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    <title>Research in Progress (RIP)</title>
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    <atom:link href="https://rip.trb.org/Record/RSS?s=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJkYXRlaW4iIHZhbHVlPSJhbGwiIC8+PHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMTYiIC8+PC9wYXJhbXM+PGZpbHRlcnM+PGZpbHRlciBmaWVsZD0iaW5kZXh0ZXJtcyIgdmFsdWU9IiZxdW90O0ZyaWN0aW9uIGNvdXJzZSZxdW90OyIgb3JpZ2luYWxfdmFsdWU9IiZxdW90O0ZyaWN0aW9uIGNvdXJzZSZxdW90OyIgLz48L2ZpbHRlcnM+PHJhbmdlcyAvPjxzb3J0cz48c29ydCBmaWVsZD0icHVibGlzaGVkIiBvcmRlcj0iZGVzYyIgLz48L3NvcnRzPjxwZXJzaXN0cz48cGVyc2lzdCBuYW1lPSJyYW5nZXR5cGUiIHZhbHVlPSJwdWJsaXNoZWRkYXRlIiAvPjwvcGVyc2lzdHM+PC9zZWFyY2g+" rel="self" type="application/rss+xml" />
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Research in Progress (RIP)</title>
      <url>https://rip.trb.org/Images/PageHeader-wTitle-RIP.jpg</url>
      <link>https://rip.trb.org/</link>
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    <item>
      <title>Controlling Roadway Departures on Rural Kansas Highways Through Enhanced Pavement Friction</title>
      <link>https://rip.trb.org/View/2652341</link>
      <description><![CDATA[Roadway departures (RwDs), called lane departures, occur when a vehicle leaves its travel lane. Over 11,000 people die each year when their vehicle leaves its lane on rural highways.  RwD may happen when a car is speeding or approaching sharp curves and trying to navigate roads during various weather or road conditions. RwDs are often attributed to driver inattention, impairment, fatigue, nighttime visibility, or overcorrecting. Whatever may be the reason, an RwD can result in property damage, fatalities, and serious injuries due to head-on collisions, rollovers on side-slopes, or hitting roadside objects.  This type of traffic mishap is part of the “road safety crisis” defined by the National Academies in a recent report.  There were 59,706 KABCO crashes in Kansas in 2023, resulting in 387 fatalities. The state ranks 20th in the nation in traffic fatalities per 100,000 population.  As the nation and Kansas strive to meet the goal of zero deaths and serious injuries on roadways, RwDs on rural roads must be addressed. 

One of the known ways to reduce RwDs is to enhance pavement friction on highways.  A recent study by FHWA confirmed a strong statistical association between pavement surface frictional properties (friction and macrotexture) and crash rates. The study developed safety performance functions (SPFs) that include friction and macrotexture on various roadway facility types and categories (i.e., segments, intersections, curves, and ramps).  The study showed that pavement macrotexture has a statistically significant effect on predicting total crashes on all roadway facility types except rural two-lane/two-way roads. However, this conclusion regarding rural, two-lane/two-way roadways was limited by the small sample size in this road category. The study resulted in CMF/CMFx for tangent sections, as well as curves and intersections on each type of facility.

Kansas also has data available for a similar study, including friction data from the Sideway-force Coefficient Routine Investigation Machine (SCRIM), Locked wheel friction tester (LWFT), and texture data (Mean Texture Depth, MTD (from digitally simulated Sand Patch test), and Mean Profile Depth, MPD) from KDOT annual Laser Crack Measurement System (LCMS) survey. Thus, a similar study will result in CMF/CMFx for the tangent sections and curves on two-lane/two-way facilities.  ]]></description>
      <pubDate>Tue, 13 Jan 2026 15:39:27 GMT</pubDate>
      <guid>https://rip.trb.org/View/2652341</guid>
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    <item>
      <title>Development of a Network-Level Data-Driven High Friction Surface Treatment Location Selection Approach Leveraging Remote Sensing Technologies</title>
      <link>https://rip.trb.org/View/2643023</link>
      <description><![CDATA[High Friction Surface Treatment (HFST) is an effective countermeasure for reducing crashes at horizontal curves, yet current site selection practices rely heavily on historical crash data and manual field inspections. These approaches limit agencies’ ability to proactively identify high-risk locations and efficiently allocate limited safety resources. This project addresses these limitations by developing a scalable, data-driven framework for HFST site prioritization at the network level.

The research will create an automated data-processing pipeline that extracts roadway geometry and surface characteristics from mobile LiDAR and video log imagery, including curve radius, superelevation, signage, and surface condition. These features will be integrated with pavement condition and crash data to identify high-risk and constructible HFST locations. The approach will be validated through a case study using Massachusetts Department of Transportation (MassDOT) roadway and crash data. Results will provide transportation agencies with a transferable methodology for proactive HFST deployment, improving safety outcomes and supporting more efficient infrastructure management.]]></description>
      <pubDate>Thu, 18 Dec 2025 14:36:51 GMT</pubDate>
      <guid>https://rip.trb.org/View/2643023</guid>
    </item>
    <item>
      <title>High Friction Surface Treatment Decision-Making Criteria </title>
      <link>https://rip.trb.org/View/2640691</link>
      <description><![CDATA[Between the years of 2019 and 2023, there were 203,662 run-off-road (ROR) crashes in Missouri resulting in 1,983 fatalities and 9,428 severe injuries. One safety countermeasure used by state departments of transportation (DOT) to address ROR crashes is called a high friction surface treatment (HFST). The goal of this research project is to provide the Missouri Department of Transportation (MoDOT) with criteria to help proactively identify locations for potential friction treatment applications. An ideal situation would be to calculate the minimum friction at a given curve location and have a list of friction treatment options (e.g., HFST, superelevation adjustments, curve realignment, and others). These criteria would be incorporated into MoDOT’s Engineering Policy Guide (EPG).]]></description>
      <pubDate>Tue, 16 Dec 2025 09:20:39 GMT</pubDate>
      <guid>https://rip.trb.org/View/2640691</guid>
    </item>
    <item>
      <title>Conduct a Friction Testing Program, Data Analysis and Effectiveness of the NMDOT Open Grade Friction Course Program</title>
      <link>https://rip.trb.org/View/2582895</link>
      <description><![CDATA[The conducts friction testing year-round on all state-owned roads and collected data are stored in database. There is a lack of guidance on what new roads should test at for open-graded friction course (OGFC), concrete, or chip seal, or any correlation with traffic safety, smoothness, or resurfacing criteria. Findings from this friction data focused research will be applied to pre- and post- OGFC, to determine if the friction courses are effective.
There is a need to study the influence of friction values (skid number) and limits on traffic crash rate potential, which is proposed herein. In addition, it is important to understand how friction affects paving material selection (say, a good quality high micro-texture aggregate), as well as pavement ME distress functions (modify IRI equation).

This study investigates the relationship between Mean Texture Depth (MTD) and skid resistance, as measured by the Locked Wheel Skid Tester (LWST) under wet conditions, through correlation and regression analyses. Results indicate a strong positive association, with Spearman’s (0.8970), Pearson’s (0.8693), and Kendall’s (0.7349) correlations confirming statistical significance. Among various regression models, polynomial regression best captures the relationship, highlighting a non-linear interaction between pavement texture and skid resistance. Additionally, the study examines the correlation between skid number (SN) and crash data across multiple years. The low R² values for most years suggest a weak correlation, except for 2016 (R²=0.4617), indicating a moderate association. These findings emphasize the necessity of filtering data to identify crash-prone road segments where low SN values significantly contribute to crashes. Proper segment selection and supervised crash data collection are critical.]]></description>
      <pubDate>Tue, 05 Aug 2025 10:54:23 GMT</pubDate>
      <guid>https://rip.trb.org/View/2582895</guid>
    </item>
    <item>
      <title>Performance-Based Design of Permeable Friction Courses Using Warm Mix Asphalt for Enhanced Safety and Durability</title>
      <link>https://rip.trb.org/View/2480326</link>
      <description><![CDATA[Permeable friction courses (PFC) offer several performance benefits. The open-graded structure of PFC provides a path for water to permeate through the pavement hence reducing the risk of flooding, splash and spray, and hydroplaning. The open-graded friction course also results in improved pavement friction, especially during wet weather conditions. It was also reported that the air void structure in the PFC results in noise reduction and lessens the effect of the urban heat island phenomenon. 
PFC was selected by the Federal Highway Administration (FHWA) as part of the Every Day Counts (EDC) initiative. The EDC program promotes proven technologies which are being underutilized. PFC can exhibit failure due to raveling, moisture damage, cracking, and rutting. Many state agencies including Oklahoma have strict requirements on material selection and aggregate gradation of PFC mixes, however, there is not much focus on performance measures, permeability, and durability. The effect of mix type and composition on the friction has also not been fully investigated. Some states have reported using Warm Mix Additives (WMA) to improve raveling resistance. Other studies were conducted in Louisiana and Michigan using WMA with PFC and it was shown that using WMA can improve the raveling and rutting resistance.   
The objective of this study is to explore the use of different performance-related testing to characterize the performance and permeability of PFC mixes using fibers and WMA as stabilizing agents, and to assess the impact of mix type and composition on the friction characteristics of the pavement surface. Based on the findings of this study, recommendations will be given regarding using WMA as a stabilizing agent for PFC mixes. The recommendations would also include suggested changes to current specifications. These changes could include relaxing existing criteria related to volumetrics and using performance-related testing during mix design. 
The following tasks will be performed to achieve the objectives of this project. Task 1: Conduct an overview of the performance-related tests that are used by different state DOTs to characterize PFC mixes and select tests to include in this project. Task 2: Identify different aggregate types and sources with different properties, and different stabilizing agents, to include in the design of the PFC mixes. Task 3: Prepare different mixes using different aggregate sources with the addition of cellulose fibers, according to the Oklahoma ODOT specifications. Task 4: Conduct testing on the control mixes to evaluate raveling, moisture resistance, cracking, rutting, and friction. Task 5: Optimize the design of the control mixes using other additives, such as WMA and evaluate the impact on performance. Task 6: Provide recommendations on the use of WMA as a stabilizing agent for PFC mixes and suggest changes to current specifications. 
]]></description>
      <pubDate>Wed, 01 Jan 2025 13:45:25 GMT</pubDate>
      <guid>https://rip.trb.org/View/2480326</guid>
    </item>
    <item>
      <title>RES2025-11: A Balanced Approach to Performance of OGFC</title>
      <link>https://rip.trb.org/View/2437333</link>
      <description><![CDATA[Open Graded Friction Course (OGFC) is a porous asphalt mixture placed on the roadway surface and designed to enhance user safety and convenience by improving friction, visibility, noise reduction, and rideability. One of the main benefits is water penetration through its porous structure. Water penetration reduces vehicle splash and spray during rainfall increases driver visibility and friction on the surface. Since the 1950s, several state Departments of Transportation (DOTs) have utilized Open-graded Friction Course (OGFC) pavements, known for their porous nature that allows rainwater to drain underneath, potentially reducing wet weather crashes. The Tennessee Department of Transportation (TDOT) has implemented OGFC on over 300 centerline miles, primarily on interstates since 2005. This initiative aims to mitigate wet-weather accidents, with observed data indicating a 32% reduction in such crashes on evaluated sections [1]. With OGFC's structural performance comparable to traditional dense graded pavements and the observed safety benefits, TDOT plans to increase the use of OGFC, reinforcing its commitment to improving roadway safety in conditions prone to wet-weather accidents.]]></description>
      <pubDate>Mon, 30 Sep 2024 16:29:55 GMT</pubDate>
      <guid>https://rip.trb.org/View/2437333</guid>
    </item>
    <item>
      <title>Asphalt Emulsion-Based High Friction Surface Treatments</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.

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>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>Field Study to Determine Salt Usage Efficiency and Transport to the Surrounding Environment on Two Pavement Types</title>
      <link>https://rip.trb.org/View/2255649</link>
      <description><![CDATA[Massachusetts Department of Transportation (MassDOT) has concerns that certain pavement surface types are being over treated during winter maintenance. This is because one specific type of pavement surface Open Graded Friction Course (OGFC) will appear visually “white” even after treatment. This could lead to a situation where the road is treated again when it is not necessary. OGFC pavement sections typically adjoin dense-graded (DG) pavement sections. Thus, when the OGFC section is treated, the adjoining DG section is also typically treated leading to excessive treatment application. This purpose of this study is to compile data in the field to justify winter maintenance treatment efficiency on OGFC and DG pavement surfaces to ensure that the application is not deficient or excessive. Salt deficiency would result in safety concerns.

The project objectives are: (1) Compare OGFC and DG  pavement response to identical  winter maintenance (salt) applications  in terms of reflected physical  parameters. (2)  Investigate the safety implications related to winter maintenance activities for both OGFC and DG  pavement types. (3) Evaluate whether either pavement type requires  a greater or lower application rate to achieve desired results.
]]></description>
      <pubDate>Mon, 25 Sep 2023 11:38:36 GMT</pubDate>
      <guid>https://rip.trb.org/View/2255649</guid>
    </item>
    <item>
      <title>RES2019-25: Improving Winter Maintenance for Open Graded Friction Course (OGFC) Pavements in Tennessee</title>
      <link>https://rip.trb.org/View/1851965</link>
      <description><![CDATA[Open Graded Friction Course (OGFC) is a thin permeable surface layer on pavements constructed to ensure higher air void content that provides drainage from the pavement surfaces. This results in a safer riding surface, especially on wet conditions. OGFC pavements have been reported to reduce about 30% more wet crashes compared to densely graded surfaces in similar conditions. However, durability and winter maintenance are some of the challenges facing OGFC pavements. This study was conducted to document the winter maintenance practices on OGFC pavements. The study was limited to literature review and survey to state DOTs. This report presents the research results and the recommended winter maintenance guidelines for Tennessee Department of Transportation. Some best practices on winter maintenance of OGFC pavements worthy of highlighting include the use of anti-icing. It was reported that using anti-icing before snow and ice events results to faster cleaning of
roadways. Likewise, dedicating a snow operation vehicle on some trouble sections or inclines has resulted to clearing the sections faster. It should also be noted that it is expected that OGFC will use more material for winter maintenance than densely grades surfaces and abrasives are not recommended on OGFC. Therefore, it is advised to plan for winter maintenance with this knowledge in mind.]]></description>
      <pubDate>Tue, 11 May 2021 18:11:25 GMT</pubDate>
      <guid>https://rip.trb.org/View/1851965</guid>
    </item>
    <item>
      <title>Validation of the PFC Underdrain to Remove Standing Water on Pavement Surface</title>
      <link>https://rip.trb.org/View/1652663</link>
      <description><![CDATA[The overarching objective of Research Project 0-6843 was to evaluate the effectiveness of incorporated subgrade drain (usually called “underdrain”) in the permeable friction course (PFC) pavement to facilitate drainage of stormwater within and on the pavement. It was found out that in general the underdrain could effectively remove standing (ponding) water on the pavement surface under moderate to heavy rainfall conditions. Based on the influence range of underdrain, researchers proposed spacing for underdrain under various pavement slope and rainfall intensity. This project implements the results of that study.]]></description>
      <pubDate>Wed, 18 Sep 2019 15:30:54 GMT</pubDate>
      <guid>https://rip.trb.org/View/1652663</guid>
    </item>
    <item>
      <title>SPR-4300: Investigation of Durability and Performance of High Friction Surface Treatment</title>
      <link>https://rip.trb.org/View/1513445</link>
      <description><![CDATA[In 2018, a total of $1.5 million HFST projects will be placed on roadway curves with the intent to make HFST one of the available traffic safety systemic work types to combat the 39% percent of severe crashes caused by vehicles departing the roadway. Major issues such as durability, performance-driven specifications, and crash modification factor (CMF) will be addressed in this study.   An effective training program will be developed to train district and county engineers to utilize HFST, an emerging technology, to dramatically and immediately reduce crashes and the related injuries and fatalities.]]></description>
      <pubDate>Wed, 23 May 2018 14:28:22 GMT</pubDate>
      <guid>https://rip.trb.org/View/1513445</guid>
    </item>
    <item>
      <title>Pavement Surface Properties Consortium – Managing the Pavement Properties for Improved Safety</title>
      <link>https://rip.trb.org/View/1404718</link>
      <description><![CDATA[The main objective of the pooled-fund program of research has been to conduct applied research focused on enhancing the level of service provided by the roadway transportation system by optimizing pavement surface characteristics. 
Phase I of the study included regular verification and validation of the participant’s equipment, opportunities for technology transfer, and the accumulation of a significant body of knowledge on the measurement of pavement surface properties. Practical and tangible results were documented and disseminated though a large number of publications listed in the Phase 1 Outcomes. 
Examples of technologies that were evaluated as part of this program include high-friction surfaces (HFS) and Continuous Friction Measuring Equipment (CFME). HFS treatments have been adopted as a low-cost countermeasure as part of the Every-day-Counts FHWA program. CFME’s are currently being used to support the development of a new generation of friction management programs. 
Phase II of the program continues to support the member’s effort to produce high-quality surface properties measurements but focuses on supporting the enhancing and adoption of emerging friction and macrotexture measurement technologies and the integration of these measurements into the next generation of pavement asset management systems. The focus will be on developing and deploying asset management approaches and tools that help improve the safety of road networks by reducing the number of crashes and related fatalities. It will also seek participation of industry through the pooled-fund or an industrial affiliate program. ]]></description>
      <pubDate>Fri, 22 Apr 2016 09:21:27 GMT</pubDate>
      <guid>https://rip.trb.org/View/1404718</guid>
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