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    <title>Research in Progress (RIP)</title>
    <link>https://rip.trb.org/</link>
    <atom:link href="https://rip.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Research in Progress (RIP)</title>
      <url>https://rip.trb.org/Images/PageHeader-wTitle-RIP.jpg</url>
      <link>https://rip.trb.org/</link>
    </image>
    <item>
      <title>2504 Evaluating Pavement Friction using Dynamic Friction Tester (DFT)</title>
      <link>https://rip.trb.org/View/2786776</link>
      <description><![CDATA[Oklahoma Department of Transportation (ODOT) has taken significant steps toward implementing a balanced mix design (BMD) approach, which evaluates asphalt mixtures based on performance characteristics including rutting and cracking. One critical performance measure is friction. Current ODOT specifications require aggregates to satisfy certain criteria, such as insoluble residue limits, to help ensure adequate polishing resistance. However, the insoluble residue test and other tests such as the L.A. abrasion and Micro Deval are intended to assess the aggregate properties and may not fully represent the overall friction resistance of the asphalt mixture. Overall pavement friction is also influenced by factors such as aggregate gradation, surface texture, aggregate blending, and mixture design. This project will investigate the use of the Dynamic Friction Test (DFT) along with the three-wheel polisher (TWP) device to assess friction resistance of asphalt mixes in Oklahoma. To accomplish this, the laboratory and field friction performance of Oklahoma asphalt mixtures will be evaluated by examining the effects of mixture type, aggregate source, recycled asphalt pavement (RAP) content, and binder type. Asphalt mixtures containing RAP will be tested to determine the frictional contribution of RAP aggregates, since ODOT specifications assume zero insoluble residue for RAP materials. The correlation between insoluble residue and DFT friction values will be investigated for different traffic levels to establish whether current insoluble residue limits are appropriate. Preliminary threshold friction values will be proposed for ODOT asphalt mixtures for incorporation into the BMD provisional specification.]]></description>
      <pubDate>Wed, 07 Oct 2026 11:19:27 GMT</pubDate>
      <guid>https://rip.trb.org/View/2786776</guid>
    </item>
    <item>
      <title>NRRA: Use of Carbon Dioxide for Sustainable and Resilient Concrete Pavements</title>
      <link>https://rip.trb.org/View/2784534</link>
      <description><![CDATA[It is becoming increasingly apparent that it is necessary to explore alternative options for cement and concrete production used in public infrastructure to reduce carbon footprint. One possible process is to bubble CO2 in the fresh concrete during production to sequester CO2 and possibly to reduce cement content in the concrete without compromising system performance. This approach also has the possibility of reducing the susceptibility to oxychloride formation as demonstrated in pilot work conducted by this team. Concrete with reduced cement content will exhibit reduced shrinkage reducing the risk of early age cracking. Confirming these benefits would be a breakthrough in simultaneously reducing the CO2 footprint while enhancing concrete performance.

The goal of this research is to address the questions of how much CO2 is sequestered using CarbonCure technology, and what are the effects on the performance of the pavement?  The work will also include an assessment of the reduction of the CO2 footprint compared to control mixtures based on determining the amount of CO2 bound in the mixture as well as potential changes in maintenance needs of the pavement over the life of the pavement under traffic and environmental exposure.]]></description>
      <pubDate>Tue, 29 Sep 2026 10:12:19 GMT</pubDate>
      <guid>https://rip.trb.org/View/2784534</guid>
    </item>
    <item>
      <title>Performance Evaluation of Intermediate and Base Asphalt Mixtures in Virginia</title>
      <link>https://rip.trb.org/View/2775952</link>
      <description><![CDATA[The Virginia Department of Transportation (VDOT) has implemented a balanced mix design (BMD) specification for the design and acceptance of dense-graded asphalt surface mixtures (SM) with A and D designations. The BMD specification incorporates performance tests and corresponding criteria to screen out potentially poor-performing mixtures by balancing their cracking and rutting resistances during mix design. Since the BMD specification is applicable to SMs, it does not address potential deficiencies of the underlying asphalt layers such as asphalt intermediate mixtures (IMs) and base mixtures (BMs). 

The IM and BM layers correspond to most of the material used in the asphalt concrete pavement and, thus, have a key role in the pavement structural capacity. Nonetheless, IMs and BMs are not often included in routine maintenance schedules. Besides, changes in the mix design and in-place density requirements for BMs starting in 2026 may lead to changes in BMs expected performance, potentially affecting the decision-making during pavement design. Collectively, these factors highlight the need to design and produce good-performing IMs and BMs.

The goal of this study is to benchmark the performance of IMs and BMs with respect to fatigue cracking and rutting resistances and evaluate mix design strategies to potentially improve the performance of BMs, such as incorporating the recycled binder availability (RBA) concept during mix design. The scope of work will include analyzing VDOT's mix design, production, and in-place density data, performing laboratory tests (index-based and fundamental), and conduct pavement performance simulations. 

Better understanding the performance of these mixtures will not only contribute to the design and production of structurally sound pavements but will also support a succesful and responsible BMD implementation for SMs.
]]></description>
      <pubDate>Thu, 10 Sep 2026 09:45:29 GMT</pubDate>
      <guid>https://rip.trb.org/View/2775952</guid>
    </item>
    <item>
      <title>Develop Repeatability and Acceptance Criteria of Balanced Mix Design Performance Tests</title>
      <link>https://rip.trb.org/View/2772335</link>
      <description><![CDATA[Balanced mix design (BMD) relies more on laboratory performance tests rather than traditional volumetric criteria to ensure asphalt mixtures with adequate resistance to rutting, cracking, and moisture damage resistance. Texas Department of Transportation (TxDOT) has advanced BMD development and implementation for many years; however, one of the major challenges is the repeatability (or variability) of the key performance tests, including Hamburg wheel tracking test (HWTT), overlay test (OT), ideal cracking test (IDEAL-CT) and ideal rutting test (IDEAL-RT). Variability in these tests can arise from numerous factors, such as equipment differences and operator training. High variability reduces a test’s ability to statistically distinguish changes in mix components (e.g., a 0.5% change in asphalt content), which directly influences mix design, production quality control (QC), quality assurance (QA), and ultimately, pavement field performance. If variability is too large, performance tests based BMD loses its effectiveness; therefore, it is essential to evaluate the variability of these four performance tests and establish rational acceptance criteria for each.]]></description>
      <pubDate>Fri, 28 Aug 2026 17:24:56 GMT</pubDate>
      <guid>https://rip.trb.org/View/2772335</guid>
    </item>
    <item>
      <title>Developing a Balanced Mix Design (BMD) Framework for Low-Volume Surface Mixtures</title>
      <link>https://rip.trb.org/View/2730683</link>
      <description><![CDATA[Full implementation of balanced mix design (BMD) for dense-graded non-polymer-modified maintenance surface mixtures was achieved by the Virginia Department of Transportation (VDOT) in 2024. Most of the mixtures used to develop the BMD criteria incorporated 30% RAP and PG 64S-22 binder, a common combination in Virginia. The criteria developed from these mixtures were based on desired performance characteristics for primary or high-volume secondary routes, which have greater traffic levels and typically thicker pavement structures than low-volume routes. However, as low-volume routes comprise over 90,000 lane-mi of VDOT-maintained roads, there is a need to develop performance criteria to address their specific needs.  
OBJECTIVE: The primary purpose of this study is to develop a BMD framework specifically designed for dense-graded non-polymer-modified asphalt surface mixtures applied to low-volume roads. The performance needs of low volume roads along with mixture properties and performance will be evaluated to determine initial BMD threshold values to ensure adequate mixture performance. Historical information for a variety of routes and mixtures will be assessed to determine common properties indicative of their performance. Benchmark testing will be performed for current mixtures used on low volume routes. Modelling of low-volume routes will be performed to evaluate mixture properties necessary for acceptable performance. A strategy for the adoption of BMD criteria for these mixtures will be developed.  
]]></description>
      <pubDate>Thu, 16 Jul 2026 07:52:26 GMT</pubDate>
      <guid>https://rip.trb.org/View/2730683</guid>
    </item>
    <item>
      <title>Development of a Job Mix Formula and QC/QA Framework for NCDOT Chip Seals</title>
      <link>https://rip.trb.org/View/2726547</link>
      <description><![CDATA[Chip seals are among the most efficient and cost-effective methods utilized by state highway agencies to preserve and rejuvenate existing pavements. Chip seal operations in North Carolina have been outsourced since their transfer from the North Carolina Department of Transportation's (NCDOT's) internal Road Oil program about 12 years ago. Some large contracting firms have developed the sufficient skills and experience needed to construct chip seals, but quality-related problems, such as raveling and too much fine material and moisture in the aggregate, have been found in some jobs. Quality control (QC) and quality assurance (QA) is an important step toward ensuring that pavements perform satisfactorily, and a job mix formula (JMF) designed specifically for chip seals is the first step toward well performing chip seals, which is currently lacking in the NCDOT chip seal specifications.

A series of chip seal research projects conducted at North Carolina State University (NCSU) can provide an excellent foundation for the development of a JMF for NCDOT chip seals. Findings from these projects cover a wide range of critical elements in developing a chip seal JMF, including the aggregate gradation and maximum fine content, emulsion performance graded specifications, performance test methods, and performance-based mix design method.

​The primary goal of the proposed research project is to develop a JMF for chip seals constructed in North Carolina. The scope of the proposed research includes double seals with granite and lightweight aggregates; however, the findings from the proposed research can be applied to single and triple seals as well. The research plan includes the characterization of different aggregate types with varied gradations, the characterization of emulsions using the test procedures currently used in the NCDOT specifications and procedures recommended by the NCHRP 09-50 project, the evaluation of aggregate-emulsion compatibility, chip  seal performance testing, refinement of NCSU's chip seal mix design method, and development of a chip seal JMF and QC/QA framework for the NCDOT using performance test data obtained from laboratory tests. The research products from the proposed project will result in improved control over chip seal design and construction compared to the current practice, enhanced chip seal performance, prolonged chip seal service life, decreased life cycle costs, improved NCDOT chip seal specifications, and potentially reduced carbon footprint.

]]></description>
      <pubDate>Thu, 09 Jul 2026 08:42:48 GMT</pubDate>
      <guid>https://rip.trb.org/View/2726547</guid>
    </item>
    <item>
      <title>Effectiveness of IDEAL-RT Test in Assessing Rutting Resistance of NC Asphalt Mixtures</title>
      <link>https://rip.trb.org/View/2726545</link>
      <description><![CDATA[To limit rutting in asphalt pavements, North Carolina Department of Transportation (NCDOT) requires that surface asphalt mixtures meet the Asphalt Pavement Analyzer (APA) test criteria. Mixtures with rut depths below the specified threshold under APA loading are accepted. However, the APA test has several limitations: (1) it requires six hours of temperature conditioning and over two hours of testing, making its long turnaround time suitable only for mix design and acceptance; (2) the device is expensive, heavy, and requires significant laboratory space, limiting accessibility for contractors; and (3) state highway agencies (SHAs) have reported high variability in test results and insufficient correlation with field performance. To ensure pavement performance while reducing testing costs, it is imperative to identify a practical alternative method for evaluating the rutting resistance of asphalt mixtures in North Carolina.

The IDEAL-RT test has recently gained prominence due to its simplicity, rapid execution, and strong predictive capability. Multiple SHAs have adopted it for mix design, acceptance, and quality assurance. As a promising alternative to the APA, it is essential to evaluate the effectiveness of the IDEAL-RT test for North Carolina mixtures.

Correspondingly, the objectives of the proposed research project are to: (1) evaluate the effectiveness of the IDEAL-RT test using NC mixtures, (2) determine the optimum testing condition of the IDEAL-RT test, (3) determine preliminary performance criteria for NC mixtures, and (4) draft testing specifications for its implementation in NC. These objectives will be accomplished by executing the following six tasks: (1) Literature Review: Conduct a comprehensive review to collect information on procedures, testing conditions, acceptance limits, and validation methods for rutting performance tests used by other SHAs. Identify NC mixtures with documented rutting performance. (2) Material Acquisition and Testing: Acquire twelve NC surface mixtures and perform APA, IDEAL-RT, and Stress Sweep Rutting (SSR) tests. (3) Evaluation of IDEAL-RT Effectiveness: Compare IDEAL-RT results with APA rut depths and RSI indices from the SSR test at the material level. At the structural level, compare rankings of mixtures from the IDEAL-RT with both field performance and predicted performance from FlexPAVE (using SSR results as inputs). (4)  Testing Conditions and Thresholds: Recommend the appropriate air void level for IDEAL-RT samples and establish preliminary threshold limits based on findings from Task 3.
(5) Specification Development: Develop a draft testing specification for IDEAL-RT within the framework of NCDOT standards. The specification will consider applications in both mix design and quality assurance (QA). (6) Final Report: Prepare a comprehensive final report summarizing all tasks, findings, and recommendations.

The research will produce an improved testing specification to ensure asphalt mixture quality and performance in both mix design and QA. Implementation of the specification will also reduce the cost and turnaround time of rutting susceptibility testing for asphalt mixtures in North Carolina.

]]></description>
      <pubDate>Thu, 09 Jul 2026 08:35:20 GMT</pubDate>
      <guid>https://rip.trb.org/View/2726545</guid>
    </item>
    <item>
      <title>Verification and Implementation of Production-Level Long-Term Durability Assessment for Asphalt Mixtures</title>
      <link>https://rip.trb.org/View/2726544</link>
      <description><![CDATA[The primary purpose of this study is to verify the suitability, practicality, and implementation viability of the recommended production-level long-term oven-aging (LTOA) protocols and associated cracking tolerance (CT) index threshold within Virginia Department of Transportation's (VDOT's) Balanced Mix Design framework. While the previous research established a practical design-stage LTOA protocol and recommended production-level aging procedures, additional evaluation is needed to confirm that the proposed production protocols and CT index threshold provide a reliable basis for future implementation into statewide production acceptance and quality assurance practices.]]></description>
      <pubDate>Thu, 09 Jul 2026 08:06:36 GMT</pubDate>
      <guid>https://rip.trb.org/View/2726544</guid>
    </item>
    <item>
      <title>SPR 784 Calibration of APA values to Hamburg values for SC Asphalt Mixes</title>
      <link>https://rip.trb.org/View/2719305</link>
      <description><![CDATA[The proposed research has several key objectives: (1) Correlate APA and Hamburg Results: Determine the quantitative relationship between APA results and Hamburg Wheel Tracking Test results for a representative set of South Carolina asphalt mixes. This includes assessing correlation in terms of rut depth measurements, ranking of mixture performance, and any conversion formula or trend that links the two test outputs. The goal is to establish what Hamburg test outcome (e.g. rut depth after a certain number of passes, or number of passes to reach a failure rut depth) corresponds to the current APA rut depth criteria after 8,000 cycles. (2) Define Equivalent Hamburg Criteria: Based on the above correlation, develop recommended Hamburg test specification limits for South Carolina Department of Transportation (SCDOT) mix designs. For example, the research should propose a criterion such as “Maximum X mm rut depth at Y passes in the Hamburg test at 50°C” or “Minimum Z passes to reach 12.5 mm rut depth” that would ensure mixes meet or exceed the performance of those that pass the APA requirements. These criteria may vary by mix type or binder grade if appropriate (like the practice of other DOTs requiring more Hamburg passes for higher graded PG binders). (3) Compare Moisture Damage Indication: Evaluate the degree to which the Hamburg test (which has a water component) detects moisture-susceptible mixtures as compared to APA. One objective is to confirm that mixes exhibiting minimal rutting in the APA but containing moisture sensitivity (stripping potential) are properly identified by the Hamburg test. This will demonstrate the added value of Hamburg in preventing moisture-related failures. (4) Incorporate Cracking Performance (IDEAL-CT): Investigate any correlations or patterns between the rutting test results (APA and Hamburg) and cracking test results (IDEAL-CT) for the same mixes. While rutting and cracking are generally independent performance areas, this objective will reveal if a mix that is very resistant to rutting (especially under Hamburg’s rigorous conditions) tends to have any consistent relationship to its cracking resistance (IDEAL-CT index). If strong correlations or trade-offs are observed, SCDOT can use that knowledge to refine its balanced mix design procedure (for instance, ensuring that improving one aspect does not inadvertently degrade the other). (5) Develop Implementation Guidance: Formulate practical recommendations for SCDOT to implement Hamburg Wheel Tracking in the mix design phase. This includes outlining the test protocol to be used (sample preparation, test temperature, pass/fail criteria), any changes to other required tests (e.g. whether APA can be phased out or retained for certain cases, or how IDEAL-CT will be used in tandem), and steps for industry adoption. The end objective is to provide SCDOT’s Asphalt Materials Engineer and Office of Materials and Research (OMR) with the data and tools needed to update the official mix design specification and guidance.

Documentation and Knowledge Transfer: Produce clear deliverables (report, specification draft, recommendations for any changes to other currently-required tests) that document the APA-to-Hamburg calibration and the rationale for any new criteria. A further objective is to engage industry stakeholders throughout the project so that the findings are understood and accepted by asphalt contractors and material suppliers, smoothing the path for real-world implementation.

This project will provide a newly developed specification for the SCDOT to optimize various mixtures utilized around SC. The specific objectives of this project would include the following: (1) Literature review of current mix design procedures used by other states utilizing the Hamburg test; (2) Survey of other State DOT’s current mix design processes;
(3) Compilation and laboratory evaluation of various SCDOT surface, intermediate, and base type mixtures utilizing different aggregate sources; (4) Recommendations for newly developed testing procedures to be used by the SCDOT; (5) Establish a correlation between the APA and Hamburg test results; (6) Evaluation of other current SCDOT test procedures (e.g., IDEAL-CT and ITS) to determine if a correlation exists between those test results and Hamburg results; and (7) Based on the evaluations of several test procedures (e.g., APA, Hamburg, and IDEAL-CT), either updating the current mix design methodology or creating a new model for the system based on the data obtained and evaluated in this study.
]]></description>
      <pubDate>Thu, 25 Jun 2026 09:03:22 GMT</pubDate>
      <guid>https://rip.trb.org/View/2719305</guid>
    </item>
    <item>
      <title>Development of an IDEAL-Low Temperature (IDEAL-LT) Test for Balanced Mix Design and Acceptance in Cold Regions</title>
      <link>https://rip.trb.org/View/2717330</link>
      <description><![CDATA[State departments of transportation (DOTs) in cold regions are increasingly encountering premature pavement failures, including low-temperature transverse and block cracking, despite adherence to existing design standards, construction methods, and material specifications. These cracks form when thermal stress exceeds the asphalt mixture’s strength during severe temperature drops. Thermal stress accumulation is driven by thermally induced strain, which depends on the mixture’s coefficient of thermal contraction (CTC) and relaxation modulus. However, current mix design practices primarily rely on asphalt binder properties such as stiffness and m-value (a parameter indicating the rate at which asphalt binder stiffness changes over time under stress) from the Bending Beam Rheometer while neglecting CTC and mixture strength at low temperatures. This limits the reliability of evaluation of a mixture’s resistance to thermal cracking and its integration into the Balanced Mix Design (BMD) for cold regions. If this failure mechanism is not properly addressed in BMD, premature thermally induced surface cracking can occur even when the mixtures comply with existing standards. Although the Thermal Stress Restrained Specimen Test (TSRST) and the Disk-Shaped Compact Tension [DC(T)] Test could account for mixture resistance to thermal cracking, they involve complex procedures and labor-intensive sample preparation, discouraging their routine use. 
For NCHRP 20-30/IDEA 266, the research team will develop a simple, reliable alternative, the IDEAL-LT test, for evaluating asphalt mixture resistance to thermal cracking that could then be integrated into a comprehensive BMD framework for cold regions. The test will streamline testing by eliminating the need for specimen cutting, coring, notching, and gluing while enabling simultaneous testing of three replicates and improving correlation with field ranking and with established thermal cracking tests, such as the TSRST and ABCD tests. 
The research will involve building and refining a system unit, validating its field performance, and comparing the results with traditional low-temperature cracking tests. The test frame will be modified to test three replicates simultaneously, improving efficiency and reducing variability. The procedure will be standardized for integration into the BMD. Validation will involve selecting relevant field sections in cold regions with varying levels of thermally induced surface distresses and correlating IDEAL-LT test results with observed field performance. Additionally, the IDEA-LT results will be compared with TSRST/DC(T) and binder ABCD test results to confirm its reliability. Minnesota and Ohio DOTs will collaborate in field evaluations.]]></description>
      <pubDate>Tue, 23 Jun 2026 13:33:42 GMT</pubDate>
      <guid>https://rip.trb.org/View/2717330</guid>
    </item>
    <item>
      <title>Development of an Innovative, Bio-Mediated, Self-Healing Concrete Technology</title>
      <link>https://rip.trb.org/View/2717327</link>
      <description><![CDATA[Cracks in concrete structures significantly compromise their durability, and it is difficult and expensive to timely inspect transportation assets and treat concrete cracks. Self-healing concrete has a unique advantage in this regard. Concrete exhibits a self-healing capability as a result of hydrating unhydrated cement. However, such healing performance is limited to cracks less than 0.1mm wide. Several approaches to self-healing concrete have been tried in the past, but so far none has been shown to be adequate. For example, self-healing based on encapsulated chemicals offers only one-time healing. Microbial induced mineral precipitation heals only concrete cracks no more than 0.4 mm wide. 
For NCHRP 20-30/IDEA 261, the research team will develop a fungi-mediated, self-healing concrete technology for fast and efficient healing of cracks greater than 1mm wide autogenously. Another feature of this technology is that the treated concrete shows strong hydrophobicity that inhibits the ingress of water and deicing salt solution into the concrete. The autogenous self-healing concrete technology is based on bio-mineralization through fungi. Fungi strains that can survive and grow in concrete’s high alkaline environment will be identified, and microcapsules filled with these fungi will be introduced into the concrete. Cracks appearing in the concrete will be quickly covered by fungi fibers through the process of biomineralization. The fungi fibers, being hydrophobic, will also inhibit the ingress of water into the concrete and protect it from damage caused by freezing and thawing of pore water and corrosion of reinforcement steel by deicing salt solution entering through the cracks. 
Field evaluations will follow laboratory-scale evaluation and optimization. Field work will require scaling up the fungi microcapsules production process. One option will be to use multiple peristaltic pumps in parallel to enhance the rate of microcapsule production. Concrete mixture designs will be developed and optimized with respect to the quantity of fungi microcapsules. Ohio Department of Transportation will collaborate in field tests and has committed to providing active construction projects as possible field sites for testing the technology.]]></description>
      <pubDate>Tue, 23 Jun 2026 13:29:43 GMT</pubDate>
      <guid>https://rip.trb.org/View/2717327</guid>
    </item>
    <item>
      <title>A Novel Method to Optimize N-design for Balanced Performance and Compactability</title>
      <link>https://rip.trb.org/View/2717326</link>
      <description><![CDATA[The Superpave gyratory compaction number, N-design, represents the number of gyrations a hot mix asphalt is subjected to in a gyratory compactor to simulate field compaction and achieve desired volumetric properties. However, currently specified gyration levels have recently come into question as being rather excessive. High N-design values can reduce voids in mineral aggregates, lower the design asphalt binder content, and ultimately compromise the compactibility and durability of the asphalt mixture. Quite a few state departments of transportation (DOTs) have resorted to modifying their design specifications to lower N-design values, but these adjustments mostly rely on a trial-and-error approach and lack a strong correlation with field compaction behavior and long-term performance. A method with scientific basis would be more appropriate for optimizing N-design, particularly in alignment with the Balanced Mixed Design concept to ensure an optimal trade-off between rutting resistance and cracking performance. 

For NCHRP 20-30/IDEA 267, the research team will conduct research based on the theory that particle rotation under compacting effort serves as a fundamental parameter linking laboratory and field compaction. The method employs the rotation parameter and wireless sensors along with artificial intelligence to bridge the gap between laboratory and field compaction and establishes a scientifically sound approach to determine N-design criterion for balanced performance and improved field compactibility. It also enables laboratory compaction to serve as an effective tool for mix design optimization, specimen preparation for field performance evaluation, and field compaction guidance. 

With a focus on optimizing N-design criteria and evaluating performance, Superpave gyratory compaction tests with wireless sensors will be conducted along with performance tests for rutting and cracking. Laboratory and field compactibility will be evaluated along with volumetric properties and performance. Using the obtained results, N-design for balanced performance and compactibility will be optimized. Next, the optimized N-design and compaction will be validated. Designed mixtures with reduced N-design numbers will be verified and their field compactibility analyzed. Field pavement performance will be monitored, and the reasonableness of the reduced N-design numbers will be confirmed. To facilitate transfer to practice, an implementation plan will be developed, including an Excel-based tool and a training module with a video.]]></description>
      <pubDate>Tue, 23 Jun 2026 13:22:57 GMT</pubDate>
      <guid>https://rip.trb.org/View/2717326</guid>
    </item>
    <item>
      <title>Evaluation &amp; Mitigation Methods for the Prevention of Cement Concrete Deterioration due to Pyrrhotite: Part 2</title>
      <link>https://rip.trb.org/View/2714457</link>
      <description><![CDATA[Sulfide-bearing minerals, particularly pyrrhotite when present in aggregates used in Portland cement concrete, can oxidize and trigger premature deterioration. There is a critical need to investigate concrete mixture design parameters and treatment strategies that can mitigate these reactions and reduce the risk and progression of premature concrete distress. OBJECTIVE: The primary objective of this project is to evaluate how concrete mixture design strategies and selected treatments can mitigate degradation mechanisms and slow the rate of damage in concrete affected by oxidation of pyrrhotite-bearing aggregates.]]></description>
      <pubDate>Tue, 16 Jun 2026 16:43:05 GMT</pubDate>
      <guid>https://rip.trb.org/View/2714457</guid>
    </item>
    <item>
      <title>Cracks of Low-P Rapid Set Concrete in Deck Repairs: Analysis, Prevention, and Alternatives</title>
      <link>https://rip.trb.org/View/2714454</link>
      <description><![CDATA[The occurrence of full-depth transverse cracks in Low-P rapid-set concrete highlights the need to investigate the cracking mechanisms in repaired bridge decks, as well as to develop prevention strategies and alternative materials.

OBJECTIVE: The overall objective of this project is to analyze the correlations between cracks in Low-P rapid set concrete and factors including concrete mix design, construction practices, curing conditions, and the service environment/weather conditions of bridge decks. This analysis aims to deepen the understanding of cracking mechanisms and to develop strategies for preventing crack formation in this special concrete. The outcomes will guide the treatment of deck repair materials for Massachusetts Department of Transportation (MassDOT) projects, ultimately enhancing the durability and longevity of repaired bridge decks.]]></description>
      <pubDate>Tue, 16 Jun 2026 16:19:59 GMT</pubDate>
      <guid>https://rip.trb.org/View/2714454</guid>
    </item>
    <item>
      <title>Refining Volumetric Boundaries for Balanced Mix Design (BMD) Approaches</title>
      <link>https://rip.trb.org/View/2712200</link>
      <description><![CDATA[Volumetric parameters have played a foundational role in asphalt mix design, acceptance, and quality assurance (QA). In both the Marshall and the Superpave mix design methods, volumetric criteria guide the selection of materials, aggregate gradation, and binder content. In more recent balanced mix design (BMD) approaches, particularly Approaches A and B, the initial mix design still relies on traditional volumetric properties.

However, the integration of performance-related testing in BMD has raised questions about the continued relevance and appropriate limits of volumetric criteria. Modern asphalt mixtures increasingly incorporate modified binders, additives, reclaimed asphalt pavement (RAP), and other recycled or innovative materials that may result in volumetric properties that differ from conventional hot mix asphalt. Strictly enforcing conventional volumetric criteria may unnecessarily restrict the design flexibility that BMD seeks to promote. At the same time, volumetric properties are relatively easy to measure, monitor, and adjust during mix design, production, and QA, and they provide an additional layer of assurance in mix consistency and constructability.

There is currently no consensus on how volumetric boundaries should be defined to appropriately reflect mixture performance and support effective mix design within the BMD framework. As transportation agencies transition toward performance-related mix design specifications, there is a need to revise current volumetric boundaries to better align with modern materials, performance objectives, and QA practices.

The objective of this research is to investigate the impact of variations in volumetric parameters on modern asphalt mixtures and determine the volumetric boundaries that are suitable for BMD approaches and QA.

The research should include, but not be limited to:

       Conducting a detailed review of practices, feedback, and experience in implementing and revising volumetric criteria in mix design and QA at state departments of transportation.
       Identifying the key volumetric parameters that can effectively control mix performance or provide mix design guidance in BMD.
        Evaluating the effect of changes in the identified volumetric parameters on mix performance.
       Defining appropriate volumetric boundaries and recommending necessary adjustments to Superpave volumetric criteria for various asphalt mixture types within the BMD framework.
        Demonstrating the application and effectiveness of the recommended volumetric boundaries within the BMD framework.
       Developing guidelines and draft revised specifications for BMD that incorporate the recommended volumetric boundaries.
]]></description>
      <pubDate>Wed, 10 Jun 2026 11:05:18 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712200</guid>
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