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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+PGZpbHRlciBmaWVsZD0iaW5kZXh0ZXJtcyIgdmFsdWU9IiZxdW90O01lY2hhbmljYWwgZmF0aWd1ZSZxdW90OyIgb3JpZ2luYWxfdmFsdWU9IiZxdW90O01lY2hhbmljYWwgZmF0aWd1ZSZxdW90OyIgLz48L2ZpbHRlcnM+PHJhbmdlcyAvPjxzb3J0cz48c29ydCBmaWVsZD0icHVibGlzaGVkIiBvcmRlcj0iZGVzYyIgLz48L3NvcnRzPjxwZXJzaXN0cz48cGVyc2lzdCBuYW1lPSJyYW5nZXR5cGUiIHZhbHVlPSJwdWJsaXNoZWRkYXRlIiAvPjwvcGVyc2lzdHM+PC9zZWFyY2g+" 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>Live Load Distribution Factors for Straight Steel I-Girder Bridges</title>
      <link>https://rip.trb.org/View/2558367</link>
      <description><![CDATA[The current American Association of State Highway and Transportation Officials (AASHTO) LRFD Bridge Design Specifications (BDS) Article 4.6.2.2.2 provides approximate live load distribution factors (LLDFs) for line girder analysis of steel I-girder bridges and other beam-slab bridge types. Some of these provisions and specifically Article 4.6.2.2.2d, which covers LLDFs for exterior girders, are based on limited research, and various designers and owners have questioned their accuracy. The LLDFs in Tables 4.6.2.2.2b-1 and 4.6.2.2.2d-1 were developed assuming the presence of only end cross-frames and ignoring parapet stiffness. In addition, recent innovations in steel I-girder bridge design are facilitating the use of “lean-on bracing” framing systems on straight bridges with or without skew, which feature far fewer diaphragms or cross-frames than were traditionally used. Thus, the applicability of current AASHTO provisions is unknown. Research is needed to investigate the appropriateness of the current LLDFs for straight steel I-girder bridges using either traditional framing or lean-on bracing framing. 

The objective of this research is to evaluate the accuracy of the moment and shear LLDFs provisions for girders in straight steel I-girder bridges with composite concrete deck when using line girder analysis methods.]]></description>
      <pubDate>Thu, 29 May 2025 13:11:35 GMT</pubDate>
      <guid>https://rip.trb.org/View/2558367</guid>
    </item>
    <item>
      <title>Investigation of Hot Mix Asphalt Aging Effect on Mechanical Properties of Mixes Based on Their Binder Performance Results – Phase II </title>
      <link>https://rip.trb.org/View/2480360</link>
      <description><![CDATA[This project is focused on developing a framework to estimate the fatigue behavior of Hot Mix Asphalt (HMA) by establishing correlations between the fatigue resistance of aged asphalt binders and mixtures. This research is an extension of the Cycle 1 project (or Phase I), which found a strong link between the fatigue cracking data of aged HMA and the fatigue parameters of binders recovered from oven-aged asphalt mixtures. The Cycle I study provided valuable insights into the impact of HMA aging on changes in binder performance, considering factors, such as RAP percentage, aggregate quality, rejuvenator dosage and type, and asphalt content. The data analysis revealed that asphalt binder parameters, including fatigue and Glover-Rowe, as well as Fourier transform infrared spectroscopy (FTIR) characterization, can be linked to the mechanical performance of aged asphalt mixtures.
Phase II, proposed for Cycle 2, will focus on investigating the potential correlation among aging protocols, including asphalt binder and mixture aging, and pressurized methods. This will involve accelerating the aging process of asphalt mixtures using PAV equipment and optimizing the aging process of asphalt binder and mixtures by adjusting pressure. Oven aging typically requires at least five days to produce practical results. Phase II will consider pressurized aging protocols to determine if a similar correlation of rheological and chemical results can be obtained in a shorter time, either through binder or asphalt mixture aging. Conventional and pressurized aging methods have been established in previous research. This research focuses on determining how accelerated aging methods can be leveraged to produce reliable results for implementation. 
To achieve the objectives of this research, the following tasks will be pursued: Task 1: Aging and characterization of asphalt binders - asphalt binder samples will undergo both short-term aging using the Rolling Thin Film Oven (RTFO) and long-term aging using the Pressure Aging Vessel (PAV) under standard and modified conditions (i.e., adjusted pressure). Similarly, asphalt mixtures will be aged using a pressurized aging device, and the binder will be extracted and recovered for further comparison and analysis. Subsequently, the aged binders will be subjected to frequency sweep tests using the Dynamic Shear Rheometer (DSR) to determine the fatigue parameter, master curve, and Glover-Rowe parameter and evaluated using FTIR to obtain carbonyl and sulfoxide groups. Task 2: Data analysis and validation - the results will be compared to the fatigue resistance data of aged HMA and recovered aged binders obtained in Phase I to see if a similar correlation exists. The study aims to validate the observed relationship between HMA and binder fatigue behavior. Task 3: Provide recommendations for asphalt mixture and binder aging - the findings will contribute to optimizing or strengthening the findings and relationships identified for aging asphalt binders and mixtures in the laboratory in Phase I. Task 4: Prepare project deliverables - the research team will prepare final deliverables summarizing the research results, findings, conclusions, and recommendations.
]]></description>
      <pubDate>Wed, 01 Jan 2025 17:04:48 GMT</pubDate>
      <guid>https://rip.trb.org/View/2480360</guid>
    </item>
    <item>
      <title>Ultrasonic Inspection of Reconditioned Railroad Bearing Components – Year 2</title>
      <link>https://rip.trb.org/View/2405275</link>
      <description><![CDATA[Freight rail bearings are often subjected to heavy loads such that the performance of each bearing plays a crucial role in the safe operation of the entire train. Even bearings that are properly maintained may still fail due to rolling contact fatigue (RCF) if local regions within the bearing race do not meet established effective case depth (ECD) standards. In addition, little is known about potential changes that may occur within the highest stress region after extensive service life. Ultrasonic grain scattering shows sensitivity to both microstructure and residual stresses such that nondestructive measurement methods based on diffuse ultrasonic backscatter have shown a high correlation with the overall status of the raceway. Previous research has shown clear differences between new and reconditioned bearing cups in terms of their ultrasonic signatures. That work will be expanded to include spatial maps of raceways to identify locations that are outside the statistical bounds expected for a given part. Those locations will be identified, and those parts will be tested in simulated service life testing at University of Texas, Rio Grande Valley (UTRGV) for comparison with the predictions.]]></description>
      <pubDate>Mon, 22 Jul 2024 08:09:13 GMT</pubDate>
      <guid>https://rip.trb.org/View/2405275</guid>
    </item>
    <item>
      <title>Enhancement of Traffic Control Tool for Reopening of Flooded Roadways</title>
      <link>https://rip.trb.org/View/2384730</link>
      <description><![CDATA[This project aims to enhance the current methodology and fatigue equation to determine when to reopen a roadway after a flooding event. The outcome of this research would help prevent accelerated damage to the pavement foundation and maintain the design surface life of a flooded roadway. The subject research would align with the State of Florida's Resiliency Program.]]></description>
      <pubDate>Mon, 03 Jun 2024 14:23:02 GMT</pubDate>
      <guid>https://rip.trb.org/View/2384730</guid>
    </item>
    <item>
      <title>Investigating the Long-Term Durability of CFRP Repairs for Bridges Under Environmental Conditions (4.16)</title>
      <link>https://rip.trb.org/View/2373993</link>
      <description><![CDATA[Carbon fiber-reinforced polymers (CFRP) have been widely used for bridge repair and
strengthening because of their high strength-to-weight ratio, corrosion resistance, and ease of installation. However, the long-term durability of CFRP repairs under harsh environmental conditions remains unclear. Accumulated damage resulting from mechanical loading and environmental degradation, such as moisture, freezing, and thermal aging, may cause unpredictable damage to the infrastructure. To address this issue, this project aims to investigate the combined effects of fatigue and environmental aging on the durability of CFRP. The project employs a range of theoretical and computational methods to explore the impact of these factors on the mechanical properties of CFRP repairs. These methods multi-scale modeling of environmentally and mechanically conditioned samples to simulate the effects of moisture and temperature changes. The project results are expected to provide valuable insights into the long-
term durability of CFRP repairs, which can help ensure the safety and reliability of bridges that have been repaired with CFRP. The project outcomes may have practical implications for bridge design and maintenance as well as for the wider adoption of CFRP as a repair and strengthening material in civil infrastructure.]]></description>
      <pubDate>Thu, 09 May 2024 13:59:25 GMT</pubDate>
      <guid>https://rip.trb.org/View/2373993</guid>
    </item>
    <item>
      <title>Advancing the Design of Flexible Ancillary Structures</title>
      <link>https://rip.trb.org/View/2342186</link>
      <description><![CDATA[Traffic signal structures are an integral part of the transportation infrastructure system, ensuring the safety of motorists and pedestrians. These structures, however, have been found to perform poorly due to fatigue-related issues in their connections. This mostly originates from the large-amplitude vibrations caused under galloping, vortex shedding, and natural wind and truck-induced gusts. The inherent dynamic properties of these structures, especially their low mechanical damping (0.1%-0.4%), is proven to be a key contributing factor, further exacerbating the fatigue-related issues. While most of investigations performed to date have been focused on the development of vibration mitigation strategies or the design of fatigue-rated connections, much less attention has been given to a more fundamental solution, stemming from the modification of the aerodynamic characteristics of this category of structures, addressing the issues at their roots. Considering the large number of traffic signal structures used for traffic control, their cost of repair and reinstallation can add up fast, while their potential failure can pose an immediate risk to the traveling public. This has led to a growing need to develop more cost-effective solutions to mitigate the large-amplitude vibrations of both new and existing traffic signal structures.]]></description>
      <pubDate>Wed, 21 Feb 2024 12:10:30 GMT</pubDate>
      <guid>https://rip.trb.org/View/2342186</guid>
    </item>
    <item>
      <title>Develop Performance of Baseplate Connections in COSS and Traffic Signal Structures</title>
      <link>https://rip.trb.org/View/2256300</link>
      <description><![CDATA[Texas Department of Transportation (TxDOT) cantilever overhead sign structures (COSS) and traffic signal pole structures have a socketed fillet welded connection between the column and the baseplate. While economical, this connection has a low fatigue-resistance threshold. Some current and past TxDOT designs and contractor submitted alternates involving multi-sided bent plate columns were not designed using fatigue provisions. Fatigue provisions did not exist in the design specification of the time.
TxDOT is currently updating various ancillary structure standards for Load and Resistance Factor Design - Luminaires and Traffic Signals (LRFD-LTS) specifications, which does include fatigue provisions. Research is needed to ascertain the best connection type and design, while balancing economy and performance for new structures. The research team will identify the fatigue life of existing structures, including critical cases and means of repair and retrofit, in this research.
The results of this research will lead to improved ancillary structure details with mitigated fatigue risk, as well as a method of identifying existing inventory with fatigue risks. The objectives of this research are to (1) outline fabrication practices and economic considerations that may affect proposed connection type and design, (2) develop an inventory database of COSS and traffic signal pole structures that are representative, (3) utilize structural modeling to identify from within the inventory critical cases that should be advanced to a testing program, (4) develop and execute a targeted testing program that isolates critical design parameters for the fatigue performance of both the critical cases found in the inventory and recommended connection types and designs, (5) provide recommendations for connection types and designs based on fatigue provisions, and (6) provide recommendations for identifying fatigue-critical of existing inventory.]]></description>
      <pubDate>Wed, 27 Sep 2023 15:54:34 GMT</pubDate>
      <guid>https://rip.trb.org/View/2256300</guid>
    </item>
    <item>
      <title>SPR-4841:  Investigation into the Fatigue Strength and Ductility of Steel Plates with Holes made from Plasma Cutting Methods</title>
      <link>https://rip.trb.org/View/2238797</link>
      <description><![CDATA[This project will perform a study to examine and synthesize all of the existing data related to the use of plasma cutting to place holes in steel components. While this method is very efficient resulting in cost and time savings, questions remain regarding the possible effect on ductility and fatigue life as compared to traditional hole drilling techniques. The results will be used to craft a detailed experimental program should additional data be needed.]]></description>
      <pubDate>Thu, 31 Aug 2023 16:39:30 GMT</pubDate>
      <guid>https://rip.trb.org/View/2238797</guid>
    </item>
    <item>
      <title>Finite Element Modeling of Nurse Tanks (develop a model to predict failure)</title>
      <link>https://rip.trb.org/View/2067999</link>
      <description><![CDATA[This research uses data collection, inspection and finite element modeling to analyze the fatigue life of a nurse tank under normal operations to determine if requirements dictated by the HMR adequately mitigate risk.]]></description>
      <pubDate>Mon, 21 Nov 2022 16:26:31 GMT</pubDate>
      <guid>https://rip.trb.org/View/2067999</guid>
    </item>
    <item>
      <title>Producing DynaSignal: A Novel Aerodynamic Solution for Traffic Signal Lights to Mitigate Large Vibrations and Fatigue-Related Issues in Structural Supports of Traffic Signals</title>
      <link>https://rip.trb.org/View/2046773</link>
      <description><![CDATA[Cantilevered traffic signal structures are critical components of urban infrastructure, yet their slender, cantilevered design makes them especially vulnerable to wind-induced vibrations. These vibrations caused by mechanisms such as vortex shedding, galloping, and truck-induced gusts can lead to fatigue failures at the pole-to-mast arm connections, where stress concentrations are highest. Compounding the issue is the inherently low mechanical damping (typically 0.1% to 0.4%) in these structures, which exacerbates the amplitude and persistence of dynamic responses under wind loading.

This project builds upon a prior IDEA Type I project that investigated aerodynamic mitigation strategies for traffic signal structures through wind-tunnel laboratory testing and hybrid numerical simulation. The current project implements and validates the mitigation strategy on a full-scale traffic signal structure under natural wind conditions. While the concept of using flat-plate modifications to enhance aerodynamic damping is not itself new, the novelty of this project lies in the scale and scope of validation - namely, the long-term field monitoring of an in-service structure and the quantified demonstration of fatigue-life extension. The mitigation device leverages the geometry of the signal head to passively disrupt wind flow patterns around the mast arm, enhancing aerodynamic damping without requiring additional attachments or fine-tuning.

To evaluate the concept, a full-scale traffic signal structure in Ames, Iowa, was instrumented with accelerometers and strain gauges at critical locations. Over 5 months, the baseline dynamic response of the structure with Original Signal was recorded under varying natural wind conditions. Following this, the signal light design was updated to the version with integrated flat plates (also known as DynaSignal and called Modified Signal hereafter). The structure with Modified Signal was monitored for an additional 5 months. The aerodynamic modification led to significant reductions in both in-plane and out-of-plane vibrations, demonstrating rapid decay of large amplitude motion without adverse impact on the structural function. Importantly, the fatigue analysis confirmed an approximately 2.5-fold increase in estimated fatigue life as compared to the original structure. This research confirms that strategic aerodynamic modifications can effectively address the long-standing challenge of fatigue-prone vibration in cantilevered traffic signal structures. Importantly, the proposed solution does not increase fabrication costs and offers significant economic advantages by reducing long-term maintenance, avoiding structural failures, and extending service life. Also, the aerodynamic retrofit can be readily applied to existing traffic signal structures without requiring major modifications. The scalability of this aerodynamic approach holds promise for broader application to similar cantilevered structures such as overhead sign supports and lighting masts.]]></description>
      <pubDate>Mon, 17 Oct 2022 22:05:52 GMT</pubDate>
      <guid>https://rip.trb.org/View/2046773</guid>
    </item>
    <item>
      <title>Evaluation of Vibration Techniques for KDOT High Mast Illumination Poles</title>
      <link>https://rip.trb.org/View/2015222</link>
      <description><![CDATA[The Kanas DOT has recently discovered many premature failure cases of newly-installed 100-ft tall galvanized steel high mast illumination pole (HMIP) structures. These failed HMIPs all exhibited cracking emanating from the handhole detail near the base of the pole. Video recordings of several HMIPs showed significant vibrations under wind loading that led to large cyclic displacements at the top of the structures. An on-going project is investigating the susceptibility of these HMIPs to frequency lock-in under wind due to vortex-induced vibration through computational fluid dynamics (CFD) analysis, which will provide more insights on the cause of the large wind-induced vibrations. 
A proactive way to address the issue of large-amplitude vibration of HMIP structures is to apply vibration mitigation techniques. While related knowledge is available from the literature on various vibration mitigation techniques, actionable guidelines for the HMIPs in Kansas does not exist. Solutions are urgently needed to reduce vibration-induced stresses at fatigue-critical details in HMIPs to eliminate safety concerns and lengthen the safe service live of these expensive and low-redundancy structures.
The research plan is aimed at developing vibration mitigation solutions for KDOT HMIP structures. A primarily experimental approach is proposed, wherein vibration mitigation devices are tested on a full-scale HMIP structure.  Computational simulations (finite element models) will be used to augment the scope of the experimental investigation.]]></description>
      <pubDate>Tue, 30 Aug 2022 17:01:30 GMT</pubDate>
      <guid>https://rip.trb.org/View/2015222</guid>
    </item>
    <item>
      <title>Design of Stud Shear Connectors in Composite Steel Bridges</title>
      <link>https://rip.trb.org/View/1854195</link>
      <description><![CDATA[For composite steel girder bridges, stud shear connectors are provided along the length of a bridge at the interface between the concrete deck and the steel girder to resist the interface shear and prevent slip of the concrete deck on the top flange of the girder. Currently, bridge engineers use the American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) Bridge Design Specifications (BDS) to determine the size and spacing of the stud shear connectors to satisfy the fatigue and strength limit states. Section 6 of the AASHTO LRFD BDS only allows the horizontal shear force between a concrete deck and steel girder to be transferred through the shear connectors. However, field studies on steel girder bridges designed as noncomposite have indicated that some level of unintended composite action is present despite having no stud shear connectors. Quantifying a reliable contribution of friction and cohesion in transferring the horizontal shear force between a concrete deck and the top flange of a steel member could result in a dramatic improvement on the calculation of the demand and resistance of stud shear connectors at the strength and fatigue limit states. Reducing the number of required stud shear connectors without compromising the performance of composite steel girder bridges will also increase the efficiency of fabrication and erection as well as decrease the number of tripping hazards during construction. Bridge engineers need guidance on updating the current AASHTO LRFD BDS design of stud shear connectors in composite steel girder bridges.
 
OBJECTIVES: The objectives of this research were to provide (1) guidance on calculating the demand and resistance on stud shear connectors for steel girder bridges (including straight, skewed, and horizontally curved) at the fatigue and strength limit states and (2) design examples.
 ]]></description>
      <pubDate>Thu, 27 May 2021 19:26:59 GMT</pubDate>
      <guid>https://rip.trb.org/View/1854195</guid>
    </item>
    <item>
      <title>Feasibility Assessment of Warm Mix Asphalt in Arkansas</title>
      <link>https://rip.trb.org/View/1751152</link>
      <description><![CDATA[Even though the warm mix asphalt (WMA) technologies are not new concepts in the U.S., they have not been adopted by many state agencies including the Arkansas Department of Transportation (ArDOT). This is mainly due to the lack of performance data of WMA for conditions in Arkansas. In particular, the ArDOT has not adopted any additive-based WMA technologies event though the benefits of these technologies in terms of energy savings and air quality improvements are promising. They can reduce the production temperatures by 16o C to over 55o C compared to the traditional hot mix asphalt (HMA). The reduction in production temperatures leads to reduced emissions, dust, and production costs. The WMA technologies can also extend the paving season or hauling distance in certain locations where the construction of the HMA is restricted to warmer months. The proposed study will minimize the research gap by generating performance data that are significantly lacking in terms of viscoelastic properties of additive modified binders. To this end, a laboratory study will be undertaken to evaluate four warm mix additives, namely Sasobit®, Aspha-Min®, Evoflex® and Radiset®, by mixing them with the three ARDOT-certified performance grade (PG) binders (PG 64-22, PG 70-22 and PG 76-22). At first, the changes in rheological properties of the asphalt binder upon the addition of WMA additives will be evaluated by following a series of conventional binder testing protocols. The chemical properties and surface free energies of the modified asphalt binder were then evaluated in the laboratory. Among other properties, the reductions of mixing of compaction temperatures due to the use of these additives will be evaluated. The findings of this study will help to know the most appropriate WMA additives along with its application rate. The collaborative effort with refineries and other specialty chemical industries is expected to enhance through this project. On the other hand, the use of WMA technology will help reduce environmental hazards. For instance, the reduction of production temperature can lead to up to 30% reduction of fuel energy consumption, with a corresponding reduction in CO2 emissions of 30%. Thus, the proposed study supports the Center’s vision, “in partnership with major state authorities and other public and private organizations in the region, will allow it to become a transportation focal point in the region.” Experimental data gathered from this study are expected to give some confidence to state and local transportation agencies, and contractors in the region. The design and quality-control guidelines developed from the proposed study are expected to be implemented by state and industry partners in the region. The proposed study will facilitate in meeting many objectives of Tran-SET, and they are: (1) Promote sustainability and resiliency of the transportation infrastructure renewal and upgrade; (2) Introduce and implement costeffective solutions to the transportation infrastructure backlog of projects; (3) Develop cost-effective solutions for the construction and maintenance of the transportation infrastructure in metropolitan and rural areas; and (4) Promote workforce development through learning and continuous education. The proposed study is aligned with the Fixing America's Surface Transportation (FAST) track regional priority “Multiscale characterization of recyclable waste materials in transportation applications for achieving the economic and financial sustainability,” with a primary focus of “Recycling Infrastructure Assets.” Besides regional priorities, this project strongly supports the Center’s FAST focus areas 4 and 5. This study will assess the feasibility of preparing asphalt mixes at low production temperatures, and enhance collaborative records among partner industries. The major benefits of the proposed study are to: (a) produce asphalt and construct asphaltic roadways that will conserve energy and safe for environment and workers, (b) enhance training opportunity for students in the region, and (c) build a future workforce.]]></description>
      <pubDate>Tue, 10 Nov 2020 20:08:19 GMT</pubDate>
      <guid>https://rip.trb.org/View/1751152</guid>
    </item>
    <item>
      <title>Effectiveness of Softening Agents for Enhancing Properties of Asphalt Mixes with High RAP Contents</title>
      <link>https://rip.trb.org/View/1751149</link>
      <description><![CDATA[The use of reclaimed asphalt pavement (RAP) in hot mix asphalt (HMA) has increased in recent years due to the increasing costs and demands for crude oils and aggregates. However, the use of high RAP (over 25% by the weight of total mix) in new mixes may have some performance issues such as low resistance due to fatigue cracking. This is mainly due to the excessive oxidative aging RAP being used in the mix, and it becomes more problematic when high RAP is used. To mitigate this problem, mixes with RAP usually require the use of a softer binder (e.g., PG 58-22) or a softening agent. However, the use of a softer binder puts the contractor in a non-compliance situation as it is not often an approved Performance Grade (PG) binder (e.g., PG 58-28). For instance, the Arkansas Department of Transportation (ArDOT) allows only PG 64-22, PG 70-22, and PG 76-22 on its highways. Furthermore, a PG 58-28 binder is more expensive than the base binder (PG 64-22). The second solution of using a softening agent appears to be a good alternative to enhance the performance of high RAP mixes as it will allow contractors to use ArDOT approved binders without increasing the cost of materials significantly. The aim of the proposed study is to determine the effectiveness of different rejuvenators on blended binders’ rheological and mechanistic properties by means of traditional test methods (e.g., Superpave) and non-traditional techniques such as the atomic force microscopy (AFM). The test results will reveal macro, micro- and nano-level mechanistic performance data of the blended binders. Binders from two RAP samples will be recovered, and they will be blended with two base binders. As the softening agents, a commercial rejuvenator (Evotflex® CA) and two waste products, namely waste cooking oil (WCO) and engine bottom oil (EBO) will be investigated in this study. Different amounts of RAP binders and rejuvenators will be tried to know their optimum dosages. Also, two plant mix samples with high RAP will be collected and tested for volumetric and performance analysis. The performance data of the constructed field sections will be collected and analyzed. This study will be pursued in cooperation with a local asphalt producer (Atlas Paving Co.), a refinery (Ergon), and ArDOT. The collaborative efforts with industry partners are expected to enhance through this project. The use of high RAP is expected to be huge cost savings for transportation. Further, the sustainable use of WCO and EBO will facilitate the use of commercial waste products. Thus, the proposed study supports the Center’s vision, “in partnership with major state authorities and other public and private organizations in the region, will allow it to become a transportation focal point in the region.” Experimental data gathered from this study are expected to give confidence to state and local transportation agencies, and contractors in the region. The design and quality-control guidelines developed from the proposed study are expected to be implemented by state and industry partners. The proposed study will facilitate in meeting the following objectives of Tran-SET: (1) Promote sustainability and resiliency of the transportation infrastructure renewal and upgrade; (2) Introduce and implement cost-effective solutions to the transportation infrastructure backlog of projects; (3) Develop cost-effective solutions for the construction and maintenance of the transportation infrastructure in metropolitan and rural areas; (4) Promote workforce development through learning and continuous education. The proposed study is aligned with a regional priority “Multiscale characterization of recyclable waste materials in transportation applications for achieving the economic and financial sustainability,” with a primary focus of “Recycling infrastructure assets.” Locally generated waste materials, which are environmental burdens to the society, will be utilized in preparing new mixes. Besides regional priorities, this project strongly supports the Center’s focus areas 4 and 5. This study will develop tools and materials for longer-lasting infrastructure, assess the feasibility of using local industrial wastes, and enhance collaborative records with industry partners. The major benefits of the proposed study are to: (a) reuse of waste materials, (b) enhance training opportunities for students in the region and build a future workforce.]]></description>
      <pubDate>Tue, 10 Nov 2020 20:05:47 GMT</pubDate>
      <guid>https://rip.trb.org/View/1751149</guid>
    </item>
    <item>
      <title>Quality Assurance (QA) Aspects of Performance Related Specifications (PRS)</title>
      <link>https://rip.trb.org/View/1660753</link>
      <description><![CDATA[Transportation agencies and industry are continually looking for ways to innovate to improve performance. The quality of highway construction translates directly to performance. The better the quality, the better the performance and greater the life of the infrastructure product. Performance related specifications (PRS) provide a mechanism for agencies to incentivize good quality and recover loss of service life by dis-incentivizing marginal quality in a rational and defensible manner, while also allowing flexibility and innovation. PRS provide a bridge between design, construction quality, and long-term performance and thus, a direct linkage between design expectations and construction quality.
PRS concepts further highlight and emphasize the need for performance tests (PT), while PT demand continues to rise with the introduction of new materials and increased use of reclaimed materials. PT selection ideally should be based on the tests’ ability to integrate mixture design with pavement performance prediction, construction, and acceptance. PT that are more directly related to performance, even when used as a pass/fail screening test, can also provide added value and be used for performance modeling to compare what was designed to what was constructed. It is important to understand PT impacts across design, construction, and acceptance in the quest for longer pavement life. Research is needed to integrate these concepts within PRS efforts; performance prediction capabilities are fundamental to robust and defensible specifications that will ensure long-term pavement performance and reduced life cycle costs.
The objective of this research was to develop guides to integrate the performance predictive capabilities of the PASSFlexTM software and its suite of tools (FlexPAVETM version 2.0, FlexMATTM, and FlexMIXTM) within a statistically sound QA system in a PRS framework. ]]></description>
      <pubDate>Tue, 22 Oct 2019 12:19:40 GMT</pubDate>
      <guid>https://rip.trb.org/View/1660753</guid>
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