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    <title>Research in Progress (RIP)</title>
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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>
      <url>https://rip.trb.org/Images/PageHeader-wTitle-RIP.jpg</url>
      <link>https://rip.trb.org/</link>
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    <item>
      <title>Effect of Using RAP on Gravel Roads</title>
      <link>https://rip.trb.org/View/2720399</link>
      <description><![CDATA[Recycled Asphalt Pavement (RAP) has been used in several construction applications, including blending of RAP with virgin aggregates in gravel roads. RAP is intended to reduce costs and offer environmental benefits through reduced consumption of natural aggregates, while adding cohesion, which can add strength and bind particles to reduce raveling and loss of aggregate. RAP can also reduce the permeability of the surface course by decreasing the void volume, which may have beneficial effects of reducing dust loss and creating a tighter particle packing that aids stability. However, the beneficial effects of RAP may decrease over time as the oils in the RAP dry out. Furthermore, RAP can make blading operations more difficult as the material adheres to the moldboard in hot weather or becomes hard and brittle in cold weather. The objective of this study is to help agencies better understand the potential advantages and disadvantages of using RAP in gravel roads by synthesizing the existing research, surveying local Minnesota agencies, performing field and laboratory tests on new and existing sections of gravel roads containing RAP, and conducting a life-cycle cost analysis (LCCA). ]]></description>
      <pubDate>Tue, 30 Jun 2026 15:25:11 GMT</pubDate>
      <guid>https://rip.trb.org/View/2720399</guid>
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    <item>
      <title>Development of Crushed Quarry Aggregate Surfacing Specifications </title>
      <link>https://rip.trb.org/View/2533742</link>
      <description><![CDATA[South Dakota’s transportation system includes over 83,000 miles of roads of which about ten percent are state-controlled, and three percent are federal routes. The remaining 72,000 miles are mostly low-volume roads (LVR).  A LVR is defined as a road that carries less than 400 vehicles per day. Typically, these roads fall under the jurisdiction of counties, townships, and municipalities. LVRs play an important role in the State’s economy by providing essential links not only between rural areas but also between rural and urban areas. A significant portion of LVRs in South Dakota are gravel. While South Dakota local governments are not bound by the State’s gravel surfacing specification, survey results from the SD2009-08 study entitled Gravel Surfacing Guidelines for South Dakota, revealed the majority of local government respondents use the State Gravel Surfacing specification. For some areas of the state, there is a shortage of “natural” gravel that will meet the Gravel Surfacing specification as per the 2015 South Dakota Department of Transportation (SDDOT) Standard Specifications for Roads and Bridges.  This is due to the drying up of the state's “natural” gravel pits, which will only get worse over time. In addition to gravel supply concerns, rising costs and tightening budgets have encouraged local governments to consider and construct roads with alternate aggregate materials under a range of specifications. These include SDDOT Base Course specifications, local specifications, or no specifications at all. Local governments, in areas having nearby quarries, have installed aggregate surfacing using crushed quarry aggregate, which is defined as crushed limestone, quartzite, or granite. According to the local owners and SD Local Transportation Assistance Program (LTAP) personnel, several of these surfaces perform similarly to “natural” gravel surfacing. The fines in the material appear to have a binding quality that creates a firm roadway surface. Unfortunately, the criteria for defining a well-performing crushed quarry aggregate surfacing and the specifications associated with that performance have never been established.  Currently, the only way to duplicate a well-performing crushed quarry aggregate surfacing is through trial and error. Through the development of criteria defining a well-performing aggregate surface and the establishment of the associated specific requirements for crushed quarry material, owners would be provided an alternative option to “natural” gravel surfacing that is readily duplicated and available.
 
]]></description>
      <pubDate>Tue, 01 Apr 2025 08:39:01 GMT</pubDate>
      <guid>https://rip.trb.org/View/2533742</guid>
    </item>
    <item>
      <title>Iowa Granular Road Structural Design Tool</title>
      <link>https://rip.trb.org/View/2509060</link>
      <description><![CDATA[Over 71,000 miles (i.e., over 75%) of county roads in Iowa are granular (unpaved) roads. Iowa granular roads carry low daily traffic volumes (i.e., 10 to 200 vehicles/trucks per day) yet frequently support heavy vehicle (e.g., farm equipment) movements. According to a recent estimate, Iowa’s county road departments spend over $145 million annually on maintenance costs, which predominantly includes over $35 million for blading and over $110 million for resurfacing. In addition, a wide range in granular material quality, supply, and price available in different regions of the state results in significant differences in the level-of-service. Therefore, Iowa county engineers have a specific set of criteria based on their own experiences when designing and managing granular roads. Considering the lack of granular road structural design standards to meet Iowa county engineers’ requirements for current granular road management practices, significant research is needed to develop a comprehensive but practical structural design tool for cost-effective design and construction of local granular road systems in Iowa. The primary objective of this study is to meet such research needs. This will be achieved through the execution of five concurrent research studies: (1) surveys/interviews, forensic investigations, and laboratory tests to identify the best practices for Iowa granular roads around the state; (2) construction, instrumentation, and performance monitoring of field demonstration sites; (3) development of deterioration prediction models subjected to Iowa granular roadways; (4) cost-effectiveness analysis; and (5) development of a structural design tool and additional guidance documents. The outcomes of this research will substantially improve overall performance, save on maintenance and operation costs, and enhance the safety and mobility of Iowa granular roads by addressing key performance indicators (e.g., drainage, cross-slope, aggregate loss, and freeze/thaw susceptibility) through the granular road design procedure.]]></description>
      <pubDate>Wed, 12 Feb 2025 18:54:45 GMT</pubDate>
      <guid>https://rip.trb.org/View/2509060</guid>
    </item>
    <item>
      <title>Feasibility of Granular Road and Shoulder Recycling Phase II: Gradation Optimization for Improved Performance</title>
      <link>https://rip.trb.org/View/2509059</link>
      <description><![CDATA[The previous IHRB project TR-685 “Feasibility of Granular Road and Shoulder Recycling” (Li et al. 2018a, 2018b) involved construction and testing of several granular road and shoulder test sections in which existing surface materials were recycled and blended with virgin materials. One of the most useful outcomes of the TR-685 Phase I project is the Gradation Optimization tool (Figure 1), a spreadsheet that allows engineers to determine the optimum mixture of existing granular surface materials with up to three virgin quarry materials (along with a selected thickness of subgrade for plasticity if desired).

Conceptually, the optimum gradation is the one that comes as close as physically possible to a design target gradation having the tightest particle packing (Figure 2), which should give the highest strength and minimize particle breakage. However, the Gradation Optimization tool was developed based on actual California Bearing Ratio (CBR) tests of low-strength crushed limestone aggregates from southwest Iowa, and it hypothesized that the design gradation should be different for other aggregates that have different strengths, angularities, and geologic origins. Additionally, the freeze-thaw performance and long-term stiffness and permanent deformation should be considered in the design of the optimized gradations.]]></description>
      <pubDate>Wed, 12 Feb 2025 18:47:28 GMT</pubDate>
      <guid>https://rip.trb.org/View/2509059</guid>
    </item>
    <item>
      <title>Base Stabilization of Iowa Granular Roads Using Recycled Plastics</title>
      <link>https://rip.trb.org/View/2509058</link>
      <description><![CDATA[
Plastic waste is one of the greatest environmental challenges in not only Iowa but also other states. Recent bans on imported plastic waste into developing countries is forcing many United States cities and states to take issues related to plastic waste more seriously. In addition, fiberglass-based (also known as glass-reinforced plastic or glass-fiber-reinforced plastic) wind turbine blades from wind powered generators in Iowa are being heaped up in piles in landfills instead of recycled. The objectives of this research are to determine the structural benefits and environmental suitability of using recycled plastics as a base stabilization agent and then to develop a practitioner’s guide to document best practices to implement such a solution in Iowa’s gravel road network. This will be achieved through the execution of the following primary tasks: (1) characterization of recycled plastic materials, including recycled wind turbine blade materials, (2) identification of innovative solutions of using recycled plastics to stabilize granular roads through comprehensive laboratory assessment, (3) construction and assessment of pilot test sections employing identified solutions through a set of field tests and surveys, (4) determination of the structural benefits and environmental suitability,(5) cost-effectiveness evaluation, and (6) development of best practice guidance documents and implementation recommendations. The successful outcomes of this research will not only help reduce landfill waste but also provide an innovative and less expensive alternative to strengthen the bases of Iowa’s granular roads.]]></description>
      <pubDate>Wed, 12 Feb 2025 18:41:04 GMT</pubDate>
      <guid>https://rip.trb.org/View/2509058</guid>
    </item>
    <item>
      <title>Introducing Smart Materials in Granular Roadway and Pavement Foundation Systems for Mitigating Freeze-Thaw Damage</title>
      <link>https://rip.trb.org/View/2509048</link>
      <description><![CDATA[
The objective of the proposed research is to investigate the extent to which phase change materials (PCMs) mitigate the impacts of freeze-thaw cycles on heaving and strength loss among frost susceptible subgrade soils. This new mitigation method has the potential to dramatically extend the service life of civil infrastructure systems while demonstrating the use of smart materials as a novel method for soil improvement. Seasonal frost heaving and freeze-thaw weakening have a significant effect on granular and local roadways. A lack of insight as to and viable solutions for these problems exacerbates maintenance costs. The principal hypothesis of the proposed work is that PCMs will help keep the soil temperature above freezing (> 0 °C) for longer which will minimize the existing and capillary water in soils to freeze and form ice lenses thereby preventing frost heave and strength loss in subgrade soils. This hypothesis will be tested via a series of state-of-the-art laboratory-scale tests under various settings, and numerical modelling. The proposed research contains three phases: (1) characterization; (2) optimization; and (3) performance. The characterization phase will determine the index and physicochemical properties of soils, PCMs, and soil-PCM mixtures while the optimization phase will determine the best inclusion method for PCMs in soils. Experiments in the performance phase will evaluate how PCM inclusion impacts the frost heave and the strength loss after freezing and thawing.]]></description>
      <pubDate>Wed, 12 Feb 2025 17:04:42 GMT</pubDate>
      <guid>https://rip.trb.org/View/2509048</guid>
    </item>
    <item>
      <title>An Economical and Sustainable Dust Suppressant for Gravel Roads</title>
      <link>https://rip.trb.org/View/2508967</link>
      <description><![CDATA[The 66,000-mile-long network of unpaved gravel roads connect 1.2 million rural Iowa population and serves as a backbone to Iowa’s $27 billion per year agrarian economy. On unpaved roads, fugitive dust emanates from the mechanical interaction between the moving vehicles and the crushed aggregates. Fugitive dust primarily comprises of soil minerals (e.g., oxides of silicon, aluminum, calcium, and iron) with particulate material sizes lower than 10 μm (PM10) [4]. According to the National Transportation Statistics (NTS) report published in 2018, approximately 18.5 million short tons of PM10 and 5.34 million short tons of PM2.5 particulates (size lower than 2.5 μm) are entrained into the air annually. About 35% of this particulate material comes from unpaved roads. From the health, economic, and safety points of view, the generation of fugitive dust poses a serious threat to road users and people living in the vicinity of the unpaved roads. Furthermore, the unpaved roads will deteriorate faster due to the loss of fines that bind the larger aggregates. Fugitive dust lowers the visibility on gravel roads leading to accidents. Examples of some accidents occurred in the past due to fugitive dust include a chain of vehicle crashes near I-39 Wisconsin, accidents near Interstate 5 in Coalinga, California, a fatal ATV rollover crash in Carlton country, Minnesota, crashes in the intersection of Conejo Avenue and Highway 41, California; crashes on U.S. Highway 87 between Great Falls and Fort Benton, accidents in Butler County, Missouri, etc. Currently, chlorides especially Calcium Chloride are applied on gravel roads to lower the fugitive dust. Calcium chloride being a hygroscopic material absorbs moisture from the atmosphere that cements the fine particulate material. However, chlorides are detrimental to concrete, corrode automobiles, lower the fertility of soils, and contaminate water bodies. The objective of this project is to synthesize and characterize a low-cost and sustainable dust suppressant that has both hygroscopic nature and agglomeration capability. To this end, both wet and dry formulations will be synthesized. Evaporation tests and wind tunnel tests will be conducted followed by field tests. Preliminary studies suggest that the wet formulation is at least 6 times better than traditional chloride-based dust suppressants.  ]]></description>
      <pubDate>Wed, 12 Feb 2025 12:37:54 GMT</pubDate>
      <guid>https://rip.trb.org/View/2508967</guid>
    </item>
    <item>
      <title>Effectiveness and Guidance of Aggressive Rehabilitation of Gravel Roads</title>
      <link>https://rip.trb.org/View/2508946</link>
      <description><![CDATA[Maintenance of Iowa's unpaved road system is a major issue to Iowa's local agencies and the general public.  Part of this maintenance is the major rehabilitation or regrading of these roads once the roads become too wide caused from heavy traffic loading. Methods to do this vary across the state due to soil types, available manpower and equipment, and even public opinion.  It is widely known that proper width and shape is essential to the drainage of and long term performance of a gravel road.  This idea would summarize the best practices for this type of activity based upon Iowa's different areas and try to quantify the gain in performance of gravel roads that are narrowed back to their original design width and have proper crown.]]></description>
      <pubDate>Tue, 11 Feb 2025 18:50:09 GMT</pubDate>
      <guid>https://rip.trb.org/View/2508946</guid>
    </item>
    <item>
      <title>Gravel Road Performance Enhancements – Phase II</title>
      <link>https://rip.trb.org/View/2507250</link>
      <description><![CDATA[The quality of gravel road materials (e.g., abrasion resistance, freeze/thaw durability) is very important, since common surface deteriorations such as material loss, gradation change, loss of crown, surface erosion, rutting, washboarding and potholes can be directly related to the quality of the materials used in these roadways. In particular, the aforementioned deteriorations following the use of low-quality aggregates and improper gravel surface gradation can cause severe rutting and washboarding problems for gravel roadways. The importance of the index properties of gravel road surface materials such as maximum aggregate size, gradation, plasticity, and quality has long been recognized. However, most state department of transportation (DOT) specifications for gradation and plasticity of gravel road-surface materials are neither performance-based nor strictly executed. Consequently, considerable variation exists in the performance and durability of gravel roads, and substantial amounts of the freshly placed material for maintenance and repair rapidly degrades to smaller particles and dust. To address these challenges, the Nebraska Department of Transportation (NDOT) initiated the first phase of the proposed project “Gravel Road Performance Enhancements-Phase I”. The first phase of the project has conducted a comprehensive laboratory study to evaluate the efficiency of mixing gravel road surface materials with different size aggregates and subgrade soils on improving the performance of granular roads. Approximately, 13 gravel road surface materials and 4 subgrade soils were collected from four different counties (Douglas, Cherry, Scotts Bluff, and Harlan) in Nebraska that experienced significant road distresses.]]></description>
      <pubDate>Mon, 10 Feb 2025 14:11:01 GMT</pubDate>
      <guid>https://rip.trb.org/View/2507250</guid>
    </item>
    <item>
      <title>Aggregate Specification to Reduce Dust and Improve Sustainability of Local Rock-Surfaced Roads</title>
      <link>https://rip.trb.org/View/2255777</link>
      <description><![CDATA[Kansas has large rural areas, which are connected by more than 100,000 miles of county roads. Over 53,000 miles of these county roads are surfaced with aggregates. KDOT Specification Section 1112 provides three types of aggregates for surfacing of county secondary roads: crushed stone, sand-gravel, and limestone gravel. The current specifications for crushed stone surfacing include no Plasticity Index (PI) requirement, but plasticity is an important parameter for binding aggregates together for a smooth surface and limiting the amount of fines lost (dust). The Gravel Roads Construction and Maintenance Guide developed by FHWA (2015) has provided good guidelines for construction and maintenance of gravel roads in the nation and requires a PI of 4-12 for crushed rock surfacing. However, this guide was developed based on the local experiences in South Dakota and may not be fully applicable to the practice of rock-surfaced road construction and maintenance in Kansas. In fact, a certain portion of rocksurfaced roads in Kansas have underperformed and even failed, thus requiring repair and frequent maintenance. Some crushed limestone from local quarries is very porous and absorbs water; therefore, it is not durable. To address these problems, there is an urgent need to develop a specification for crushed rock surfacing that will reduce the amount of fines lost (dust), bind the rock surfacing materials together more cohesively to form a crust and shed water, and reduce required maintenance. This proposed study will be partnered with members of the Kansas Association of Counties who have expressed interest in this study.]]></description>
      <pubDate>Tue, 26 Sep 2023 16:04:24 GMT</pubDate>
      <guid>https://rip.trb.org/View/2255777</guid>
    </item>
    <item>
      <title>Evaluation of Gravel Stabilizer Used on Gravel Roads and Gravel Shoulders</title>
      <link>https://rip.trb.org/View/1913339</link>
      <description><![CDATA[The overall goal of this project is to quantify the cost savings and environmental benefits of using stabilizers on gravel roads and shoulders.]]></description>
      <pubDate>Fri, 11 Feb 2022 11:22:47 GMT</pubDate>
      <guid>https://rip.trb.org/View/1913339</guid>
    </item>
    <item>
      <title>Analysis of Benefits and Costs for Gravel and Unpaved Roads</title>
      <link>https://rip.trb.org/View/1875087</link>
      <description><![CDATA[Unpaved roads are owned and maintained by county, township or tribal jurisdictions. Due to lower funding levels, there may be a lack of formal planning and prioritization of unpaved road networks with a focus on repair rather than preservation. As construction costs increase, prioritization of scarce funds is required to maintain an existing system. Over the last decade, construction costs have increased while funding has remained relatively constant (Federal Highway Administration 2018). This research is intended to develop a framework that includes user costs, condition analysis, life-cycle analysis and benefit-cost analysis for use in quantifying the impacts of maintenance and improvement activities on unpaved and gravel roads.]]></description>
      <pubDate>Fri, 27 Aug 2021 13:44:05 GMT</pubDate>
      <guid>https://rip.trb.org/View/1875087</guid>
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