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    <title>Research in Progress (RIP)</title>
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    <atom:link href="https://rip.trb.org/Record/RSS?s=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJzdWJqZWN0aWQiIHZhbHVlPSIxNzgxIiAvPjxwYXJhbSBuYW1lPSJkYXRlaW4iIHZhbHVlPSI3MzAiIC8+PHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMTYiIC8+PC9wYXJhbXM+PGZpbHRlcnMgLz48cmFuZ2VzIC8+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>
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      <link>https://rip.trb.org/</link>
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    <item>
      <title>Successful Applications of Alternative Delivery Methods by Highway Agencies to Accelerate Project Delivery</title>
      <link>https://rip.trb.org/View/2681234</link>
      <description><![CDATA[Recent studies indicate that alternative project delivery methods—particularly design-build (DB), progressive design-build (PDB), public-private partnerships (P3s), and progressive P3s—can accelerate project development and delivery. However, adoption across State DOTs remains uneven. Some agencies have strong internal capacity, established procurement practices, and enabling legal frameworks to use these approaches effectively, while others continue to rely primarily on design-bid-build. As a result, many agencies are not realizing the full potential benefits of accelerated delivery.

This scan will assess how leading states have implemented alternative delivery models, the policies and laws that enabled their use, and lessons that may be transferable to other DOTs seeking to shorten delivery timelines. Areas of examination include: (1) criteria agencies use to select delivery models for major projects; (2) the role of enabling legislation and institutional frameworks in shaping delivery options; (3) cost and schedule performance comparisons across DB, PDB, P3, and design-bid-build; (4) stakeholder management, institutional considerations, and public communication practices; (5) risk allocation and risk-sharing approaches between public and private partners; and (6) use of innovative financing to improve project viability when paired with alternative delivery.

The scan will also examine decision-making processes, including leadership evaluation of delivery options, the influence of institutional and technical considerations, accountability mechanisms, internal capability development, procurement practices, and the integration of lifecycle cost considerations. Barriers to broader adoption—such as limited authority, staffing constraints, and concerns regarding cost overruns and accountability—will also be documented.

This scan will identify lessons learned, best practices, and decision frameworks for implementing accelerated delivery models. It will document how selected agencies evaluate delivery options, structure procurements, build internal capacity, and engage stakeholders to support successful outcomes.]]></description>
      <pubDate>Tue, 17 Mar 2026 15:10:13 GMT</pubDate>
      <guid>https://rip.trb.org/View/2681234</guid>
    </item>
    <item>
      <title>Successful Approaches to Applying Project Management Performance Metrics to Achieve Strategic Process Improvements</title>
      <link>https://rip.trb.org/View/2681236</link>
      <description><![CDATA[Transportation agencies use a range of project management performance measures to track the status of engineering and project delivery activities. Most state departments of transportation (DOTs) monitor “on-time” and “on-budget” performance and report these measures to internal leadership and external stakeholders. While these metrics appear straightforward, definitions and calculation methods vary significantly across agencies, influencing how performance is interpreted and communicated.
Given public expectations for timely and cost-effective project delivery, DOTs are seeking practical approaches to more consistently track development progress and clearly communicate results to stakeholders.
OBJECTIVE: This scan will document how state DOTs define, measure, and apply “on-time” and “on-budget” performance metrics. The team will examine key elements such as:
When measured activities begin and end; How and when current schedules are compared to baseline schedules; Which cost estimates are used to establish baselines and track current performance, and at what project milestones.

Recognizing the interrelationship among scope, schedule, and budget, the scan will also explore how agencies monitor and manage scope throughout project development, if and how scope changes are captured, and how those changes inform performance reporting.
In addition, the scan will document the organizational structures supporting project delivery performance management, including centralized and decentralized models (e.g., project management offices, Chief Engineer’s Offices, strategic initiatives offices). The study will identify practices that support effective implementation and reporting of established performance measures.
]]></description>
      <pubDate>Tue, 17 Mar 2026 15:06:44 GMT</pubDate>
      <guid>https://rip.trb.org/View/2681236</guid>
    </item>
    <item>
      <title>Innovations to Enhance Employee Safety in the Field</title>
      <link>https://rip.trb.org/View/2681235</link>
      <description><![CDATA[The nation’s aging transportation infrastructure is increasing the need for maintenance and reconstruction activities conducted under traffic. While work zones are essential to address these needs, changing traffic patterns, narrowed lane widths, and the presence of workers and work vehicles create safety challenges for all road users traveling through work zones, including motorists, bicyclists, and pedestrians. Continued traffic growth further complicates work zone operations and often pushes agencies to schedule work at night, adding additional risk factors and operational constraints.

In response, agencies are deploying a range of innovations intended to reduce worker exposure and improve safety outcomes. These include technologies that remove employees from hazardous situations (e.g., unmanned aerial systems, automated truck-mounted attenuators, positive protective systems, dynamic signing, and remote monitoring), improved engineering controls (e.g., enhanced advance warning systems, intrusion alerts, and in-vehicle notifications), and administrative approaches (e.g., speed management, move-over laws, and targeted law enforcement support). Agencies are also adopting advancements in personal protective equipment and using virtual and augmented reality for immersive safety training that allows workers to practice procedures in controlled environments. Documenting and sharing these practices can support broader adoption of safety-enhancing innovations across the highway community.

OBJECTIVE: This scan will identify and document proven innovations that highway transportation agencies are using to improve the safety of field personnel. Agencies to be examined may include state departments of transportation (DOTs), counties, municipalities, and toll agencies that have implemented effective safety innovations.

The scan will compile lessons learned and effective practices from participating agencies to inform a practical “toolbox” of resources that other agencies can adapt to their needs. The scan will also identify gaps, challenges, and opportunities to improve current approaches and technologies.]]></description>
      <pubDate>Tue, 17 Mar 2026 15:01:26 GMT</pubDate>
      <guid>https://rip.trb.org/View/2681235</guid>
    </item>
    <item>
      <title>National Road Research Alliance (Phase-3)</title>
      <link>https://rip.trb.org/View/2678150</link>
      <description><![CDATA[This solicitation is for the continuation of the National Road Research Alliance (NRRA) for another 5 years and to continue to support Veda development to increase efficiency and effectiveness of both efforts. The NRRA exists to strategically implement cooperative pavement research. State agencies, industry, academia, consultants and associations work together to identify problems, complete research projects and implement results. The goal is to help agencies nationwide achieve consistent benefits from real world road research. It also seeks to provide members a forum to discuss issues and an outdoor, real-world laboratory (MnROAD) for evaluating cutting-edge pavement technologies.  The NRRA consists of five project teams: Flexible, Rigid, Geotechnical, Intelligent Construction Technologies, and Preventive Maintenance and is governed by an Executive Committee made up of two representatives from each government agency participating in the study.   Each team activities include prioritization of short and long-term research, development of long-term research test sections at MnROAD and providing input for technology transfer.  


]]></description>
      <pubDate>Fri, 06 Mar 2026 13:10:59 GMT</pubDate>
      <guid>https://rip.trb.org/View/2678150</guid>
    </item>
    <item>
      <title>Audible Warning System on TMA and Maintenance Trucks</title>
      <link>https://rip.trb.org/View/2675924</link>
      <description><![CDATA[The project aims to increase the safety of truck-mounted attenuators by developing a system that uses automated audible and visual warnings to detect potential collisions and notify drivers. Researchers will optimize the design of audible warning devices based on physical, engineering and human factors to increase performance in complex operating environments. The research will help the Illinois Department of Transportation build and test prototypes in real-world conditions, especially around work zones, helping to reduce collisions, damage to equipment and traffic disruptions.]]></description>
      <pubDate>Mon, 02 Mar 2026 11:25:35 GMT</pubDate>
      <guid>https://rip.trb.org/View/2675924</guid>
    </item>
    <item>
      <title>Post Construction Analysis of Major, Mega and Regionally Significant Projects</title>
      <link>https://rip.trb.org/View/2671992</link>
      <description><![CDATA[This project will develop a framework (methodology) for evaluating post-construction outcomes of Major, Mega, or regionally significant projects. Evaluation metrics may include but are not limited to: efficiency in project delivery, effects on traffic mobility, safety, and economic impact. The framework developed by this project is intended to be implemented by future Major/Mega/regional projects to improve the transportation project delivery process. Wisconsin Department of Transportation (WisDOT) measures performance through state performance measures, MAPSS (Mobility, Accountability, Preservation, Safety and Service); federal performance measures (e.g., reliability, emissions, delay, etc.); and other continuous improvement programs. These efforts focus on aggregate statewide metrics that may not reveal detailed insights from individual projects. WisDOT Majors and Mega projects are generally transformative in nature and represent some of the most complex and costly investments in maintaining safe and efficient infrastructure. Having a better understanding of project-specific post-construction outcomes would improve planning and design decisions for future projects, build confidence that proposed benefits of significant projects are being realized, and provide accountability.]]></description>
      <pubDate>Wed, 18 Feb 2026 14:23:40 GMT</pubDate>
      <guid>https://rip.trb.org/View/2671992</guid>
    </item>
    <item>
      <title>Develop and Demonstrate an Evaluation Process for Acceptance of Additives for Use in Forensic Analysis in Hot Mix Asphalt</title>
      <link>https://rip.trb.org/View/2666836</link>
      <description><![CDATA[Although additives, modifiers, and extenders are commonly used in hot mix asphalt (HMA) designs, a robust and structured laboratory evaluation process is needed to assess their impact on performance and minimize the risk of incorporating these materials in routine use. The research team will develop a framework to evaluate new products in the context of asphalt materials, leveraging insights from existing methodologies such as NCHRP 1-130. The study will assess asphalt binders and mixtures, considering material selection, laboratory performance, and field validation using test sections. The final deliverables will include a laboratory assessment framework, performance-based criteria, and a template for long-term monitoring of additives in HMA.]]></description>
      <pubDate>Tue, 10 Feb 2026 14:43:18 GMT</pubDate>
      <guid>https://rip.trb.org/View/2666836</guid>
    </item>
    <item>
      <title>Smart Healing in Additively Manufactured Engineered Cementitious Composites Beams for Durable Transportation Infrastructure </title>
      <link>https://rip.trb.org/View/2665667</link>
      <description><![CDATA[This project investigates the self-healing capabilities of 3D-printed Engineered Cementitious Composites (ECC) for transportation infrastructure applications, focusing on enhancing the durability and longevity of 3D-printed concrete structures. In particular, the research will examine how factors such as material composition, fiber reinforcement, and curing mechanisms influence the self-healing behavior of 3D-printed ECC beams. This self-healing capability has significant potential benefits as the layer-by-layer deposition process used in 3D printing can introduce "cold joints" or interlayer weaknesses, which may negatively impact long-term durability. The project will explore whether ECC’s intrinsic self-healing ability can mitigate these effects and enhance the durability of printed infrastructure, such as pavements, bridges, and retaining walls, which are subjected to harsh environmental conditions. The specific objectives of the project are to: evaluate the influence of supplementary cementitious materials like fly ash and blast furnace slag on the self-healing properties of 3D-printed ECC; assess the effect of different fiber lengths (6 mm and 10 mm) on crack control and healing kinetics; investigate the impact of various curing regimes (e.g., water immersion, relative humidity conditions) on the healing process; and conduct mechanical testing, microstructural analysis, and data modeling to develop predictive models for self-healing behaviors. 

The research will produce implementable results in the form of optimized ECC formulations with enhanced self-healing properties for 3D-printed infrastructure. It will also generate valuable data, including mechanical performance metrics, microstructural insights, and predictive models that could shape future design practices and standards for 3D-printed construction. ]]></description>
      <pubDate>Wed, 04 Feb 2026 15:30:44 GMT</pubDate>
      <guid>https://rip.trb.org/View/2665667</guid>
    </item>
    <item>
      <title>Mixed metal oxide-coated titanium alloy reinforcement for ultra-durable coastal transportation infrastructure -&gt; bridging toward infinity (OSU)</title>
      <link>https://rip.trb.org/View/2663234</link>
      <description><![CDATA[The proposed research will develop and validate a novel class of mixed metal oxide (MMO)–coated titanium alloy structural bars (TiABs) for coastal transportation applications. The bars combine high mechanical performance with integrated corrosion resistance to deliver next-generation, ultra-durable infrastructure. Conventional reinforcing steel is prone to chloride-induced corrosion that requires ongoing maintenance and remediation costs leading to shortened service life and more frequent replacement. This proposal seeks to protect conventional steel bars by integrating them with MMO-coated TiABs. TiABs naturally form a stable passive oxide film that provide exceptional corrosion resistance. By adding MMO coatings to them, including RuO₂ or IrO₂ formulations that are widely used in cathodic protection systems, the TiAB coated bars are expected to have high conductivity, low consumption rates, and remain structurally stabile over decades. Combining and leveraging the MMO and TiAB properties, the proposed approach will provide load-bearing elements and long-life corrosion-resistant members and can function as active, dimensionally stable anodes within an impressed-current cathodic protection scheme to protect a bridge from corrosion damage.
The research will (1) design and fabricate titanium alloy bars with MMO coatings with endurable integrity; (2) characterize the mechanical, fatigue, and electrochemical performance under simulated bridge service environments (chloride exposure, wet/dry cycling, combined mechanical stresses); (3) test large-scale structural elements (column specimens) incorporating the coated bars, to evaluate structural performance and durability; and (4) develop design guidelines, life-cycle cost models, and construction details tailored to field implementation. Success in this project would produce a structural reinforcement technology capable of dramatically extending bridge service life, reducing maintenance costs, and improving resilience for the especially harsh marine environments. Through testing, modeling, and design, this work aims to establish a viable path for adoption of titanium + MMO systems in next-generation infrastructure to provide exceptionally long-lived bridges.
]]></description>
      <pubDate>Sat, 31 Jan 2026 12:19:03 GMT</pubDate>
      <guid>https://rip.trb.org/View/2663234</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>Novel concretes made using supplementary cementitious materials and seawater (UM)</title>
      <link>https://rip.trb.org/View/2663226</link>
      <description><![CDATA[The production and curing of concrete utilizes billions of tons of freshwater every year. This is a major concern, especially in regions with water shortfalls. The research team has previously explored seawater-mixed concretes, and shown promising performance of such concrete, as long as steel reinforcement is not used. The objective of this research project is to show a proof-of-concept of using supplementary cementitious materials (SCMs) and seawater. Specifically: (1) Cement pastes will be designed with 60% PLC, 20% limestone, and 20% fly ash as binder. Freshwater and seawater will be compared. Cement paste hydration will be studied using isothermal calorimetry (7 days), thermogravimetric analysis and Fourier-transform infrared spectroscopy (up to 91 days). (2) Cement mortars will be made and the flow measured in fresh state; and strength and bulk resistivity will be measured up to 91 days. (3) Concretes will be made and their slump, air content, and density measured in fresh state, and strength, and bulk resistivity will be measured up to 91 days. (4) In total four mixtures with varying water types will be tested to develop concrete utilizing SCMs and seawater that maintains performance with respect to control concrete mixtures.
]]></description>
      <pubDate>Sat, 31 Jan 2026 11:06:52 GMT</pubDate>
      <guid>https://rip.trb.org/View/2663226</guid>
    </item>
    <item>
      <title>SEAHIVE® solutions to mitigate bridge scour – Phase III (UM)</title>
      <link>https://rip.trb.org/View/2663128</link>
      <description><![CDATA[This is a collaborative research project conducted in partnership with Texas State University. Phases I and II of the project were conducted during AY24 and AY25. This one-year proposal is for Phase III of the three-phase project.  The objective of this research project is to show a proof-of-concept of using innovative hydraulic load dissipating elements, known as SEAHIVE®. This is a modular engineered protection system composed of concrete perforated hexagonal prisms. Perforations on the side faces of the elements provide passage for water flow dissipating the energy within the system while also adding structural complexity which improves its potential for habitat creation. 
SEAHIVE® has been under research and development at the University of Miami (UM) for wave energy dissipation and habitat enhancement with three pilot installations completed. This UTC study investigates the performance of the SEAHIVE® system intended for mitigating bridge scour. This project has the potential to create a consortium-wide effort for implementing the SEAHIVE® system into practice and changing how we design or retrofit bridge foundations for mitigating scour. Phase I focused on externally-prestressed elements given the mass production and scaling-up advantage. Externally prestressed (by Glass FRP rovings) units were produced by the dry-cast method with the same equipment used for the production of concrete pipes. Phase II focused on the production of internally-prestressed units using a revolutionary mold system. Using this technique, it will be possible to increase production efficiency and, as importantly, manufacture units of lengths up to 24 ft. that could be necessary for installation in riverine environments. The units produced with this technology were characterized.
Phase III deals with the production and characterization of elements made by wet-casting using a combination of randomly distributed short fibers for the control of cracking with and without the presence of transverse and longitudinal reinforcement made of GFRP bars. This investigation is made possible because of the special formwork that has recently been constructed as shown in Figure 1.
Figure1: Custom SEAHIVE® formwork 
The behavior of these units will be compared to others produced with the technologies investigated in the previous Phases I and II.]]></description>
      <pubDate>Sat, 31 Jan 2026 10:52:00 GMT</pubDate>
      <guid>https://rip.trb.org/View/2663128</guid>
    </item>
    <item>
      <title>Use of “Plazrok” Aggregate to Produce Durable Grade 3.0 and 4.0 Concrete</title>
      <link>https://rip.trb.org/View/2652729</link>
      <description><![CDATA[The rising demands for high-quality aggregates, alongside efforts to reduce the environmental impact of mining, have encouraged using recycled material as aggregate in concrete. Over the decades, plastic production has surged, yet only 25% of used plastics have been recycled or incinerated (US EPA 2023). Numerous studies investigating the strength development and modulus of elasticity of concrete containing plastic waste as an aggregate have reported reduced strength and stiffness with increasing replacement levels. Despite this reduction in strength compared to traditional mixes, Kansas State University developed mixtures containing Plazrok, a commercially available extruded product containing fly ash, waste plastics, and glass, that achieved sufficient strength (5264 psi) to be classified as grade 4.0 concrete.
The increasing replacement of mined aggregate with Plazrok was found to have a greater impact on the compressive strength than the modulus of rupture and tensile strength. Furthermore, structural testing of a 10-inch by 6-inch by 12-foot beam demonstrated that a beam containing Plazrok (at 30% replacement level) performed similarly to other lightly reinforced normal-weight concrete members. Moisture corrections (to account for the wash water of the concrete truck drum) were not applied during this preliminary investigation, therefore, the reported mechanical properties may be an underestimation. Another issue identified during this preliminary study was the potential for Plazrok to float to the top of the forms, but no segregation was observed in hardened concrete samples.
Building on these experiences, the primary goal of this study is to develop grade 3.0 and 4.0 concrete with maximum possible Plazrok content. Environmental Produce Declarations (EPDs) for successful mixture designs will be produced to help demonstrate the environmental impact of such concretes. Segregation will be monitored as it is a known possible issue and, if observed, will be controlled by modifying the viscosity of the paste and/or increasing the fine/coarse aggregate ratio for the concrete mixture.
Another focus area will be studying the freeze-thaw durability of Plazrok concrete. Since Plazrok particles have low absorption and stiffness, and the concrete containing Plazrok retained tensile strength (compared to the control), it could be hypothesized to have satisfactory freeze-thaw durability provided the paste is protected with adequate air content. If deemed freeze-thaw durable, concrete containing Plazrok could be suitable for outdoor applications like sidewalks, provided they meet the strength requirement for grade 4.0 concrete.
Since aggregates impact the stress-strain behavior of concrete, this project will also document elastic properties for plazrok concrete. Furthermore, impact on other mechanical, durability, and fresh properties such as modulus of rupture, shrinkage, permeability, slump, etc. will also be recorded.
]]></description>
      <pubDate>Tue, 13 Jan 2026 16:28:22 GMT</pubDate>
      <guid>https://rip.trb.org/View/2652729</guid>
    </item>
    <item>
      <title>Evaluation of Longitudinal Joint Densities of Asphalt Pavements in Kansas</title>
      <link>https://rip.trb.org/View/2652473</link>
      <description><![CDATA[The longitudinal joint between hot-mix asphalt (HMA) mats is often the weakest part of a bituminous concrete pavement. These joints often deteriorate fast under traffic because cracks in them allow water to ingress into the pavement, leading to further disintegration. Many studies, including one by the Federal Highway Administration (FHWA) and the Asphalt Institute in 2012, have fully recognized this. 

It is believed that the longitudinal cracks result primarily from the density gradient encountered across the joint during HMA construction.  This density gradient can be attributed to low density at the unconfined edge when the first lane is paved and relatively high density at the confined edge when the adjacent lane is paved. The water infiltrates through the low-density area with high air voids and results in premature failures. The other causes of longitudinal cracks include loss in temperature during rolling; height differential due to poor construction (difficulty in compacting the unconfined edges) or differential settlements; residual stress (occurring at the wheel path as the HMA mat density increases) that exceeds the tensile strength of the HMA; and temperature and environmental forces. 

Asphalt pavement joints can be cold or hot. The cold joints occur where the first lane pavement has cooled overnight or longer, before the next lane is placed or where the first lane is carried so far ahead that the face has cooled to well below 120o F. Hot joints are produced by two pavers operating in echelon spaced close enough together so that the lane placed first does not cool significantly before the other lane is placed. There are many conventional joint compaction techniques such as rolling from the hot side, rolling from the cold side, and echelon paving. Various longitudinal joint construction techniques are being practiced now with varying results.
 
Starting in October 2002 letting, the Kansas Department of Transportation (KSDOT) added longitudinal joint density (for HMA lift thickness greater than 1 in.) evaluation procedure to all bituminous pavements as a subsection 603.03(e)(2) in Special Provisions 90M-6917 following the specifications of the Texas Department of Transportation. The traveled way joint density was evaluated by taking two or three Nuclear Density Gauge readings in the transverse direction one paver-width wide. The traveled-way joint density, either one or two locations, is subtracted from the interior density and the difference in density compared to the allowable limits. The acceptable criterion for the joint density was interior density-joint density < 50 kg/m3.  Since then, the specification has been modified as (Interior Density - Joint Density) ≤3.0 lb/ft3 or Joint Density ≥ 91.0% of Gmm, where Gmm is the theoretical maximum HMA specific gravity.  

Many agencies including the U.S. Army Corps of Engineers, Connecticut DOT, Michigan DOT, and Pennsylvania DOT have established pay schedules for joint densities. Thus, research on potential pay schedules for joint densities in Kansas to improve the quality of HMA pavement construction is worth pursuing. 
]]></description>
      <pubDate>Tue, 13 Jan 2026 15:50:31 GMT</pubDate>
      <guid>https://rip.trb.org/View/2652473</guid>
    </item>
    <item>
      <title>Accelerating IFC Adoption by Advancing IFC Validation Service and Software Certification Program</title>
      <link>https://rip.trb.org/View/2652044</link>
      <description><![CDATA[This proposed Pooled Fund Study would look at the viability and best means to significantly enhance the scale and maturity of services (i.e., IFC Validation Service and Global IFC Software Certification), as well as recommend any additional technical and procedural efforts (such as Use Case-based Certification), needed to support software implementation and US industry adoption and deployment. The following two primary business objectives would be achieved: Enabling State DOTs to specify certified (IFC and US industry standard exchange requirement compliant) software for road and bridge projects; Enabling State DOTs to validate deliverables from consultants and contractors to enhance project delivery and management quality. This work would be separate but complimentary to the ongoing work of TPF-5(523) BIM for Bridges & Structures Pooled Fund and TPF-5(480) BIM for Infrastructure Pooled Fund.]]></description>
      <pubDate>Sat, 10 Jan 2026 11:59:41 GMT</pubDate>
      <guid>https://rip.trb.org/View/2652044</guid>
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