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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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    <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>
    <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>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>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>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>
    </item>
    <item>
      <title>Overlays with Rapid Setting Cement and a Liquid Low P Admixture</title>
      <link>https://rip.trb.org/View/2587118</link>
      <description><![CDATA[The Virginia Department of Transportation (VDOT) has long relied on latex-modified concrete (LMC) overlays with rapid setting cement to extend the service life of bridge decks by providing low permeability and early strength gain. However, advancements in concrete admixture technology offer alternative solutions that may enhance durability, workability, and sustainability. This study proposes replacing the latex modifier in LMC overlays with Liquid Low P admixture. The research will evaluate the feasibility of this substitution by assessing permeability, strength, length change, freeze-thaw durability, and constructability. The project will involve field evaluations to compare the performance of Low P modified concrete to traditional LMC. If successful, this approach could streamline overlay placement, reduce material handling complexities, and provide a cost-effective alternative for VDOT bridge deck rehabilitation projects.]]></description>
      <pubDate>Sat, 09 Aug 2025 09:26:59 GMT</pubDate>
      <guid>https://rip.trb.org/View/2587118</guid>
    </item>
    <item>
      <title>Ultra-High Performance Concrete Overlays in Virginia</title>
      <link>https://rip.trb.org/View/2587117</link>
      <description><![CDATA[Bridge deck deterioration is a major concern in infrastructure maintenance, primarily caused by corrosion of reinforcement due to chloride intrusion, environmental factors, and traffic-induced wear. Ultra-High Performance Concrete (UHPC) is a promising material for bridge deck overlays due to its superior durability, low permeability, and crack control properties. This study builds upon previous research comparing different fiber-reinforced concretes (FRCs) namely, Engineered Cementitious Composite (ECC), Very High-Performance Concrete (VHPC), and UHPC. Based on the findings, UHPC has been identified as one of the suitable materials for further study and field implementation.  In this study, UHPC overlays will be installed and performance monitored for at least a year.]]></description>
      <pubDate>Sat, 09 Aug 2025 09:18:08 GMT</pubDate>
      <guid>https://rip.trb.org/View/2587117</guid>
    </item>
    <item>
      <title>Development of UAS-enabled Bridge Deck Inspection System from Investigation to Implementation</title>
      <link>https://rip.trb.org/View/2582929</link>
      <description><![CDATA[For this research project, the research team introduces a pilot study that is geared towards inaugurating an uncrewed aircraft system (UAS) bridge inspection program, operating on a component-level approach, with the overarching goal of enhancing the caliber of bridge inspection methodologies within the confines of New Mexico. The envisioned program encompasses the formulation of UAS-based inspection strategies, the establishment of frameworks for data interpretation, and the development of specialized software implementations tailored to individual bridge components as delineated in the National Bridge Inventory (NBI). To achieve automated data acquisition, cutting-edge UAS platforms equipped with high-resolution sensors will be deployed.

The research outcomes from the proposed project will be delivered to New Mexico Department of Transportation (NMDOT) personnel as a technology transfer. A training workshop will be hosted to NMDOT personnel to gain knowledge of UAS-based bridge inspection. Besides, a site demonstration will be hosted to NMDOT personnel to show the developed UAS platform working on the site and software implementation. As a part of the research outcomes, a guideline for UAS based bridge deck inspection will be drafted.]]></description>
      <pubDate>Tue, 05 Aug 2025 13:47:12 GMT</pubDate>
      <guid>https://rip.trb.org/View/2582929</guid>
    </item>
    <item>
      <title>Polymer Concrete Joints for Precast Bridge Elements. Polymer Concrete for Bridge Deck Closure Joints in Accelerated Bridge Construction</title>
      <link>https://rip.trb.org/View/2582920</link>
      <description><![CDATA[For joints between precast elements on Accelerated Bridge Construction (ABC) projects, Polymer Concrete (PC) has a great advantage of cost saving over Ultra High Performance Concrete (UHPC). PC can also be mixed without needing specialized equipment and uses non-proprietary products in its mix designs, which are easier to source than the products used in UHPC mix designs. The primary objective of the project is to develop and test joint designs with PC and develop a mix design that can be used by the New Mexico Department of Transportation (NMDOT).

The overall objective of this project is to equip MNDOT with the science and tools towards implementing a polymer concrete alternative solution for field joints of precast bridge members for accelerated construction.

The polymer concrete alternative is to be comparable to what the NMDOT has recently implemented using ultra-high-performance concrete (UHPC) solutions. The NMDOT will leverage several years of research at the University of Nevada, Reno (UNR) in the area of polymer concrete and non-proprietary UHPC mix development and applications for accelerated bridge construction (ABC). UNR hosts world-class structural and large-scale testing facilities, as well as the materials laboratories under the Western Regional Superpave Center, to conduct a comprehensive experimental program that support the implementation tools that NMDOT requires.]]></description>
      <pubDate>Tue, 05 Aug 2025 12:51:33 GMT</pubDate>
      <guid>https://rip.trb.org/View/2582920</guid>
    </item>
    <item>
      <title>Evaluation of Alternative Materials for Timber Bridge Deck Plank Replacement</title>
      <link>https://rip.trb.org/View/2582877</link>
      <description><![CDATA[This project will focus on the evaluation of alternative materials for timber bridge deck planks to address the increasing costs, extended lead times, and maintenance challenges associated with the timber traditionally used by the Virginia Department of Transportation (VDOT). The study will include a literature and product review, experimental material and structural testing and a cost and feasibility analysis of alternative materials such as alternative timber species to what VDOT currently specifies, fiber-reinforced polymer composites, plastics, and isophthalic polyesters. Material testing will include mechanical, asphalt bonding, surface friction, and durability testing, while structural testing will include beam tests and connection tests on the alternative materials. The cost and feasibility analysis will consider aspects such as the material cost, expected lead times, ease of fabrication and installation, durability, and general ease of implementation. The projected outcome of this study will be recommended alternative materials for use in timber plank replacements. Implementation strategies will also be provided for incorporating these alternative materials into VDOT’s bridge maintenance practices.]]></description>
      <pubDate>Tue, 05 Aug 2025 10:04:19 GMT</pubDate>
      <guid>https://rip.trb.org/View/2582877</guid>
    </item>
    <item>
      <title>Correlation Between Deck Patching Quantities and Chloride Concentration Levels</title>
      <link>https://rip.trb.org/View/2577125</link>
      <description><![CDATA[Prediction of deck patching quantity that reflects the reinforced concrete (RC) deck damage condition enables better bridge asset management at a network level. Chloride induced-corrosion is the major contributor to the RC deck deterioration and accordingly, the chloride concentration levels that control the corrosion process are believed to have correlation with the deck repair quantity. The Minnesota Department of Transportation (MnDOT) has gathered deck patch data for bridge deck repair projects in recent years and has also developed a chloride concentration model with the capability of predicting chloride concentration penetration into the deck thickness over time for cracked and uncracked concrete. The collected deck patch data and the developed chloride model make it possible to obtain deck patching predictive models that are functions of chloride levels and other influencing factors. To develop the desired patching prediction model, three objectives are proposed: (1) identify all key influencing factors, (2) quantify the relationship between influencing factors (basic variables) with the patch level (response) through nonlinearity and interactions, and (3) determine the most appropriate statistical model considering accuracy and complexity. To meet project objectives, the relationship between the influencing factors and the patching quantity will be modeled through explanatory functions utilizing existing corrosion mechanistic models and genetic programming. Several statistical models in three different approach categories (i.e., regression, Markov-based, and unsupervised machine learning) will be developed and the best model for the MnDOT implementation will be selected.]]></description>
      <pubDate>Fri, 18 Jul 2025 12:02:54 GMT</pubDate>
      <guid>https://rip.trb.org/View/2577125</guid>
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