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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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    <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>Enhancing Flexible Pavement System 23 (FPS23) by Incorporating a Top-Down Cracking Model in Texas Mechanistic-Empirical Flexible Pavement Design System (TxME)</title>
      <link>https://rip.trb.org/View/2604524</link>
      <description><![CDATA[Several Texas Department of Transportation (TxDOT) districts have reported early top-down cracking issues linked to the use of Reclaimed Asphalt Pavement (RAP) materials, which can make the surface layer excessively stiff. Unlike bottom-up fatigue cracking—where distress originates at the bottom of the hot mix asphalt (HMA) layer—top-down cracking begins at the surface and propagates downward. While bottom-up fatigue cracking and the negative effects of RAP in lower asphalt layers have been well addressed, top-down cracking remains unaccounted for in Texas Mechanistic-Empirical Flexible Pavement Design System (TxME). As a result, premature top-down cracking cannot currently be predicted at the design stage. With growing economic and environmental incentives for RAP use—and current specifications allowing it in surface layers—integrating a top-down cracking model into FPS23/TxME is essential to assess its impact properly. The research team will: (1) Evaluate and develop an appropriate mechanistic-empirical (ME) top-down cracking model, (2) Implement it in TxME, and (3) Calibrate/validate the model. The research team will review the literature, identify the ME model, integrate it into TxME, and collect test section data—including mixture properties, structure, and field performance—for calibration and validation.]]></description>
      <pubDate>Mon, 29 Sep 2025 16:12:23 GMT</pubDate>
      <guid>https://rip.trb.org/View/2604524</guid>
    </item>
    <item>
      <title>Linking Balanced Mix Design to Pavement Mechanistic-Empirical Design
</title>
      <link>https://rip.trb.org/View/2558414</link>
      <description><![CDATA[In recent years, many transportation agencies have shifted toward balanced mix design (BMD) with the goal of producing better-performing asphalt mixtures, and toward pavement mechanistic-empirical design (PMED) for designing better-performing pavement structures. However, the two systems currently operate independently, meaning that BMD is not yet directly linked to the material properties required for PMED.

Research is needed to establish a rational link between BMD and PMED. This link will enable state departments of transportation (DOTs) to design mixtures with better performance and allow for a more comprehensive, performance-based approach to pavement engineering.

The objective of this research is to develop guidelines for integrating asphalt mixture material properties and/or performance indicators generated through BMD into PMED. The developed guidelines shall, at a minimum, be compatible with the latest version of the American Association of State Highway and Transportation Officials' AASHTOWare PMED procedures.]]></description>
      <pubDate>Tue, 27 May 2025 20:33:36 GMT</pubDate>
      <guid>https://rip.trb.org/View/2558414</guid>
    </item>
    <item>
      <title>Investigation of Flexible Bridge Deck Overlays in Kansas</title>
      <link>https://rip.trb.org/View/2489962</link>
      <description><![CDATA[The objectives of this proposed research are to (1) Extend the life of some bridges by utilizing a new repair option; (2) Reduce the frequency of bridge repairs; (3) Have another tool in the toolbox for bridge deck repairs; and (4) Reduce partial depth patching frequency. Task 1: Do a complete literature review on the state-of-the-art asphalt mixture used on bridge decks. Particular attention must be paid to the bridge type (to estimate tensile strain level with respect to cracking), chloride ion permeability, rutting, stripping, low-temperature durability, bond between the repair and existing deck, and skid resistance. Contact other states where asphalt has been used as a bridge deck overlay material, particularly Colorado, Oregon, and New Jersey. Task 2: Review the Kansas Department of Transportation (KDOT) Reflective Crack Interlayer (RCI) mixes for modification for bridge decks and conduct preliminary tests to verify RCI mixes for bridge decks as a single-layer repair option with various modified binders, including epoxy with drag sand and/or chat. Pay particular attention to the Bridge Deck Waterproofing Surface Course mixture developed by the New Jersey Department of Transport (NJDOT). Finalize fatigue and fracture setup for cracking/reflection cracking (3-point beam/indirect tension fatigue), tests for rutting & stripping (Hamburg Wheel Tracking Device), low-temperature durability (Indirect Tension/TSRST), chloride ion permeability (Rapid Chloride Permeability Test), and skid resistance (CT Meter/DFT/Sand Patch) for the modified/hybrid RCI mixes needed for the bridge deck condition. Task 3: Study the barrier options and bond between the RCI base and deck and tie in in consultation with the Bridge Section of KDOT. Task 4: Look for an opportunity for a field placement in the Wichita metro area, such as US-400 in Augusta. Observe the construction, do field instrumentation, and monitor. Task 5: Prepare the final report following KDOT requirements.]]></description>
      <pubDate>Mon, 13 Jan 2025 14:43:23 GMT</pubDate>
      <guid>https://rip.trb.org/View/2489962</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>Revisions for the TxDOT Pavement Management Information System (PMIS) Rater’s Manual</title>
      <link>https://rip.trb.org/View/2437686</link>
      <description><![CDATA[The research team will revise the Texas Department of Transportation (TxDOT) Pavement Management Information System (PMIS) Rater’s Manual. The research team will review, analyze, and propose changes to the current distress rating definitions for flexible and concrete (jointed and continuously reinforced) pavements. The researchers will hold collaborative workshops to gather inputs from TxDOT’s Division and Districts on pavement condition data collection challenges using the current manual. The research team will assess the impact of the rating changes to the PMIS scores and recommend changes to distress utility curves if needed. In collaboration with TxDOT, the research team will make adjustments to determine acceptable impacts. The researchers will develop revised manual based on the research results and through collaboration between the research team and TxDOT.]]></description>
      <pubDate>Thu, 03 Oct 2024 10:16:09 GMT</pubDate>
      <guid>https://rip.trb.org/View/2437686</guid>
    </item>
    <item>
      <title>Enhancing Texas Mechanistic-Empirical Flexible Pavement Design System (TxME) Practice: Develop Enhanced Mix Aging Model and District-Level Calibration Guidance</title>
      <link>https://rip.trb.org/View/2437684</link>
      <description><![CDATA[The research team will update the Flexible Pavement Design System (FPS) to FPS23, integrating the Texas Mechanistic-Empirical Flexible Pavement Design System (TxME) to enable Districts to compare long-term performance with the Mechanistic-Empirical (ME) design process. The research team will (a) review protocols that accelerate laboratory mix aging process, (b) evaluate test methods that are more accessible to Districts, (c) develop a mix aging model, (d) identify key parameters to input into TxME, (e) conduct comparisons between FPS and TxME designs, and (f) support Districts by providing calibration methods, factors, or means for straightforward determination of parameters representative of local materials, mix designs and traffic conditions.]]></description>
      <pubDate>Thu, 03 Oct 2024 10:09:55 GMT</pubDate>
      <guid>https://rip.trb.org/View/2437684</guid>
    </item>
    <item>
      <title>Illinois Flexible Pavement Design and Monitoring</title>
      <link>https://rip.trb.org/View/2399774</link>
      <description><![CDATA[Design procedures and policies for flexible (asphalt) pavements are continually evolving. This project, building off R27-233, will evaluate the Illinois Department of Transportation’s current design method and policy documents in terms of dynamic modulus and fatigue endurance limit assumptions. Researchers will evaluate the performance of IDOT’s extended life pavement design projects over the past 20+ years as well as examine the impact of climate change, truck platoons and increased axle loads. Updated pavement designs have the potential to result in cost savings and improved long-term pavement performance.]]></description>
      <pubDate>Mon, 01 Jul 2024 12:28:17 GMT</pubDate>
      <guid>https://rip.trb.org/View/2399774</guid>
    </item>
    <item>
      <title>Developing A Fair Specification for Paver Mounted Thermal Profiling 
</title>
      <link>https://rip.trb.org/View/2350814</link>
      <description><![CDATA[High quality pavement construction improves long-term pavement performance. State Departments of Transportation (DOTs) use laboratory and field tests throughout various stages of a construction contract to measure properties related to asphalt mixture and mat performance. By assessing the quality of asphalt mixtures and placement practices before and during paving operations, DOTs can make informed decisions regarding conformance to specifications. Asphalt mat density is an important volumetric property that has a direct impact on long-term performance and is correlated to performance properties of the mat (tensile strength, stiffness, 
fatigue strength, etc.). Many state DOTs, such as Ohio, include asphalt mat density as a quality characteristic in their Quality Assurance (QA) program and use it as a payment factor for contractors. In-place density is an important indicator of a pavement's potential for "segregation," or nonuniform zones of mix, which are typically lower in density than the rest of the Hot Mix Asphalt (HMA) mat. The usual form of HMA segregation is truck-end segregation which occurs where the HMA at the ends of the truckload is colder and sometimes coarser in gradation. These locations show up on the mat as regularly spaced defects and can vary from small areas on either side of the paver to larger areas that extend across the width of the HMA mat being placed. The segregated locations deteriorate rapidly because of their lower density, higher permeability, and higher susceptibility to raveling and fatigue cracking. These locations can fail prematurely, causing poor ride quality for the traveling public and a burden of unplanned maintenance costs for the agency. Paver Mounted Thermal Profiling (PMTP) provides thermal mapping of asphalt mats during the laydown process. This information is especially useful for managing the laydown process and controlling the quality of the final product, specifically final pavement density and segregation. 

The main goal of this project is to provide innovative recommendations for a fair specification for paver mounted thermal profiling. Specific objectives include the 
following: (1) gain an in-depth understanding of the effective pavement temperature differentials; (2) during construction affect specified standards and life-cycle performance; (3) apply innovative AI and ML techniques to finding the optimal use of available data and inform future data collection/analysis protocols; and (4) develop a fair and executable specification for employing PMTP technology to ensure the quality of flexible pavement construction. The results of this research will provide recommended parameters for a specification that could augment current quality assurance protocols. By using advanced data science techniques to delineate the relationship between PMTP data and pavement performance, ODOT will have the tools to employ targeted coring that will be more likely to identify issues and strengthen existing incentives and disincentives for contractors.     ]]></description>
      <pubDate>Wed, 13 Mar 2024 13:11:22 GMT</pubDate>
      <guid>https://rip.trb.org/View/2350814</guid>
    </item>
    <item>
      <title>Next-Generation Permeable Pavement for Enhanced Durability and Functionality</title>
      <link>https://rip.trb.org/View/2291281</link>
      <description><![CDATA[The South-Central region of the United States, which is characterized by heavy rainfall conditions and shallow groundwater table, may significantly benefit from the widescale implementation of porous asphalt, especially if similar performance to regular dense-graded asphalt mixtures can be achieved. Yet, there have been some difficulties using porous asphalt as a wearing surface course, largely because of its lower durability when compared to dense-graded asphalt mixtures. The most critical shortcomings of permeable pavement include premature durability problems (raveling and stripping), and clogging of voids by dirt, which result in shorter service life and higher costs.
	The goal of this study is to enhance the use of a next-generation permeable pavement in Region 6 by optimizing its mechanical, operational, and environmental characteristics. To this end, the objectives of this study are: (1) Evaluate the failure mechanisms (e.g., cohesive and adhesive mechanisms) in Open-Graded Friction Course (OGFC) mixes and the contribution of modification and additives to the mixture durability; (2) Evaluate the effects of Reclaimed Asphalt Pavement (RAP) on open graded friction course (OGFC) mixture performance and durability; (3) Analyze and quantify bio-remediation processes that may be used to hold and degrade oil and pollutant contaminants into less harmful forms through microbial degradation; (4) Evaluate production, cost, and constructability of OGFC mixes; and (5) Develop an interactive computer tool to facilitate the design of cost-effective and durable OGFC mixes. 
These objectives will be achieved through seven research tasks. Task 1 will be led by UARK with the support of LSU and will include the selection of materials and development of the test factorial considering aggregate structure and RAP content, additives and binder modification, and OGFC mixture types. Task 2 will be led by LSU with the support of UARK and include the design and preparation of OGFC mixtures. Task 3 will be led by LSU with the support of UARK and will include evaluation of mechanistic properties and failure mechanisms of OGFC mixtures. Task 4 will be led by LSU and will involve analysis of bioremediation and microbial degradation of hydrocarbon products. Task 5 will be led by LSU with the support of UARK and will consist of an analysis of mixture performance and cost-effectiveness of OGFC mixes. Task 6 will be led by UARK with the support of LSU and will involve the development of a computer tool for the design of OGFC mixes. Task 7 will be led by LSU with the support of UARK and will consist of preparing a final report documenting the entire research effort.

]]></description>
      <pubDate>Wed, 15 Nov 2023 17:12:35 GMT</pubDate>
      <guid>https://rip.trb.org/View/2291281</guid>
    </item>
    <item>
      <title>Impact of Climate Change on Road Maintenance Budgets and Practices</title>
      <link>https://rip.trb.org/View/2260028</link>
      <description><![CDATA[Recent studies showed an increasing pattern in the frequency and intensity of flooding events throughout the United States because of climate change. The pavement network can experience considerable damage during flood and post-flood recovery periods. This project aims to develop an analysis framework and toolkit for quantifying the effects of flooding on the US flexible pavement network through mechanistic-empirical (ME) pavement analysis procedure, assess its resiliency, and evaluate potential corrective actions. The core engine of this tool will be the Unified Pavement Distress Analysis and Prediction System (UPDAPS) developed by FHWA and recently upgraded to implement the most recent ME models, coupled with the national level database of the pavement sections, namely Highway Pavement Management System (HPMS). Materials’ inputs are key to ME analysis. For this reason, a laboratory investigation will be performed to evaluate the behavior of materials that typically compose a flexible pavement structure. Laboratory data will be used to revise the current ME distress models. Furthermore, historical flooding data from the National Oceanic and Atmospheric Administration and forecasted flooding events will be simulated in the tool to evaluate the resiliency of the US pavement network to this climatic stress and investigate the effectiveness of selected corrective actions (e.g., increase pavement thicknesses, stabilization of unbound layers, subsurface drainage systems). The outcome of this project is expected to provide fundamental insights on the flooding effects on flexible pavement performances and support road agencies correctly allocating their financial resources.]]></description>
      <pubDate>Wed, 04 Oct 2023 13:02:36 GMT</pubDate>
      <guid>https://rip.trb.org/View/2260028</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>Develop Best Practices for Flexible Pavement Repairs</title>
      <link>https://rip.trb.org/View/2255821</link>
      <description><![CDATA[This research study aims to perform a study focusing on best practices for performing pavement preparatory work in advance of preventive maintenance (PM) surfacing contracts. The study will respond to answer, "What are the best practices for repairing a roadway before a new surface is placed?" Seal coats or thin overlays are typical PM surfacing projects. The preparatory work performed by in-house maintenance forces or maintenance contracts may include crack sealing, fog seal, repairs, milling, and level-up. The preparatory work should be completed well before the PM contract. This study will identify the main flexible pavement repair types and investigate best practices for performing both in-house and contracted repairs. A procedure will be developed to determine the limits and type of flexible pavement repair. An evaluation process of the repair, including its performance and effects on the PM surfacing, will be developed.]]></description>
      <pubDate>Wed, 27 Sep 2023 14:06:01 GMT</pubDate>
      <guid>https://rip.trb.org/View/2255821</guid>
    </item>
    <item>
      <title>SPR-4820:  Enhanced Methods to Evaluate Flexible Pavement Moisture Damage and Interface Bonding Conditions Using the 3D Ground Penetrating Radar and Falling Weight Deflectometer</title>
      <link>https://rip.trb.org/View/2251472</link>
      <description><![CDATA[The main objective is to develop methodology to evaluate the potential of flexible pavement distresses related to moisture damage and layer interface debonding based on the 3D GPR and FWD deflections. A field investigation will be conducted to establish a framework to identify moisture damage and layer interface debonding using the 3D GPR data. Relationships between FWD deflections and degree of layer interface bonding will be identified using numerical analyses and field investigation. Consequently, a new practical protocol will be developed to evaluate the moisture damage and layer interface bonding conditions of in-service flexible pavements based on 3D GPR and FWD data.
]]></description>
      <pubDate>Thu, 21 Sep 2023 16:35:01 GMT</pubDate>
      <guid>https://rip.trb.org/View/2251472</guid>
    </item>
    <item>
      <title>Comprehensive Review of Flexible Pavement Design Approaches</title>
      <link>https://rip.trb.org/View/1895368</link>
      <description><![CDATA[MaineDOT currently uses an in-house developed pavement design guidance which is based on the AASHTO 1993 design approach. This method was developed based on outdated traffic, limited soil type, and environmental conditions. Though MaineDOT employs engineering judgment to overcome these limitations, the decisions are often arguable and limited to individual experience. MaineDOT has been looking for an alternative design approach that can overcome these challenges. For example, MaineDOT had recently completed a preliminary study verifying the feasibility of using AASHTOWare Pavement Mechanistic Empirical Design (PMED) as an alternative approach. However, the results did not yield consensus among the practitioners for the Maine conditions. It is primarily due to insufficient data for accurate local calibration of PMED performance models. Also, given the low traffic volumes and a limited number of reconstruction projects each year, the PMED method has raised several concerns from a benefit-cost standpoint. This study reviews alternative design practices to provide recommendations to the DOT.]]></description>
      <pubDate>Fri, 03 Dec 2021 13:11:10 GMT</pubDate>
      <guid>https://rip.trb.org/View/1895368</guid>
    </item>
    <item>
      <title>Update State Study No. 170 Deliverables with New PCC Test Data Revised final report for SS No. 170, “AASHTO 2002 Pavement Design Guide-Phase II” – Volume 1</title>
      <link>https://rip.trb.org/View/1883838</link>
      <description><![CDATA[The objective of this research study was to develop performance characteristics of flexible and rigid pavements in Mississippi and to use these characteristics in the implementation of the Mechanistic-Empirical Pavement Design procedure that was developed under NCHRP Project 1-37A. Reliable transfer functions and models will enable the Mississippi Department of Transportation (MDOT) to more accurately quantify the pavement service and performance life for managing their roadway network. 

Calibration coefficients for all transfer functions in the Pavement ME Design software package were determined for both flexible and rigid pavements. Both Long Term Pavement Performance (LTPP) and non-LTPP test sections were used to estimate, for interim use, the local calibration coefficients. The inputs for the non-LTPP calibration sites were based on as-built records and construction files. Thus, these calibration coefficients are considered preliminary until the field investigations have been completed for the non-LTPP sites.]]></description>
      <pubDate>Fri, 08 Oct 2021 09:12:41 GMT</pubDate>
      <guid>https://rip.trb.org/View/1883838</guid>
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