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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=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJkYXRlaW4iIHZhbHVlPSJhbGwiIC8+PHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMTYiIC8+PC9wYXJhbXM+PGZpbHRlcnM+PGZpbHRlciBmaWVsZD0iaW5kZXh0ZXJtcyIgdmFsdWU9IiZxdW90O1RlbnNpbGUgc3RyZW5ndGgmcXVvdDsiIG9yaWdpbmFsX3ZhbHVlPSImcXVvdDtUZW5zaWxlIHN0cmVuZ3RoJnF1b3Q7IiAvPjwvZmlsdGVycz48cmFuZ2VzIC8+PHNvcnRzPjxzb3J0IGZpZWxkPSJwdWJsaXNoZWQiIG9yZGVyPSJkZXNjIiAvPjwvc29ydHM+PHBlcnNpc3RzPjxwZXJzaXN0IG5hbWU9InJhbmdldHlwZSIgdmFsdWU9InB1Ymxpc2hlZGRhdGUiIC8+PC9wZXJzaXN0cz48L3NlYXJjaD4=" rel="self" type="application/rss+xml" />
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Research in Progress (RIP)</title>
      <url>https://rip.trb.org/Images/PageHeader-wTitle-RIP.jpg</url>
      <link>https://rip.trb.org/</link>
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    <item>
      <title>Test Methods for Joint Fabrics Used in Precast Concrete Adjacent Member Beam Connections</title>
      <link>https://rip.trb.org/View/2592103</link>
      <description><![CDATA[The precast concrete adjacent member beam is one bridge element that is frequently used throughout all Virginia Department of Transportation (VDOT) districts. However, one shortcoming in this bridge type is the joint between the adjacent members, which is prone to leaking. One option for mitigating that leakage is to install an epoxy-coated fabric mesh across the joints. However, the cost of the fabric has increased substantially over time while the material’s quality has come into question. Furthermore, some joints are wide enough to require overlapping widths of the material, particularly for the transverse joint at a pier. Greater competition in the industry could lead to the development of more cost-effective and practical solutions to these issues. 

To foster that competition, criteria for accepting new products need to be established. This project will entail laboratory testing to develop those criteria for the tensile strength of the fabric material itself and the development length of the mesh bonded to either concrete or another layer of mesh. Successful implementation of the results of this study into VDOT’s Road and Bridge Specifications should lead to more options for strengthening and waterproofing the joints between precast concrete adjacent members. The established criteria will help to reduce the maintenance activities required to extend the service life of these types of bridges.

]]></description>
      <pubDate>Thu, 21 Aug 2025 12:36:44 GMT</pubDate>
      <guid>https://rip.trb.org/View/2592103</guid>
    </item>
    <item>
      <title>Microstructure Analysis with X-ray CT Scan Imaging to Develop Enhanced Full-Depth Reclamation (FDR) Mixes Through Optimized Mix Design Compaction Effort</title>
      <link>https://rip.trb.org/View/2480362</link>
      <description><![CDATA[The use of Full Depth Reclamation (FDR) and the development of novel binders have continued to grow over the last three decades in the US. The mix design is conducted through several steps including combining in-place materials, adding pre-mix water, applying and mixing binder, compacting, curing, and testing with or without conditioning. To “harmonize” testing conditions for different “stabilization” methods, agencies often utilize a generic “mix design” system, irrespective of the type of in-place materials and binders. This approach, while convenient, is not the most optimal, as it may not utilize the unique advantages of a specific binder and may also result in an inferior FDR base course. The single most important property that controls the strength of FDR mixes and their potential to deteriorate over time under traffic loading is the efficiency of compaction during the recycling process. Efficient compaction of FDR mixes can result in a favorable microstructure, which increases the density and strength, reduces the potential for moisture damage, and enhances its long-term durability. The microstructure of the compacted FDR is affected by the optimum binder content, which is mostly dictated by the compaction effort (number of gyrations with the Superpave Gyratory Compactor, SGC) that is utilized during mix design. Different research reports recommend different gyration numbers, and at the same time, tests indicate a significant difference in the strengths of samples compacted with different numbers of gyration. Some binders can significantly facilitate compaction at the expense of relatively more sensitivity to compaction effort. Therefore, a pertinent question is, what is the optimized compaction effort that could lead to the formation of the optimized microstructure of FDR mixes that are resistant to deterioration? The answer to this question will result in the development of new specifications to guide the mix designers to develop appropriate optimum binder content and the contractors to utilize appropriate compaction equipment and passes in the field. The research is proposed based on observations from the literature, inferences from the Cycle 1 SPTC study, and interviews with the FDR and cement industry.
The objective of the proposed research is to investigate the effect of mix design compaction effort on the microstructure, density and strength, and thereby develop an optimized mix design procedure for mixes with different binders. The scope of work consists of preparing FDR specimens with different binders, using different compaction efforts, measuring their conventional laboratory properties, characterizing their microstructure using X-Ray CT scan, and correlating microstructure to the strength and stiffness of FDR mixes. Building on Cycle 1 findings, the matrix of materials will consist of one FDR blend of RAP and granular materials and two binders which are proven to be most promising in terms of strength and performance under accelerated loading and testing from Cycle 1, i.e., CSS1H emulsified asphalt, and high Yield emulsified asphalt. Three different laboratory levels of compaction will be used. The test results will include phase identification, density, porosity, damage evaluation from X-ray CT scan, as well as indirect tensile strength and stiffness with and without conditioning. The proposed research will be carried out in five tasks spread over a 12-month period. Task 1: Design FDR mixes using 50, 75, and 100 SGC gyrations per TxDOT specifications Tex-113-E and Tex-241. Task 2: Conduct Indirect Tensile Strength (per Tex-226-F), and stiffness (per AASHTO T307) tests on dry and moisture-conditioned specimens. Task 3: Carry out X-ray CT scan, conventional density test (Tex-113-E), and Indirect Tensile Strength (Tex-226-F) at different loading levels on samples compacted at optimum binder contents and different gyration levels. Task 4: Correlate microstructure and the extent of damage to strength and stiffness. Task 5: Prepare and submit the final report.
]]></description>
      <pubDate>Wed, 01 Jan 2025 17:15:15 GMT</pubDate>
      <guid>https://rip.trb.org/View/2480362</guid>
    </item>
    <item>
      <title>Implementation of Asphalt Mixture Automated Testing System with Zero Intervention (AMAZE)</title>
      <link>https://rip.trb.org/View/2437697</link>
      <description><![CDATA[The research team will assist the Texas Department of Transportation (TxDOT) with implementing Asphalt Mixture Automated Testing System with Zero Intervention (AMAZE) developed in research project 0-6674-03, “Automated IDEAL Cracking and Rutting Tests”. The researchers will write test procedures tailored for AMAZE. Working with TxDOT, the research team will enhance AMAZE to measure specimen dimension and handle field cores with various thickness. The researchers will then use the findings and data generated from this implementation project to develop and teach implementation workshop for TxDOT.]]></description>
      <pubDate>Thu, 03 Oct 2024 11:39:11 GMT</pubDate>
      <guid>https://rip.trb.org/View/2437697</guid>
    </item>
    <item>
      <title>Performance Evaluation of HMA Treated with Hydrated Lime and Liquid Antistrip Agents</title>
      <link>https://rip.trb.org/View/2431176</link>
      <description><![CDATA[Colorado Department of Transportation (CDOT) has been using the test procedure CP-L5109 - Resistance of Compacted Bituminous Mixture to Moisture Induced Damage – (based on AASHTO T-283) to report the percentage of remaining asphalt mixture tensile strength after immersion saturation and one freeze-thaw cycle. This test has worked well as a basic screening for the potential of stripping mixtures and is often the first indicator on a construction project that the required hydrated lime is not being properly added to the contractors asphalt mixture. Pavements in Colorado are typically subjected to between 50 and 200 freeze thaw cycles during an average year. Hydrated lime has proven successful in mitigating moisture damage over the typical life span of Colorado pavements statewide.

It is proposed that approximately five asphalt mixtures be selected to represent typical materials across Colorado. These mixtures shall be composed of recently crushed aggregates and, as available, recycled asphalt pavement in mixtures designed for use on active or recent CDOT construction projects. When possible, known sources of moisture sensitive aggregate sources will be intentionally targeted for inclusion in the study mixtures.

Each mixture will be tested for the tensile strength remaining (TSR) in accordance with CP-L5109 at the AC content for which it was designed for project use. Each mix will be tested for TSR with no antistrip agent, with Lime, and with each liquid antistrip (LAS) additive. Testing will compare the unconditioned sample strength with the strength after five freeze-thaw cycles. Aggressive climate conditions in Colorado are the justification for the use of 5 conditioning cycles in this testing regimen to represent conditions pavements will face over their performance life.

This study will leverage the ongoing testing and data analysis being conducted by the Utah DOT to make lab comparisons between Lime and LAS impact on mixture resistance to moisture damage over long periods of time. Study results will be used to compare the performance of Lime and available LAS agents on Colorado asphalt mixtures with the goal of determining if alternatives to Lime can be viable additives to combat moisture damage. Potential secondary outcomes will be a methodology to approve and specify requirements for LAS alternatives on CDOT projects.
]]></description>
      <pubDate>Mon, 16 Sep 2024 09:35:35 GMT</pubDate>
      <guid>https://rip.trb.org/View/2431176</guid>
    </item>
    <item>
      <title>Development of Non-Proprietary Ultra-High Performance Concrete (UHPC) Prestressed Bridge Girders</title>
      <link>https://rip.trb.org/View/2427399</link>
      <description><![CDATA[Bridge girders made of ultra-high-performance concrete (UHPC) allow for members with shallower depths to achieve longer spans as well as reduced substructure and grading costs while still achieving required under-bridge clearances. Additionally, bridge service lives are extended due to the reduced permeability and increased tensile strength of UHPC. This project focuses on identifying and eliminating barriers to the development and implementation of precast, prestressed concrete bridge girders in Minnesota and Wisconsin using non-proprietary UHPC made of local material resources.]]></description>
      <pubDate>Mon, 09 Sep 2024 10:15:19 GMT</pubDate>
      <guid>https://rip.trb.org/View/2427399</guid>
    </item>
    <item>
      <title>Implementation and Performance Monitoring of Accelerating Mix Designs for Cement Treated Base</title>
      <link>https://rip.trb.org/View/2420071</link>
      <description><![CDATA[The research team will work with a minimum of three (3) Texas Department of Transportation (TxDOT) Districts to conduct demonstration projects with performance monitoring. The research team will apply the accelerated mix design procedure to real pavement designs, encouraging utilization of the new test procedure, enabling the identification of potential areas of improvement, and demonstrating the mechanistic design check. The research team will conduct initial performance monitoring on the constructed projects. This monitoring aims to assess the effectiveness of the accelerated design, validate the stability of the designed pavement by evaluating pavement conditions and enhance the estimated resilience modulus.]]></description>
      <pubDate>Thu, 22 Aug 2024 16:10:17 GMT</pubDate>
      <guid>https://rip.trb.org/View/2420071</guid>
    </item>
    <item>
      <title>Capacity and Acceptance Criteria of Welded Splices on Cold-Bent Reinforcing Steel</title>
      <link>https://rip.trb.org/View/2323252</link>
      <description><![CDATA[The American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) Bridge Design Specifications require welding of bridge reinforcing steel (rebar) splices to conform to the American Welding Society (AWS) D1.4 Structural Welding Code – Steel Reinforcing Bars. Alaska Department of Transportation and Public Facilities (DOT&PF) uses cold-bent reinforcing steel hoops and spiral bars as confinement in its concrete-filled steel pipe pile bent system. Structural adequacy of this system is essential for seismic performance. In Alaska, and other seismic states, ASTM A706 Grade 60 reinforcing steel (rebar) is 
routinely specified for members expected to form plastic hinges. A706 rebar has a 
restricted chemical composition and carbon equivalent to enhance its weldability.
AWS D1.4 describes filler metal selection, preheat/interpass temperatures and 
performance and procedure qualification requirements for welding of steel reinforcing 
bars. However, welded splices on hoops and spiral bars are technically not in 
compliance with AWS D1.4, which does not allow welding within two bar diameters of 
the bent portion of the steel. Despite this AWS D1.4 code provision and decades of 
research on the pipe pile system, no known defects have arisen from these welded 
splices. However, the reliability of the splices to behave as anticipated is extremely 
important in plastic hinge regions. Specific testing of cold-bent reinforcing steel welds
has not been completed to ensure that current materials and methods would not 
adversely affect the strength and ductility of the reinforcing bars. 
The goal of this research program is to investigate the effect of welding on cold-bent 
ASTM A706 Grade 60 reinforcing steel. Specific objectives are (1) to determine 
changes in microstructure and microhardness in the heat-affected zone (HAZ) of 
welded cold-bent reinforcing steel, (2) to compare the tensile strength and ductility for
welds made on cold-bent versus unbent reinforcing steel, (3) to determine the 
monotonic stress-strain behavior locally in the HAZ of welded cold-bent reinforcing 
steel, and (4) to identify specific requirements and/or acceptance criteria for welding on 
cold-bend reinforcing steel beyond those in AWS D1.4.]]></description>
      <pubDate>Wed, 17 Jan 2024 16:12:52 GMT</pubDate>
      <guid>https://rip.trb.org/View/2323252</guid>
    </item>
    <item>
      <title>Development of a Multi-Camera Based Photogrammetric Method for Improving Three-Dimensional Full-Field Displacement Measurements of Geosynthetics During Tensile Test</title>
      <link>https://rip.trb.org/View/2289619</link>
      <description><![CDATA[The research aims to develop a low-cost photogrammetric method for continuously measuring and tracking the 3-D full-field displacements and complete strains of geosynthetics during tensile tests. The proposed method will be non-contact, cost-effective, accurate, and capable of measuring the 3-D displacements of the geosynthetics at any location within the geosynthetics and at any moment during the tensile test. The proposed method can also identify any localized strains at any location within the specimen. The developed photogrammetric method from this study can be used in dynamic tests where the objects are continuously moving/deforming, such as tensile tests on the geosynthetics, which cannot be done by using the conventional one-camera-based photogrammetric method. Departments of Transportation (DOTs) and contractors can use the method for measuring the deformational response of geosynthetics with continuous movements or deformation.]]></description>
      <pubDate>Tue, 14 Nov 2023 20:30:39 GMT</pubDate>
      <guid>https://rip.trb.org/View/2289619</guid>
    </item>
    <item>
      <title>Impact of Bolt Holes on the Performance of Steel Girders</title>
      <link>https://rip.trb.org/View/2289610</link>
      <description><![CDATA[The design and construction of steel girder bridges, most often, require the use of bolts to connect various components in the field. In some cases, bolt holes have to be located at critical locations such as the tension flange of a steel girder. The impact of these holes on the capacity and the performance of the steel girders are accounted for during design. The current American Association of State Highway and Transportation Officials (AASHTO) LRFD Bridge Design Specifications (BDS) Equation 6.10.1.8-1 provides a limit on the maximum major-axis bending stress permitted on the gross area of steel girder flange, neglecting the loss of area due to holes in the tension flange. This equation is used in lieu of the 15 percent rule that had existed in previous editions of AASHTO design specifications, which allowed holes with an area less than or equal to 15 percent of the gross area of the flange to be neglected. However, for modern steels with yield-to-ultimate tensile strength ratio (Y/T ratio) higher than Grade 36 steel, the 15 percent rule was revised.

The current provision is based on the yielding and fracture of axially loaded tension members as opposed to the yielding and fracture of tension flanges of flexural members. A refinement of the current provision may lead to improved design strength of steel I-girders, particularly for girders with longer spans where modern steels are employed. Research is needed to better understand the impact of tension flange holes on steel girder performance and possibly improve the current state-of-practice. 

OBJECTIVE: The objective of this research is to conduct an analytical study on the impact of tension flange holes on the strength and ductility of composite steel I-girders and recommend modifications to existing compact steel I-girder design requirements, if needed. ]]></description>
      <pubDate>Mon, 13 Nov 2023 18:03:58 GMT</pubDate>
      <guid>https://rip.trb.org/View/2289610</guid>
    </item>
    <item>
      <title>Determine Relationship between IDT based on NCHRP Report 789 IDT Test Protocol and MOR for CSM Pavement Layers </title>
      <link>https://rip.trb.org/View/2264422</link>
      <description><![CDATA[The Mississippi Department of Transportation (MDOT) is active in the implementation of the Mechanistic-Empirical Pavement Design Guide (MEPDG) procedure for designing both new and rehabilitated flexible and semi rigid pavements.  This design procedure is available in a software program AASHTOWare Pavement ME Design (Pavement ME).

The cementitious stabilized material (CSM) layer(s) in a semi rigid pavement structure are typically constructed using either portland cement or hydrated lime, and historically were also constructed using blends of hydrated lime and fly ash (LFA).  One of the material characterization inputs to Pavement ME for CSMs is modulus of rupture (MOR).  MOR test protocol requires testing beam samples which can be fabricated in the laboratory but not practically extracted from an existing pavement structure.  However, CSM cores may be obtained from existing pavement structures and processed to provide indirect tensile strength (IDT) test samples.  IDT test results can be used to estimate MOR via a conversion factor. 

MDOT State Study (SS) No. 263 is being conducted to sample/test multiple pavement test sections throughout Mississippi to provide requisite information for use in locally calibrating the models included in the MEPDG to Mississippi climate, traffic, and pavement construction materials.  To date, SS No. 263 has tested all CSM pavement layers including IDT testing in accordance with the IDT test protocol included in National Cooperative Highway Research Program (NCHRP) Report 789 (IDTNCHRP).

An MOR test procedure for CSM is being developed at Mississippi State University (MSU) via ongoing MDOT SS No. 276 (MORMSU).  A research study using laboratory derived test data is required to develop one or more conversion factors relating IDTNCHRP to MORMSU.

]]></description>
      <pubDate>Mon, 09 Oct 2023 09:09:45 GMT</pubDate>
      <guid>https://rip.trb.org/View/2264422</guid>
    </item>
    <item>
      <title>Automated IDEAL Cracking and Rutting Tests</title>
      <link>https://rip.trb.org/View/2256327</link>
      <description><![CDATA[The objective of this project is to complete the design and construction of the automated test system and to deliver an automated IDEAL cracking and rutting test system working unit to Texas Department of Transportation's (TxDOT’s) MTD lab.  The automated test system, includes (1) specimen rapid cooling unit, (2) auto-air void measurement unit, (3) specimen conditioning unit for both room and high temperature, (4) automation arm unit, and (5) automated IDEAL cracking test (IDEAL-CT), IDEAL rutting test (IDEAL-RT), and indirect tensile (IDT) strength test unit, and (6) waste disposal unit. This automated test system will shorten test time and improve lab safety, test efficiency and accuracy.
The research team will work closely with TxDOT to build one automated lab test system. The research team will conduct comprehensive parallel comparison with the standard (manual) test system to ensure that the automated test results align with the current standard tests. The research team will develop a user manual for the automated test system. Additionally, the research team will provide training and demonstrations to TxDOT lab technicians after delivering the automated test system.]]></description>
      <pubDate>Wed, 27 Sep 2023 16:47:18 GMT</pubDate>
      <guid>https://rip.trb.org/View/2256327</guid>
    </item>
    <item>
      <title>Evaluation of Ideal-RT, HT-ADT and Additives on Bituminous Mixture Performance</title>
      <link>https://rip.trb.org/View/2244519</link>
      <description><![CDATA[Kentucky Transportation Cabinet (KYTC) wants to determine if either Ideal-RT or High-Temperature Indirect Tensile Strength (HT-IDT) can be used in lieu of Hamburg testing. Both forms of testing require less time to perform, confer significant cost savings in terms of equipment, and demand less laboratory space. Because additional additives (e.g., anti-stripping, rejuvenators) can be used during the production of bituminous mixtures, the Cabinet needs to evaluate if their use could affect Ideal-CT results and mixture performance.]]></description>
      <pubDate>Thu, 14 Sep 2023 08:49:33 GMT</pubDate>
      <guid>https://rip.trb.org/View/2244519</guid>
    </item>
    <item>
      <title>Criteria of Welded Splices on Cold-Bent Reinforcing Steel</title>
      <link>https://rip.trb.org/View/2151375</link>
      <description><![CDATA[Specific objectives of this research are (1) to determine changes in microstructure and microhardness in the heat-affected zone (HAZ) of welded cold-bent reinforcing steel, (2) to compare the
tensile strength and ductility for welds made on cold-bent versus unbent reinforcing steel, (3) to determine the monotonic stress-strain behavior locally in the HAZ of welded cold-bent reinforcing steel, and (4) to identify specific requirements and/or acceptance criteria for welding on cold-bend reinforcing steel beyond those in AWS D1.4. Project includes quarterly, interim and final reporting as well as technical advisor meetings and a final presentation/workshop in Alaska.]]></description>
      <pubDate>Wed, 12 Apr 2023 19:13:01 GMT</pubDate>
      <guid>https://rip.trb.org/View/2151375</guid>
    </item>
    <item>
      <title>Refinement and Delivery of a Standardized Test Method for Tensile Response of Strain-Hardening Fiber Reinforced Concretes</title>
      <link>https://rip.trb.org/View/2100872</link>
      <description><![CDATA[This project will present refinement and delivery of a standardized test method for tensile response of strain-hardening fiber reinforced concretes.]]></description>
      <pubDate>Wed, 18 Jan 2023 11:17:23 GMT</pubDate>
      <guid>https://rip.trb.org/View/2100872</guid>
    </item>
    <item>
      <title>Mitigating Cracks in Concrete Members for Durable Bridge Construction</title>
      <link>https://rip.trb.org/View/2071997</link>
      <description><![CDATA[The primary goal of this proposal is to investigate the use of steel wool in concrete to increase its crack resistance (fracture toughness and flexural strength) and enable durable, crack-free bridges. Unlike the majority of research efforts that have focused on higher compressive strength (common ultra-high performance concretes), the focus of this project will be on the tensile strength. This research will develop a concrete mix that has high tensile strength suitable for precast concrete bridge applications to support accelerated bridge construction.

The intended outcome of the project is to provide recommendations for implementing the newly developed concrete mix in field applications. Relevant documentation, along with the detailed report, will be provided to guide the adoption of the new material. For facilitating the adoption of the new concrete mix containing steel wool, demonstrations of mixing, curing, handling, and placement of the mix will be performed for DOT and industry representatives. Furthermore, an example of prestressed concrete girder design with the new concrete mix will be documented for implementation in bridge-related projects.]]></description>
      <pubDate>Fri, 16 Dec 2022 12:25:09 GMT</pubDate>
      <guid>https://rip.trb.org/View/2071997</guid>
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