomposites. Fillers such as titanium dioxide will be mixed with the resin to obtain desired color for the finished part. The cure kinetics of the PU systems will be studied by differential scanning calorimetry (DSC) and the reaction rates of the aliphatic and aromatic polyurethanes will be compared. Mechanical and environmental performance will be evaluated by conducting tensile, flexure, impact, salt fog and UV exposure tests. The economics of aromatic and aliphatic systems will be assessed.]]></description>
      <pubDate>Thu, 03 Jan 2013 15:11:24 GMT</pubDate>
      <guid>https://rip.trb.org/View/1234377</guid>
    </item>
    <item>
      <title>Acquisition of Equipments for Composite Manufacturing Laboratory</title>
      <link>https://rip.trb.org/View/1230440</link>
      <description><![CDATA[An interdisciplinary team of faculty has been formed to upgrade the Composite Manufacturing and Testing Facilities at Missouri S&amp;T.    The Metering Unit will be useful to manufacture composite pultruded parts using two part polyurethane resin system. The current pultrusion manufacturing facility is restricted to epoxy, polyester and vinyl ester resin systems. The Metering Unit will enable us to manufacture composite parts using polyurethane resin system. Composite test fixtures are required to conduct specialized tests like Compression after Impact, Open Hole Compression and Interlaminar Shear.]]></description>
      <pubDate>Thu, 03 Jan 2013 14:00:23 GMT</pubDate>
      <guid>https://rip.trb.org/View/1230440</guid>
    </item>
    <item>
      <title>UTC Graduate Research Assistantship for V.G.K. Menta (Ph.D Student)--Development and Characterization of Multifunctional Composites</title>
      <link>https://rip.trb.org/View/1230336</link>
      <description><![CDATA[A low-cost Vacuum Assisted Resin Transfer Molding (VARTM) process has been developed to manufacture Fiber Reinforced Polymer (FRP) composites. In VARTM, a fiber preform is placed into a one-sided mold and the mold is vacuum sealed. Resin is then drawn into the mold by vacuum to infuse the preform. Resin flow is assisted by microgrooves built into a distribution medium placed beneath the vacuum bag. After full infiltration of the resin has been achieved, the mold is heated to the curing temperature and the part is solidified. The process has certain advantages such as low cost one sided hard tooling, net shape manufacturing of large complex parts, and high fiber volume fraction. Physics based process simulation tools is be used for the optimization of the injection locations and resin infusion during the process. This process can be used to manufacture complex shapes and multifunctional composites. A multifunctional structure is a unique design approach with the composition of structures performing several functions beyond carrying mechanical loads. It involves integration of several functions such as flame resistance and impact resistance. Physical and mechanical tests are performed to evaluate the performance of the manufactured parts.]]></description>
      <pubDate>Thu, 03 Jan 2013 13:58:26 GMT</pubDate>
      <guid>https://rip.trb.org/View/1230336</guid>
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