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    <title>Research in Progress (RIP)</title>
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    <atom:link href="https://rip.trb.org/Record/RSS?s=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJkYXRlaW4iIHZhbHVlPSJhbGwiIC8+PHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMTYiIC8+PC9wYXJhbXM+PGZpbHRlcnM+PGZpbHRlciBmaWVsZD0iaW5kZXh0ZXJtcyIgdmFsdWU9IiZxdW90O1N1cmZhY2VzJnF1b3Q7IiBvcmlnaW5hbF92YWx1ZT0iJnF1b3Q7U3VyZmFjZXMmcXVvdDsiIC8+PC9maWx0ZXJzPjxyYW5nZXMgLz48c29ydHM+PHNvcnQgZmllbGQ9InB1Ymxpc2hlZCIgb3JkZXI9ImRlc2MiIC8+PC9zb3J0cz48cGVyc2lzdHM+PHBlcnNpc3QgbmFtZT0icmFuZ2V0eXBlIiB2YWx1ZT0icHVibGlzaGVkZGF0ZSIgLz48L3BlcnNpc3RzPjwvc2VhcmNoPg==" rel="self" type="application/rss+xml" />
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Research in Progress (RIP)</title>
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      <link>https://rip.trb.org/</link>
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    <item>
      <title>Development and Optimization of Biochar-Infused Self-Heating Concrete for Bridge Deck Deicing, Strength, and Service Life</title>
      <link>https://rip.trb.org/View/2696157</link>
      <description><![CDATA[Ongoing advances in the understanding of the chemistry and physics of infrastructure materials are making it possible to endow concrete with functional properties that include electrical conductivity, active thermal management, and charge storage. In this proposal, the research team will exploit these advances to engineer concrete bridge deck materials that can be heated in cold weather to eliminate or prevent ice formation. This functional behavior will be produced by infusing the material with moderate doses of biochar, a nanoporous and electrically conductive additive that will enable the material to conduct electricity and thereby raise the material’s temperature by Joule heating. The advent of electrically conductive concrete (ECC) will greatly reduce or eliminate the need for deicing salts in cold weather, the latter which interferes with traffic patterns when applied and shortens the service life of bridge decks by salt scaling mechanisms. In addition, the formulations will be optimized for ideal self-heating and maximum possible compressive strength.]]></description>
      <pubDate>Mon, 27 Apr 2026 19:56:12 GMT</pubDate>
      <guid>https://rip.trb.org/View/2696157</guid>
    </item>
    <item>
      <title>Pavement Surface Properties Consortium Phase IV - Improving Safety and Saving Lives through Pavement Surface Optimization</title>
      <link>https://rip.trb.org/View/2672598</link>
      <description><![CDATA[Functional pavement considerations are fundamental to the performance and management of pavements. In addition to structural and durability requirements, an optimum pavement wearing surface should provide a combination of a good riding quality, adequate safety, and a low noise level. All these responses are highly influenced by the various components of the pavement surface texture. Previous phases of the program demonstrated that a collaborative research program can provide an accessible and efficient way for highway agencies and other organizations to conduct research on pavement surface properties. The collaboration helped the participating agencies explore new technologies, verify the operation and accuracy of the equipment currently used for evaluating pavement surface properties, and enhance the methodologies for developing and implementing proactive friction management programs.
OBJECTIVE: The mission of the Surface Properties Consortium has been to conduct applied research focused on enhancing the level of service provided by the roadway transportation system by optimizing pavement surface characteristics.]]></description>
      <pubDate>Thu, 19 Feb 2026 18:59:56 GMT</pubDate>
      <guid>https://rip.trb.org/View/2672598</guid>
    </item>
    <item>
      <title>Improve pavement surface distress and transverse profile data collection and analysis, Phase III</title>
      <link>https://rip.trb.org/View/2666773</link>
      <description><![CDATA[The technical capabilities of systems to collect and analyze pavement surface distress and transverse profile (PSDATP) have increased dramatically in the last 5-10 years. Many state highway agencies (SHAs) are in the process of assessing the procurement of equipment/systems or procuring vendor services for network and project level pavement condition assessments. The collection of quality PSDATP is critical for pavement management and design. The current national and State efforts to develop and refine pavement performance measures highlight the high value provided by quality PSDATP. The implementation of new project delivery methods with medium- to long-term maintenance agreements (Design Build Maintain, Design Build Operate, etc.) justifies the need for high-quality PSDATP data. Accurate and repeatable measures are essential for proper planning and the allocation of funding. The implementation of the Mechanistic Empirical Pavement Design Guide (MEPDG) highlights the need for quality PSDATP to maximize the potential of the MEPDG and all other pavement design models. The emphasis on preventive pavement maintenance activities provides the opportunity for additional value from greater resolution of pavement surface distress quantification. TPF-5(299) and TPF-5(399) comes to end in 2026, and this pooled fund study will continue the work of that pooled fund study. The 24 State Highway Agencies of TPF-5(399) support starting this new pooled fund study. The activities of the pooled-fund study will be communicated with other appropriate committees and groups in the pavement community, such as, the Road Profiler User Group, the Federal Highway Administration (FHWA), the American Association of State Highway and Transportation Officials (AASHTO) Committee on Materials and Pavements (COMP), National Cooperative Research Program (NCHRP) and the Transportation Research Board (TRB). The AASHTO COMP currently manages several standards related to pavement surface characteristics measurement. Many of these standards continue to need refinement and updating. This pooled-fund study is being established to provide direction and funding to unify the strategies, support implementation efforts, and promote best practices that improve the accuracy and repeatability of the data collection and analysis systems, as well as advance the understanding of PSDATP measurements. It is expected that this study will be completed within 5 years.

OBJECTIVES: Improve the Quality of Pavement Surface Distress and Transverse Profile Data Collection and Analysis by assembling SHAs, the FHWA, and industry representatives to: Identify data collection integrity and quality issues; Identify data analysis needs; Suggest approaches to addressing identified issues and needs. Based on this information, the SHAs and the FHWA will: Initiate and monitor projects intended to address identified issues and needs; Disseminate results; Assist in solution deployment 
]]></description>
      <pubDate>Mon, 09 Feb 2026 19:52:08 GMT</pubDate>
      <guid>https://rip.trb.org/View/2666773</guid>
    </item>
    <item>
      <title>Ultra-high performance concrete composite decks for long-span coastal bridges (OSU)</title>
      <link>https://rip.trb.org/View/2663233</link>
      <description><![CDATA[Coastal and marine environments present some of the most aggressive conditions for bridges, due to exposure to salt spray, high humidity, chloride ingress, and cyclic wet-dry cycles. Many of the nation’s longest span bridges are in and around tightly constrained coastal regions and these bridges commonly employ orthotropic steel decks (OSD) to reduce dead weight and improve structural efficiency. Conventional orthotropic steel plate decks are vulnerable to fatigue cracks in welded joints, deck plate corrosion, and deterioration of overlays under harsh environmental loading. Many of these OSDs are failing well short of their intended design lives. To overcome these limitations, this project will develop and validate a novel UHPC-composite steel rib deck system as a replacement for conventional OSDs for long-span bridges. Ultra-high performance concrete (UHPC) offers high compressive strength, ductility, low permeability, and durability. We propose to make relatively thin UHPC slabs composite with strategically embedded structural steel ribs to produce a direct replacement for conventional OSDs but with reduced weight, equivalent or better stiffness and load carrying capacity while mitigating past persistent fatigue and corrosion issues. 

The research consists of four (4) phases. First, conceptual design and modeling: we will create analytical and finite element models of composite deck panels, varying parameters such as rib geometry, spacing, shear connectors, UHPC thickness, and interface behavior. Second, fabrication and laboratory testing of prototype panels that will be constructed and tested under repeated load cycles modelling wheel loads on the deck surface, environmental (freeze/thaw, chloride exposure), and static failure tests to measure structural performance characteristics including stiffness, crack patterns, fatigue life, and ultimate capacity. Third, interface and connection optimization where shear connections between the UHPC and steel ribs will be optimized to produce reliable composite action and minimal slip under repeated loading. Fourth, develop design guidelines using test data to produce simplified design rules and apply the system concept to a real long-span bridge as a case study.
]]></description>
      <pubDate>Sat, 31 Jan 2026 12:05:58 GMT</pubDate>
      <guid>https://rip.trb.org/View/2663233</guid>
    </item>
    <item>
      <title>Improving Moisture Resistance/Control of Pavement Foundation Systems via Engineered Water Repellency
</title>
      <link>https://rip.trb.org/View/2659346</link>
      <description><![CDATA[The objective of this project is to evaluate the use of nanoscale organo-silane (OS) to control water and increase subgrade and overall pavement performance. It will also explore the extent to which OS can mitigate frost heave-thaw settlement and thaw weakening of frost susceptible pavement foundation layers. This will be achieved through the completion of four objectives: (1) collect both subgrade soils and OS materials; (2) develop a viable treatment design for field construction; (3) construct test sites with OS and without OS (control) and evaluate their geomechanical (e.g., stiffness, strength, F-T durability) and environmental (e.g., temperature, moisture, and matric suction) performances; and (4) collect data and calibrate numerical models. Advanced technologies provided as a match to the project will be used, including Light Detection and Ranging (LiDAR) and shape array sensors (SAS).]]></description>
      <pubDate>Mon, 26 Jan 2026 16:09:33 GMT</pubDate>
      <guid>https://rip.trb.org/View/2659346</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>Controlling Roadway Departures on Rural Kansas Highways Through Enhanced Pavement Friction</title>
      <link>https://rip.trb.org/View/2652341</link>
      <description><![CDATA[Roadway departures (RwDs), called lane departures, occur when a vehicle leaves its travel lane. Over 11,000 people die each year when their vehicle leaves its lane on rural highways.  RwD may happen when a car is speeding or approaching sharp curves and trying to navigate roads during various weather or road conditions. RwDs are often attributed to driver inattention, impairment, fatigue, nighttime visibility, or overcorrecting. Whatever may be the reason, an RwD can result in property damage, fatalities, and serious injuries due to head-on collisions, rollovers on side-slopes, or hitting roadside objects.  This type of traffic mishap is part of the “road safety crisis” defined by the National Academies in a recent report.  There were 59,706 KABCO crashes in Kansas in 2023, resulting in 387 fatalities. The state ranks 20th in the nation in traffic fatalities per 100,000 population.  As the nation and Kansas strive to meet the goal of zero deaths and serious injuries on roadways, RwDs on rural roads must be addressed. 

One of the known ways to reduce RwDs is to enhance pavement friction on highways.  A recent study by FHWA confirmed a strong statistical association between pavement surface frictional properties (friction and macrotexture) and crash rates. The study developed safety performance functions (SPFs) that include friction and macrotexture on various roadway facility types and categories (i.e., segments, intersections, curves, and ramps).  The study showed that pavement macrotexture has a statistically significant effect on predicting total crashes on all roadway facility types except rural two-lane/two-way roads. However, this conclusion regarding rural, two-lane/two-way roadways was limited by the small sample size in this road category. The study resulted in CMF/CMFx for tangent sections, as well as curves and intersections on each type of facility.

Kansas also has data available for a similar study, including friction data from the Sideway-force Coefficient Routine Investigation Machine (SCRIM), Locked wheel friction tester (LWFT), and texture data (Mean Texture Depth, MTD (from digitally simulated Sand Patch test), and Mean Profile Depth, MPD) from KDOT annual Laser Crack Measurement System (LCMS) survey. Thus, a similar study will result in CMF/CMFx for the tangent sections and curves on two-lane/two-way facilities.  ]]></description>
      <pubDate>Tue, 13 Jan 2026 15:39:27 GMT</pubDate>
      <guid>https://rip.trb.org/View/2652341</guid>
    </item>
    <item>
      <title>Obtaining Reliable Pavement Friction Measurements Using Connected Vehicles</title>
      <link>https://rip.trb.org/View/2643034</link>
      <description><![CDATA[Pavement friction is a critical factor influencing vehicle control and stopping distance, particularly under wet conditions, yet current measurement practices rely on infrequent and labor-intensive testing methods. These limitations prevent agencies from identifying hazardous low-friction locations in a timely manner. This project investigates whether connected vehicle sensor data can provide a reliable and continuous alternative for pavement friction monitoring.

The research will validate friction estimates derived from connected passenger vehicles against locked-wheel skid testing and invasive and non-invasive roadway sensors. Data will be collected on multiple pavement types along a test corridor in Massachusetts and analyzed using statistical and machine learning methods to relate vehicle-based friction values to standard skid numbers. The project will develop conversion models and data-integration techniques to enable agencies to incorporate connected vehicle friction data into pavement and safety management systems, supporting proactive maintenance and improved roadway safety.]]></description>
      <pubDate>Thu, 18 Dec 2025 15:09:53 GMT</pubDate>
      <guid>https://rip.trb.org/View/2643034</guid>
    </item>
    <item>
      <title>Examining the Potential of Thermoplastic FRP Tapes Inside Highly Exothermic Overlays as a New Material for Rapid Bridge Deck Protection</title>
      <link>https://rip.trb.org/View/2633313</link>
      <description><![CDATA[Some scenarios for concrete bridge deck repair involve inadequate bond between overlay and bridge deck leading to various distresses, including slippage, delamination, longitudinal joints failure, fatigue cracking, and rutting. Inadequate bond does not allow the cross-section act as a single monolithic unit. This is detrimental to structural integrity and causes major problems associated with bridge deck failures. Detecting and repairing this damage is often costly and time-consuming due to the inaccessibility of the underlying concrete for direct inspection. To maintain durability over its design life, special attention should be given to the protection of bridge decks to prevent serious damage to the concrete and structural reinforcement. It is of vital importance to develop solutions and investigate alternatives that can not only improve adhesion between overlay and underlying concrete decks and maintain the necessary strength requirements but also reduce maintenance cost throughout its service lifetime.]]></description>
      <pubDate>Tue, 02 Dec 2025 16:11:37 GMT</pubDate>
      <guid>https://rip.trb.org/View/2633313</guid>
    </item>
    <item>
      <title>Evaluating Polymer Concrete As A Bonding Agent in Segmental Bridge Construction</title>
      <link>https://rip.trb.org/View/2633311</link>
      <description><![CDATA[Segmental bridge construction is a widely used technique that enables efficient assembly and cost-effective infrastructure development. However, its long-term performance depends on the bonding material used to connect individual segments. Traditional grout, while commonly used, lacks the flexibility and durability required to withstand cyclic loading and environmental stressors. This research investigates polymer concrete (PC) as an alternative bonding agent, aiming to enhance structural resilience, load distribution, and long-term durability in segmental bridge construction. The study will evaluate the performance of five scaled bridge specimens: one bonded with grout and four with different polymer concrete formulations. These include Epoxy Polymer Concrete, Polyester Polymer Concrete, Polymethyl Methacrylate Polymer Concrete, and Poly Vinyl Ester Polymer Concrete, all of which are currently used in bridge deck overlays. Through laboratory testing and large-scale cyclic load testing, the study will assess their bonding strength, stress distribution, flexibility, and resistance to permanent deformation compared to traditional grout.]]></description>
      <pubDate>Tue, 02 Dec 2025 16:04:11 GMT</pubDate>
      <guid>https://rip.trb.org/View/2633311</guid>
    </item>
    <item>
      <title>AI-Driven Infrastructure Prioritization: Vision-Language Model Framework for Capital Planning</title>
      <link>https://rip.trb.org/View/2620732</link>
      <description><![CDATA[This project develops a scalable, artificial intelligence (AI)-powered framework for automated condition assessment and capital investment prioritization of road and bridge infrastructure across Colorado. Current manual inspection methods are costly, slow, and limited in coverage, often missing early signs of degradation. Leveraging recent advances in Vision-Language Models (VLMs), the project proposes a novel approach that extracts Pavement Condition Index (PCI) and bridge deck ratings from satellite and street-level imagery using VLMs guided by prompt engineering and in-context learning, requiring no retraining, and will be validated against Colorado Department of Transportation (CDOT) inspection records using machine learning model accuracy metrics.

The framework integrates three components: (1) Infrastructure condition (2) network criticality, computed via graph-theoretic metrics and traffic data, and (3) hazard exposure, based on geospatial data for landslides, wildfires, and floods. These layers will be synthesized into a weighted prioritization model to rank road segments for capital upgrades, refined through CDOT expert review.

A web-based geographic information system (GIS) tool will visualize prioritization results, supporting interactive exploration and decision-making. The tool will be pilot-tested with CDOT districts, and outcomes will be disseminated through a final report, peer-reviewed publication, Transportation Learning Network (TLN) webinar, and Colorado LTAP training.

By integrating AI, geospatial analytics, and network modeling, this project addresses data-driven infrastructure planning needs—enhancing efficiency, reliability, and resilience—while offering a replicable model nationwide.]]></description>
      <pubDate>Mon, 10 Nov 2025 16:24:50 GMT</pubDate>
      <guid>https://rip.trb.org/View/2620732</guid>
    </item>
    <item>
      <title>2503 Enhancing MALP and MKP as Repair Materials Through Joint Usage and in combination with Ceramic Paint</title>
      <link>https://rip.trb.org/View/2606541</link>
      <description><![CDATA[The purpose of this research is to address the corrosion performance of conventional reinforcing steel in uncracked and cracked magnesium-aluminum-liquid-phosphate (MALP) concrete and magnesium-potassium-phosphate (MKP) concrete in simulated repairs of Portland cement of both high and low quality. Reinforcing bars will be evaluated in both a clean and passive state and in an actively corroding state. The project will evaluate the ability of MALP concrete to withstand freeze-thaw cycles both as an individual material and in conjunction with Portland cement concrete. CeramycGuard will be investigated as a possible method to limit the penetration of salt solution into MKP to improve the corrosion resistance provided to reinforcing steels.]]></description>
      <pubDate>Fri, 03 Oct 2025 12:05:58 GMT</pubDate>
      <guid>https://rip.trb.org/View/2606541</guid>
    </item>
    <item>
      <title>2320 Service Life of Bridge Deck Repairs using Flood Coats</title>
      <link>https://rip.trb.org/View/2606528</link>
      <description><![CDATA[The purpose of this research is to address the premature deterioration of bridge decks due to a combination of shrinkage-induced cracking, cyclic loading from traffic, and chemical ingress from deicing salts. These factors not only reduce the structural service life of bridge decks but also impose significant maintenance costs on state infrastructure budgets. A widely used technique to address such deterioration is the application of epoxy or methyl methacrylate (MMA) flood coats. These materials are designed to penetrate surface cracks, seal voids, and prevent ingress of moisture and salts. However, concerns remain regarding the long-term performance of these coatings due to their brittleness, temperature sensitivity, and limited bonding durability under cyclic environmental and loading conditions. This study proposes a comprehensive investigation into the service life and performance characteristics of conventional epoxy and MMA coatings and two emerging advanced materials: (a) alumina nanoparticle (ANP)-modified MMA, and (b) a ceramic polymer coating known as CeramycGuard.]]></description>
      <pubDate>Fri, 03 Oct 2025 10:09:28 GMT</pubDate>
      <guid>https://rip.trb.org/View/2606528</guid>
    </item>
    <item>
      <title>SPR-5014: Polymeric Overlays Performance Assessment</title>
      <link>https://rip.trb.org/View/2601507</link>
      <description><![CDATA[INDOT seeks to evaluate/predict polymeric overlay effectiveness, including analyzing non-destructive test results and the influence of bridge and environmental factors, how often polymeric overlays contracts involve a warranty, optimal warranty period, and effect of changes in polymeric overlay specification and schedule. Information on nationwide practices will be solicited. The study outputs will include methods to estimate polymeric overlay longevity, the role of warranties, and project delivery recommendations.]]></description>
      <pubDate>Thu, 18 Sep 2025 16:03:45 GMT</pubDate>
      <guid>https://rip.trb.org/View/2601507</guid>
    </item>
    <item>
      <title>Retrofitting TxDOT Prestressed Box Beams with Composite Cast In Place Concrete Deck</title>
      <link>https://rip.trb.org/View/2593186</link>
      <description><![CDATA[The research team will develop and evaluate retrofit strategies for existing Texas Department of Transportation (TxDOT) prestressed box beam bridges by integrating a composite, cast-in-place concrete deck. Numerous such bridges, constructed without a concrete deck, exhibit longitudinal cracking, leakage, and maintenance challenges. Retrofitting with a composite deck will address these issues while improving structural performance, facilitating bridge widening, and increasing service life. The research team will include a literature review, cost comparisons, and preliminary analytical modeling to assess retrofit feasibility. Experimental testing will be conducted to evaluate retrofit techniques including doweled stirrups, surface roughening with a saturated surface dry (SSD) substrate, and other appropriate retrofit designs that improve shear key-deck/overlay composite action. Full-scale testing and numerical analyses will validate the structural behavior of the retrofitted system. The research team will provide TxDOT with detailed design recommendations, including analysis methods and design details for implementation. The expected Technology Readiness Level (TRL) for this project is 8.]]></description>
      <pubDate>Tue, 26 Aug 2025 12:32:40 GMT</pubDate>
      <guid>https://rip.trb.org/View/2593186</guid>
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