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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>
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      <title>Research in Progress (RIP)</title>
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      <link>https://rip.trb.org/</link>
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    <item>
      <title>Evaluation of RePLAY for Mainline, Shoulders, and Rumbles, Phase II Study: Proprietary Bio-based Fog Sealer and Rejuvenator Reapplication in Clinton County</title>
      <link>https://rip.trb.org/View/2508963</link>
      <description><![CDATA[Many state transportation and local road agencies have utilized fog seal or rejuvenator surface treatments for existing asphalt surfaced pavements to improve sealing or waterproofing, restore flexibility, prevent weather-induced deterioration, or simply improve the surface appearance. Fog seal or rejuvenator surface treatments have the added advantage of being low-cost. Considering such advantages, fog seals and rejuvenator surface treatments in Iowa roadways have increased. Recently, various proprietary bio-based fog sealers or rejuvenators have been introduced and marketed as potentially cost-effective and environmentally friendly alternatives to traditional petroleum-based sealers for preserving asphalt roads. For instance, RePLAY Agricultural Oil Seal and Preservation Agents are claimed to protect the asphalt from potholes, edge rutting, and cracking and extend paved asphalt surfaces' life. The researchers at the Iowa State University (ISU), in partnership with Clinton County and the Iowa Department of Transportation (DOT), have evaluated RePLAY performance on a 3.3-mile pilot testing section located in Clinton County for five consecutive years (i.e., Summer 2016 through Summer 2021). This study has important insights about RePLAY and its first-level field implementation in Iowa. However, further research is needed to identify the frequencies and benefits of reapplication of RePLAY and evaluate the relative and respective performances of other fog sealer and rejuvenator types. In addition, Clinton County has a plan on reapplication of RePLAY at the same project site and extending its use on other project sites. The project technical advisory committee (TAC) recommended a follow-up investigation (i.e., Phase II study) to address such research needs by utilizing the planned project sites in Clinton County. The primary objective of this Phase II study would be to evaluate and quantify the relative and respective performance and cost-effectiveness of RePLAY. The frequencies and benefits of reapplication of RePLAY would also be investigated. Such a study will help Iowa DOT, counties, and cities better understand the benefits of the reapplication of RePLAY while facilitating their decision-making in selecting cost-effective application frequency options to achieve good pavement preservation results.]]></description>
      <pubDate>Wed, 12 Feb 2025 12:00:15 GMT</pubDate>
      <guid>https://rip.trb.org/View/2508963</guid>
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    <item>
      <title>A New Generation of Asphalt Emulsion: Advancing Sustainable Infrastructure Solutions</title>
      <link>https://rip.trb.org/View/2475702</link>
      <description><![CDATA[Hot applied asphalt cement, cutback asphalt, and emulsified asphalt have been used as tack coats and for chip seal applications. However, emulsified asphalt tack coats have been widely favored due to their additional benefits, such as reduced energy consumption and improved worker safety. The objective of this study is to conceive, test, and evaluate a new generation of emulsified asphalt using alternative materials to regular emulsified asphalts but with comparable performance. If successful, the proposed product may be used as an additional available emulsified asphalt in the market. State and federal agencies will be interested in the additional options provided by the proposed product and in order to minimize the impacts associated with road construction. Asphalt producers and suppliers will also be interested in adopting the new generation of emulsified asphalts to ensure that their products are tailored to the market needs in different parts of the country. 
The planned research activities include the following: Task (1) Conception and development of a new generation of emulsified asphalts (lead: UA); Task (2): Evaluation of the rheological and aging properties of the developed emulsified asphalts and comparing them to conventional emulsified asphalts (lead: LSU); Task 3: Assessing the mechanistic performance of the newly developed emulsified asphalts (lead: UA); Task 4: Analyzing the performance data, and cost effectiveness of emulsified asphalts (lead: LSU), and Task 5: Preparing final report (lead: LSU). The research team plans to explore various formulations for the emulsified asphalts. Once the most promising formulations are identified, the emulsions will be tested for paddle viscosity, sieve analysis, residue characteristics, particle size distribution using a laser diffraction analyzer, and storage stability. 
The availability of an innovative emulsified asphalt product, which incorporates recycled and degradable materials, has a strong value proposition for state highway agencies and contractors because it will allow them to reduce the impacts of road construction and will provide an additional option along with conventional emulsified asphalts. Based on the results of study, the research team will work with the intellectual property office at LSU to file a patent for the developed emulsified asphalts and pursue licensure opportunities. In addition, the multi-institutional research team will work with SPTC to organize a webinar to share the results of this study with the stakeholders on new advancements and findings.
]]></description>
      <pubDate>Mon, 16 Dec 2024 16:55:13 GMT</pubDate>
      <guid>https://rip.trb.org/View/2475702</guid>
    </item>
    <item>
      <title>Developing Asphalt Emulsion Based High Friction Surface Treatments (HFST)</title>
      <link>https://rip.trb.org/View/2381730</link>
      <description><![CDATA[High friction surface treatment (HFST) is a proven Federal Highway Administration (FHWA) safety countermeasure applied to pavements to significantly increase texture and skid resistance at critical locations, such as sharp curves, ramps, intersections, steep gradients, and pedestrian crossings, particularly in wet conditions. However, current HFST technologies tend to be expensive due to the use of specialized, high-quality aggregates, such as calcined bauxite and premium binders.
Research is needed to explore alternative binder technologies (e.g., emulsified asphalt) and aggregate types to develop novel HFSTs with lower life cycle costs and equal or better performance to traditional HFSTs that use polymer binder (e.g., epoxy resin) and calcined bauxite aggregates.
OBJECTIVE: The objective of this project is to develop guidelines for using engineered asphalt emulsion-based HFSTs that achieve the same performance as traditional HFSTs. At a minimum, the research will assess the technical and economic feasibility of using engineered asphalt emulsion-based HFST.
]]></description>
      <pubDate>Tue, 21 May 2024 20:24:29 GMT</pubDate>
      <guid>https://rip.trb.org/View/2381730</guid>
    </item>
    <item>
      <title>Enhancing Durability and Sustainability of Pavement Through Full Depth Reclamation and Stabilization Using Novel Materials</title>
      <link>https://rip.trb.org/View/2270234</link>
      <description><![CDATA[The objectives of this project are: (1) To compare the benefits of Full Depth Reclamation (FDR) mixes with a conventional asphalt emulsion, foamed asphalt, and High Yield Emulsion (HYE), through laboratory testing, analysis of data, and evaluate the durability of optimized HYE mix with accelerated loading and testing; (2) To evaluate the use of recycled concrete aggregate fines (fRCA) as a co-additive with cement stabilizer to treat problematic subgrade soils such as expansive soils through engineering, mineralogical, and chemical testing and embodied carbon analysis.
	The following tasks will be pursued by the TAMU team: (1) Collect problematic soil; (2) Procure and characterize fines from recycled concrete aggregate (RCA); (3) Determine optimum dosages of stabilizers and co-additives; (4) Compare performance (untreated and treated soils containing fRCA); (5) Analyze mineralogical and chemical components; (6) Compare benefits; (7) Compare treatment alternatives. The UTEP tasks will include: (1) Collect asphalt and other materials from FDR projects; (2) Develop mix designs with different binders; (3) Collect and analyze FDR projects and binder production data; (4) Test the optimized mix for durability; (5) Analyze data and make recommendations . The results from this research will lead to a better understanding of durability aspects of novel materials, consisting of FDR binders for base and RCA fines for subgrade stabilization. The observations from experiments will be translated to pavement performance under different environmental conditions, such as temperature and precipitation. The data could be utilized for the modeling and performance prediction of recycled/subgrade-treated pavements. The results will lead to the implementation of innovative technology, savings in life cycle/life cycle cost, rehabilitation of a greater mileage of roads, and enhanced road safety. Implementation will include new specifications for FDR and the treatment of subgrade soils. The draft specifications and framework will be prepared for possible inclusion in state or federal specifications, as part of the deliverables. Descriptions of any impediments to the implementation of the specifications/framework and further work, if needed, will also be provided. The envisioned benefits will be in terms of reduced material usage and reduced life cycle costs, which will be quantified from life cycle cost analysis, using the appropriate framework.


]]></description>
      <pubDate>Fri, 20 Oct 2023 09:16:39 GMT</pubDate>
      <guid>https://rip.trb.org/View/2270234</guid>
    </item>
    <item>
      <title>Develop Enhanced Cold Recycling Methods and Specifications</title>
      <link>https://rip.trb.org/View/2255990</link>
      <description><![CDATA[Texas continues to use cold recycling for pavement rehabilitation and performs a significant amount of full depth reclamation (FDR). While cement remains the most widely used treatment, use of asphalt emulsion and foamed asphalt continues to grow. This project will identify and evaluate topics to strategically enhance cold recycling practices in Texas. This project will perform a comprehensive performance analysis of recent as-built projects to identify strengths and opportunities for process enhancement. For cement, this project will evaluate how cement type may influence mixture properties, analyze the Texas Flexible Pavement System (FPS) structural design assumptions based on current mix design and construction practices, and summarize methods to improve early trafficking. For emulsified and foamed asphalt, this project will develop cold-in-place recycling (CIR) applications for Texas and identify, evaluate, and recommend enhanced pavement design procedures for cold recycling with asphalt binders. This project will use all results to develop enhanced cold recycling project selection procedures, recommend updates to Texas Department of Transportation's (TxDOT’s) specifications, and develop and perform training.]]></description>
      <pubDate>Wed, 27 Sep 2023 15:21:09 GMT</pubDate>
      <guid>https://rip.trb.org/View/2255990</guid>
    </item>
    <item>
      <title>Microsurfacing Experimental Feature Monitoring Project</title>
      <link>https://rip.trb.org/View/2151371</link>
      <description><![CDATA[This project will evaluate the effectiveness (pavement wear and cost-benefit analysis) of the pavement treatment microsurfacing as a pavement preservation tool for ruts.  17 on/off ramps along Minnesota Drive in Anchorage, Alaska had microsurfacing applied to the ruts as a Federal Highway Administration (FHWA) approved Experimental Features research project as part of the Alaska Department of Transportation and Public Facilities (DOT&PF) Capital Project CFHWY00106 in June, 2020.  3 years of post-construction monitoring are underway.  A post-construction report was completed in 2021 and is referenced.  a final report will be completed by December 2023. This project applied microsurfacing to 17 different Minnesota Drive ramp locations with varying geometry and traffic volumes during June of 2020. The emulsion formulation used a PG64-34 base binder highly modified with SBS polymer and approximately 10.5% residual binder. This report documents the construction process and experience using this highly modified formulation and will monitor the ramps performance over the following three years to determine if this microsurfacing formulation can withstand the high use of studded tires, snowplows, plastic deformation and freeze-thaw cycles.]]></description>
      <pubDate>Wed, 12 Apr 2023 18:35:52 GMT</pubDate>
      <guid>https://rip.trb.org/View/2151371</guid>
    </item>
    <item>
      <title>Improving Freeze-thaw Resistance and Fatigue Resistance of
Recycled Aggregate Concrete
</title>
      <link>https://rip.trb.org/View/1902838</link>
      <description><![CDATA[The purpose of this project is to evaluate the use of silane emulsion to prevent strength loss due to water adsorption and improve the durability and freeze-thaw resistance of
recycled aggregate concrete (RCA). It is the hypothesis of this project that the surface treated RCA can be utilized to design high-quality, freeze-thaw-resistant pavement 
concrete and reduce maintenance needs and costs of transportation infrastructure.
]]></description>
      <pubDate>Tue, 11 Jan 2022 14:46:01 GMT</pubDate>
      <guid>https://rip.trb.org/View/1902838</guid>
    </item>
    <item>
      <title>Guidance for the Construction of Sand Seals and Ultra-thin Bonded Wearing Courses</title>
      <link>https://rip.trb.org/View/1854197</link>
      <description><![CDATA[Pavement preservation provides a means for maintaining and improving the functional condition of an existing highway system. Although pavement preservation is not expected to substantially increase structural capacity, it generally leads to improved pavement performance and longer service life. Sand seals are used to fill existing pavement cracking and even out surface smoothness defects. Ultra-thin bonded wearing courses (UTBWCs) are used to correct surface distresses, and improve surface smoothness and friction, and reduce hydroplaning. Although a great deal of information on the design, materials, and construction practices of these treatments is available, there is no nationally accepted guidance on their construction. There is a need to develop guidance to help state departments of transportation (DOTs) apply these treatments more effectively and achieve the most benefit of their applications.
 
The objective of this research was to develop recommended guidance for the construction of sand seals and UTBWCs as used in preservation treatments. 
 
Research is complete. The final deliverable included 3 documents: (1) guidance on the construction of sand seals and ultra-thin bonded wearing courses, guidance on the quality assurance of sand seals and ultra-bonded wearing courses, an (3) a final report that summarizes the work performed in the project. The guidance documents for construction and quality assurance have been provided to AASHTO Committee on Materials and Pavements for consideration and adoption. The contractor's final report is available at: 
https://www.nationalacademies.org/webdocs/14-48parti-finalreport/14-48PartI-FinalReport.pdf?channelToken=b9515dcea9b44b1caeec286a25accf32&download=false&tStamp=1713982764848
 
 ]]></description>
      <pubDate>Tue, 25 May 2021 11:34:00 GMT</pubDate>
      <guid>https://rip.trb.org/View/1854197</guid>
    </item>
    <item>
      <title>Improving Testing Requirements in Item 300 of TxDOT Standard Specifications</title>
      <link>https://rip.trb.org/View/1802478</link>
      <description><![CDATA[TxDOT standard specification Item 300, Asphalts, Oils, and Emulsions, includes more than 30 different tests that cover requirements for AC graded binders, cutbacks, emulsified binders, recycling agents, crack sealants, asphalt rubber binder, and PG binders used in different pavement construction and maintenance applications. TxDOT routinely performs several of these tests on a regular basis for quality management or quality assurance purposes.There are several legacy tests and requirements that are retained in Item 300 even when newer or other more accurate methods have been developed over the last several years. This creates several potential problems. First, the agency is burdened with maintaining and tracking the specification even when they do not add any value in terms of ensuring quality or expected performance of a specific class of material. Second, in some cases there are more efficient test methods to obtain the same or similar metrics as incorporated in the specification. Replacing these existing methods with newer methods can improve the testing efficiency and reduce overall cost to the agency. Third, there are newer and more accurate test methods that are currently available to screen and specify materials that are currently not in the specification. By not incorporating these methods, TxDOT is potentially allowing sub-par materials to be used in construction projects. Researchers will review the different test methods and specifications for different classes of materials within Item 300, compare these methods to practices elsewhere and then develop a plan that identifies methods and specifications that are (i) obsolete and add little to no value, (ii) not currently included in the specifications but can potentially improve the quality of the product, and (iii) methods and metrics that are more efficient to perform and can replace the test methods currently in Item 300. The plan will include up-to-date findings from state- and national-level projects and will include a pathway and plan for validating the proposed changes. The final deliverable will be recommendations including new test methods and specifications as necessary for incorporation into Item 300.]]></description>
      <pubDate>Wed, 03 Mar 2021 09:56:07 GMT</pubDate>
      <guid>https://rip.trb.org/View/1802478</guid>
    </item>
    <item>
      <title>Scientific Innovations in Micro-surfacing and Slurry Seal Mixture Design TR-755</title>
      <link>https://rip.trb.org/View/1549927</link>
      <description><![CDATA[In recent years, focus on pavement preservation implementation has been renewed as agencies face budget challenges and aging road infrastructure. Microsurfacing and slurry seals have shown great potential as fast, cost-effective pavement preservation and minor rehabilitation strategies. Microsurfacing and slurry seals can be used in high traffic areas and in areas with high traffic demands, which require rapid repairs and completion of work (Asphalt Institute 2008). A recent analysis completed by Iowa State University (ISU) researchers of Iowa Department of Transportation (DOT) data has shown that the application of microsurfacing and slurry seals are providing improvements to roadway characteristics; however, based on survey results sent to county engineers, guidance of pavement preservation is still needed. A large part of understanding microsurfacing and slurry seals is knowledge of the mixture design processes. In general, the understanding of design processes for emulsion-based mixtures needs to be improved so proper field adjustments can be made in real time. This proposal aims to improve and incorporate chemistry-based measurements for microsurfacing and slurry seals to provide a quantitative metric to formulate and tweak designs both in the lab and in the field.
This research project will provide seed funding to explore a scientific approach to microsurfacing mixture design using zeta potential. Zeta potential measurements are the electrical forces that influence particle stability, repulsion, and attraction in the microsurfacing/slurry seal mixture design. The zeta potential of an asphalt-water emulsion system is the measure of the potential difference between emulsifiers adsorbed on the surface of the asphalt droplets and the conducting liquid suspension (water). If mixture components could be engineered with zeta potential, the breaking and setting of the emulsion could be more precisely controlled and scientifically adjusted. The mixture components with more negative zeta potential are holding the mixture in suspension while the components with more positive zeta potential are inducing flocculation. The point at which these components work together to chemically break the emulsion in the mixture is called the isoelectric point.
The objective of this research is to investigate the use of zeta potential as a measurement to predict setting behavior and performance of micro-surfacing mixtures. Results and comparisons between mechanical testing, methylene blue values for aggregates, and zeta potential testing will be performed.
(1) Use zeta potential to incorporate scientific measurements into micro-surfacing mixture design.
(2) Research will provide recommendations about improving micro-surfacing/slurry seal materials.
(3) Research will investigate how zeta potential titrations can be used to better formulate a slurry/micro mixture for improved adhesion properties and/or a faster setting rate to quickly return traffic to a roadway.]]></description>
      <pubDate>Wed, 26 Sep 2018 14:54:03 GMT</pubDate>
      <guid>https://rip.trb.org/View/1549927</guid>
    </item>
    <item>
      <title>Use of Rejuvenator Prior to Chip Seal on Aged Flexible Pavement</title>
      <link>https://rip.trb.org/View/1472663</link>
      <description><![CDATA[Emulsions are used as tack coats to bond hot-mix asphalt layers and in chip seals to bind aggregates. The rate of emulsion application is critical to the performance of both tack coats and chip seals and hence, is an important design factor. Emulsion is often applied to aged flexible pavements in North Carolina. Oxidative aging embrittles asphalt binder near the pavement surface which increases top down cracking and raveling, leaving the pavement surface porous and dry. Consequently, when emulsion is applied to an aged flexible pavement, a portion of the applied emulsion will be absorbed by the existing pavement. To compensate, the current practice is to adjust the required target Emulsion Application Rate (EAR) used in the construction based on visual inspection of the existing pavement surface. This current practice is subjective and visual appearance cannot be tied directly to surface dryness. Therefore, an improved method is needed to inform adjustment of the target EAR during construction to account for emulsion lost to absorption. Improved selection of the design EAR will result in prolonged pavement service life, potentially resulting in significant economic savings. 
The objectives of the proposed research project are to do the following: (1) Determine the rate by which pavements absorb emulsion as a function of pavement surface characteristics; and (2) Develop guidelines for the adjustment of the target EAR to account for emulsion absorption based on quantitative measurement of the existing pavement surface characteristics.
]]></description>
      <pubDate>Fri, 30 Jun 2017 16:08:11 GMT</pubDate>
      <guid>https://rip.trb.org/View/1472663</guid>
    </item>
    <item>
      <title>Microemulsions for Enhanced Biomass Pretreatment</title>
      <link>https://rip.trb.org/View/1367961</link>
      <description><![CDATA[No summary provided.]]></description>
      <pubDate>Thu, 03 Sep 2015 14:13:31 GMT</pubDate>
      <guid>https://rip.trb.org/View/1367961</guid>
    </item>
    <item>
      <title>Guide Specifications for the Construction of Chip Seals and Microsurfacing</title>
      <link>https://rip.trb.org/View/1364351</link>
      <description><![CDATA[Pavement preservation provides a means for maintaining and improving the functional condition of an existing highway system. Although pavement preservation is not expected to substantially increase structural capacity, it generally leads to improved pavement performance and longer service life. Chip seals, microsurfacing, and fog seals are frequently used as pavement preservation treatments on flexible pavements. Although a great deal of information on the design, materials, and construction practices of these treatments is available, there is no nationally accepted guidance on their construction. There was a need to develop guide construction specifications to help highway agencies apply chip seal, microsurfacing, and fog seal treatments more effectively and achieve the most benefit of their application. The objective of this research was to develop recommended guide specifications for the construction of chip seals, microsurfacing, and fog seals.
]]></description>
      <pubDate>Fri, 07 Aug 2015 01:01:31 GMT</pubDate>
      <guid>https://rip.trb.org/View/1364351</guid>
    </item>
    <item>
      <title>Performance of Asphalt Binders Modified with Polyphosphoric Acid (PPA)</title>
      <link>https://rip.trb.org/View/1348836</link>
      <description><![CDATA[The use of phosphoric acid (PPA) is an effective way to increase the stiffness of asphalt binders.  Therefore, toward improving the performance of a base binder, many suppliers (refineries) in the United States modify it with PPA.  However, many transportation agencies are concerned about the performance characteristics of PPA modification.  This concern is mainly due to possible negative interaction of PPA-modified asphalt binder with other mix components, such as lime, liquid anti-striping agents (ASA), and emulsions.  Since PPA is a hydrophilic material and easily absorbs water, asphalt binders modified with higher percentages of PPA have a tendency to absorb water and lose strength, which is expected to result in increased moisture damage and increased rut.  This study will evaluate effect of PPA modification of selected performance grade (PG) binders on their viscosity and performance grade through Superpave binder testing protocols.  Effects of selected ASA and WMA (warm mix asphalt) additives on PPA-modified binders on viscosity and PG data will also be evaluated.  Moreover, the rutting and moisture susceptibility of selected PPA-modified mixes will be evaluated by using Hamburg Wheel Tracking (HWT) and Tensile Strength Ratio (TSR) test data.  The moisture damage potential of selected asphalt binder and aggregate systems will be estimated through the surface free energy (SFE) technique.  The chemical compositions of the base and PPA-modified binders will be determined by using an Elemental Analyzer.  The study is expected to help Oklahoma Department of Transportation (ODOT) formulate guidelines for PPA-modified  asphalt binders. The study will generate laboratory-based performance data of PPA-modified mixes prepared with asphalt binders and aggregates from multiple sources in Oklahoma.  It is expected that the study will provide valuable information to ODOT on formulating specifications for the use of PPA-modified asphalt binders in Oklahoma. To evaluate the effects of the PPA-modification, ASA and WMA additive on asphalt binder and mix properties, the following four pathways will help to achieve the overall goals of the study: (i) evaluate asphalt binder rheology; (ii) determine asphalt binder SFE for evaluation of moisture-induced damage potential; (iii) perform elemental analysis on asphalt binder; and (iv) evaluate rut and moisture-induced damage potential of asphalt mixes.]]></description>
      <pubDate>Fri, 03 Apr 2015 01:00:39 GMT</pubDate>
      <guid>https://rip.trb.org/View/1348836</guid>
    </item>
    <item>
      <title>Research for the AASHTO Standing Committee on Planning. Task 38. Supplemental Evaluation in Support of NCHRP 25-17</title>
      <link>https://rip.trb.org/View/1346921</link>
      <description><![CDATA[The purpose of this task is to re-evaluate the conclusions of the Final Report developed under National Cooperative Highway Research Program (NCHRP) Project 25-17 based on new emission factor models, new rules, and impending implementation guidance that were not available during the original research effort. The emissions and air quality modeling results will be re-evaluated based on the new MOBILE6 and EMission FACtor (EMFAC) models that were not available in time to be incorporated into the Project 25-17 efforts. The effects of new rules, such as the Heavy Duty/Low Sulfur Diesel Rule, that were not in place when the previous analysis was performed will also be included. In may also be important to factor in our current understanding of emerging rules (e.g., Clear Skies Initiative, Non-Road Engine Rules, etc.). The implications of the new models and new rules on SIP development and future conformity determinations will be determined. Ultimately, the conclusions of Project 25-17 will be confirmed or revised accordingly.]]></description>
      <pubDate>Thu, 19 Mar 2015 01:02:01 GMT</pubDate>
      <guid>https://rip.trb.org/View/1346921</guid>
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