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    <title>Research in Progress (RIP)</title>
    <link>https://rip.trb.org/</link>
    <atom:link href="https://rip.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Research in Progress (RIP)</title>
      <url>https://rip.trb.org/Images/PageHeader-wTitle-RIP.jpg</url>
      <link>https://rip.trb.org/</link>
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    <item>
      <title>Effects of Target Air Voids on Hot Mix Asphalt (HMA) Performance Tests</title>
      <link>https://rip.trb.org/View/2698280</link>
      <description><![CDATA[To test the performance of hot-mix asphalt (HMA), Illinois Department of Transportation (IDOT) uses volumetrics testing, which tests the air void content and voids in mineral aggregate in compacted samples, followed by balanced mix design — which uses performance tests to evaluate pavement distresses. This project aims to identify if compacted HMA specimens that are currently discarded after volumetric testing can be used in performance tests. Researchers will test volumetric specimens at 4% and 7% air void content in cracking and rutting performance tests and identify if an alternate rutting test can be used in production. Successfully using compacted volumetric specimens for performance testing may reduce the time needed to identify if an HMA mixture meets IDOT performance test criteria at the start of production.]]></description>
      <pubDate>Fri, 01 May 2026 09:19:25 GMT</pubDate>
      <guid>https://rip.trb.org/View/2698280</guid>
    </item>
    <item>
      <title>Design Requirements for High Traffic Asphalt Mixes to Ensure Pavement Performance</title>
      <link>https://rip.trb.org/View/2671978</link>
      <description><![CDATA[High Traffic Asphalt Mixes in Wisconsin Department of Transportation (WisDOT) are routinely using Stone Matrix Asphalt compacted to 100 design gyrations. Concerns have arisen that the mixtures contain low asphalt contents and are difficult to compact in the field. A more equitable balance between mixture stiffness and cracking resistance is desirable to optimize and/or improve the constructability and performance of High Traffic Asphalt Mixtures. The project objective is to modify WisDOT Hot Mix Asphalt design requirements for High Traffic mixtures to improve constructability and performance for high-volume freight corridors over a 20-year design life. The project will involve summarizing existing mix design requirements in regions with similar climates ("Wet- Freeze") and aggregate resources, benchmark existing WisDOT mixture designs using volumetric and performance testing and use a combination of laboratory-reproduced mix designs and construction/in-service performance data to propose modifications to existing mixture designs and procedures.]]></description>
      <pubDate>Wed, 18 Feb 2026 11:11:29 GMT</pubDate>
      <guid>https://rip.trb.org/View/2671978</guid>
    </item>
    <item>
      <title>Develop and Demonstrate an Evaluation Process for Acceptance of Additives for Use in Forensic Analysis in Hot Mix Asphalt</title>
      <link>https://rip.trb.org/View/2666836</link>
      <description><![CDATA[Although additives, modifiers, and extenders are commonly used in hot mix asphalt (HMA) designs, a robust and structured laboratory evaluation process is needed to assess their impact on performance and minimize the risk of incorporating these materials in routine use. The research team will develop a framework to evaluate new products in the context of asphalt materials, leveraging insights from existing methodologies such as NCHRP 1-130. The study will assess asphalt binders and mixtures, considering material selection, laboratory performance, and field validation using test sections. The final deliverables will include a laboratory assessment framework, performance-based criteria, and a template for long-term monitoring of additives in HMA.]]></description>
      <pubDate>Tue, 10 Feb 2026 14:43:18 GMT</pubDate>
      <guid>https://rip.trb.org/View/2666836</guid>
    </item>
    <item>
      <title>Evaluation of Longitudinal Joint Densities of Asphalt Pavements in Kansas</title>
      <link>https://rip.trb.org/View/2652473</link>
      <description><![CDATA[The longitudinal joint between hot-mix asphalt (HMA) mats is often the weakest part of a bituminous concrete pavement. These joints often deteriorate fast under traffic because cracks in them allow water to ingress into the pavement, leading to further disintegration. Many studies, including one by the Federal Highway Administration (FHWA) and the Asphalt Institute in 2012, have fully recognized this. 

It is believed that the longitudinal cracks result primarily from the density gradient encountered across the joint during HMA construction.  This density gradient can be attributed to low density at the unconfined edge when the first lane is paved and relatively high density at the confined edge when the adjacent lane is paved. The water infiltrates through the low-density area with high air voids and results in premature failures. The other causes of longitudinal cracks include loss in temperature during rolling; height differential due to poor construction (difficulty in compacting the unconfined edges) or differential settlements; residual stress (occurring at the wheel path as the HMA mat density increases) that exceeds the tensile strength of the HMA; and temperature and environmental forces. 

Asphalt pavement joints can be cold or hot. The cold joints occur where the first lane pavement has cooled overnight or longer, before the next lane is placed or where the first lane is carried so far ahead that the face has cooled to well below 120o F. Hot joints are produced by two pavers operating in echelon spaced close enough together so that the lane placed first does not cool significantly before the other lane is placed. There are many conventional joint compaction techniques such as rolling from the hot side, rolling from the cold side, and echelon paving. Various longitudinal joint construction techniques are being practiced now with varying results.
 
Starting in October 2002 letting, the Kansas Department of Transportation (KSDOT) added longitudinal joint density (for HMA lift thickness greater than 1 in.) evaluation procedure to all bituminous pavements as a subsection 603.03(e)(2) in Special Provisions 90M-6917 following the specifications of the Texas Department of Transportation. The traveled way joint density was evaluated by taking two or three Nuclear Density Gauge readings in the transverse direction one paver-width wide. The traveled-way joint density, either one or two locations, is subtracted from the interior density and the difference in density compared to the allowable limits. The acceptable criterion for the joint density was interior density-joint density < 50 kg/m3.  Since then, the specification has been modified as (Interior Density - Joint Density) ≤3.0 lb/ft3 or Joint Density ≥ 91.0% of Gmm, where Gmm is the theoretical maximum HMA specific gravity.  

Many agencies including the U.S. Army Corps of Engineers, Connecticut DOT, Michigan DOT, and Pennsylvania DOT have established pay schedules for joint densities. Thus, research on potential pay schedules for joint densities in Kansas to improve the quality of HMA pavement construction is worth pursuing. 
]]></description>
      <pubDate>Tue, 13 Jan 2026 15:50:31 GMT</pubDate>
      <guid>https://rip.trb.org/View/2652473</guid>
    </item>
    <item>
      <title>Phase 4 Study and Evaluation of Materials Response in Hot Mix Asphalt Based on Field Instrumentation</title>
      <link>https://rip.trb.org/View/2582991</link>
      <description><![CDATA[The instrumented pavement section at Interstate I-40, near Albuquerque, New Mexico (Dist. 3), has provided the stress-strain data needed to fully implement the pavement mechanistic-empirical design (PMED) software in New Mexico. The Phase III study recommended considering additional instrumentation sections under different structural types, weather patterns, and loadings. As the I-40 pavement section can still provide valuable pavement design and material response data, Phase IV is proposed to continue data collection using this instrumented section. ]]></description>
      <pubDate>Tue, 05 Aug 2025 16:35:15 GMT</pubDate>
      <guid>https://rip.trb.org/View/2582991</guid>
    </item>
    <item>
      <title>Laboratory Testing &amp; Field Performance of NHDOT Hot Mix Asphalt (HMA) Mixes</title>
      <link>https://rip.trb.org/View/2582030</link>
      <description><![CDATA[Since 2016, UNH has performed testing on over 60 New Hampshire Department of Transportation (NHDOT) hot mix asphalt (HMA) mixtures. These tests provide measurements of stiffness, fatigue cracking, low temperature cracking, and overall durability.  The information gathered from these tests can be used in mechanistic-empirical pavement design and various indices can estimate the relative performance of the mixture in the field under real-world applications. This research will compare the laboratory performance predictions to year-to-year field collected pavement condition data. 
The objectives of this project are to evaluate correlations between mix design attributes, performance properties, and field performance to support specification updates.  Predictive models will be developed for estimating mixture performance properties from mix design attributes to support balanced mix design (BMD) and PavementME implementation in NH.  A model will be developed to estimate longevity of different mixture and pavement types in NH. This in future can support on-going NHDOT AMPS effort on asset management performance models.  Recommendations will be provided to NHDOT regarding how it can improve processes (e.g. mix design and material specifications). 
This project builds upon work conducted under previous Projects 15680R, 26962O, and 26962N. These projects conducted extensive testing and developed appropriate laboratory conditioning methods for HMA mixtures to simulate NH conditions. The results of this project will help NHDOT better understand the performance of HMA mixes and inform decisions by lowering life cycle costs and increasing service life and mix performance. 
]]></description>
      <pubDate>Thu, 24 Jul 2025 13:59:29 GMT</pubDate>
      <guid>https://rip.trb.org/View/2582030</guid>
    </item>
    <item>
      <title>Development of Pavement Temperature Measurement System for ICART</title>
      <link>https://rip.trb.org/View/2559720</link>
      <description><![CDATA[Performance of hot-mix asphalt is dependent on temperature and loads applied to the pavement, among other factors. Researchers will design pavement temperature sensors for the Illinois Certification and Research Track (ICART) that will measure and record temperatures at various levels in the pavement. Monitoring pavement temperature at various levels will help to better understand how pavement reacts to changes in weather conditions, allowing engineers to optimize design.
]]></description>
      <pubDate>Mon, 02 Jun 2025 12:03:28 GMT</pubDate>
      <guid>https://rip.trb.org/View/2559720</guid>
    </item>
    <item>
      <title>Effectiveness of Warm Mix Asphalt Additives as Compaction Aid in Cold Regions Through Application of Wireless Sensors and Performance Tests</title>
      <link>https://rip.trb.org/View/2534934</link>
      <description><![CDATA[To achieve an adequate field density in hot mix asphalt (HMA) construction, depending on the asphalt binder type, asphalt mixes are laid down while the mix temperature exceeds 120°C. In the cold regions, the foregoing mix temperature requirements limit the seasonal construction window, negatively affecting the pavement construction and preservation operations. Incorporating warm mix asphalt (WMA) additives in the asphalt mixes provides the workability necessary for the compaction of the mixes at temperatures lower than those required for the HMA while achieving the desired field density. At low ambient temperatures, WMA additives are used as a compaction aid to continue paving operations and still achieve acceptable compaction for HMA. In this process, different types of WMA additives with different amounts are used depending on the project location, product availability, and the experience of the agencies or contractors. However, the effectiveness of the WMA additives in improving the compaction practices based on the local aggregates, asphalt binders, and temperature ranges occurring in the Upper Midwest is unclear. More specifically, laboratory or field data based on which the allowable minimum ambient construction temperature for each type of WMA additive can be determined is missing. Through a laboratory study, this project will evaluate the compaction efficacy of different WMA additives when used as a compaction aid or temperature reduction agent in producing the HMA and WMA mixes using advanced wireless compaction monitoring sensors. The collected data will be applied to determine the minimum allowable mix temperature for compaction in the cold regions based on the type of mix and additive used. In addition, the minimum allowable ambient temperatures for compaction will be determined based on the available methods of estimating the effect of solar energy, wind, and mat thickness on the cooling rate of the pavement using available thermal diffusivity and conductivity models. Furthermore, the impact of WMA additives on the resistance of the mixes to rutting, stripping, and cracking at intermediate and low temperatures will be determined in this study. The findings of this study are expected to facilitate the data-driven selection of the WMA additives and minimum allowable compaction temperatures in cold regions to maximize the performance, economic, and environmental benefits of the WMA technology and extend the lifespan of the pavements.]]></description>
      <pubDate>Mon, 07 Apr 2025 16:18:04 GMT</pubDate>
      <guid>https://rip.trb.org/View/2534934</guid>
    </item>
    <item>
      <title>Cracking Resistance of Alaskan Asphalt with RAP Material</title>
      <link>https://rip.trb.org/View/2512614</link>
      <description><![CDATA[This research project aims to investigate the impact of reclaimed asphalt pavements (RAP) and rejuvenators on cracking performance of Alaskan hot mix asphalt (HMA) materials containing RAP and to develop a method to estimate RAP content for a given mix. Potential cost savings of up to 36% could be achieved when using the correct RAP combinations.]]></description>
      <pubDate>Fri, 21 Feb 2025 20:44:37 GMT</pubDate>
      <guid>https://rip.trb.org/View/2512614</guid>
    </item>
    <item>
      <title>Scaling Up and Finalizing Ozone Ageing for Hot Mix Asphalt (HMA)</title>
      <link>https://rip.trb.org/View/2505747</link>
      <description><![CDATA[Evaluating the cracking resistance of asphalt mixtures after long-term aging is essential to ensure its long-term performance. NCHRP project 9-54 recommended aging loose asphalt mixtures at 95C for a period of 4 to 8 days (depending on the location in Texas) to simulate 4 years of field aging at 6 mm below the pavement surface. Subsequently, Texas Department of Transportation (TxDOT) Project 0-7061 examined ways to reduce the time required for long-term aging without increasing the aging temperature to beyond 100C to avoid aging artifacts. Project 0-7061 concluded that 5 days of long-term aging at 95C could be reduced to approximately 2 days by increasing the pressure or approximately 1 day by exposing the mix to ozone. This research project will: (1) develop a scalable prototype ozone aging oven that can used for routine implementation by mixture labs throughout the state, (2) optimize and standardize the ozone concentration to ensure repeatability and sensitivity, (3) provide a standard test method, training, and ozone aging equipment to TxDOT, and (4) conduct round robin testing to establish confidence with the test method and make any refinements to the standard test method if necessary.]]></description>
      <pubDate>Tue, 04 Feb 2025 10:05:27 GMT</pubDate>
      <guid>https://rip.trb.org/View/2505747</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>Field Performance of Pavements Made with High-Modified Hot Mix Asphalt Mixtures</title>
      <link>https://rip.trb.org/View/2468830</link>
      <description><![CDATA[The objectives of this research project are to: (1) measure the mechanical response to traffic loads of the High-Modified Hot-Mix Asphalt over rubblized concrete base on a portion of the I-215 west belt project near Salt Lake City, Utah, (2) measure the deformation of rubblized base and existing base due to traffic loads (3) document the short-term performance of the pavement system, and (4) verify the models and assumptions used to design this pavement section by comparing the predictions to actual measurements. At the conclusion of this project, Utah Department of Transportation (UDOT) pavement and materials engineers will have a better understanding of the behavior, and thus the applicability, of high modified hot-mix asphalt mixtures to high-value roads.]]></description>
      <pubDate>Mon, 02 Dec 2024 19:25:50 GMT</pubDate>
      <guid>https://rip.trb.org/View/2468830</guid>
    </item>
    <item>
      <title>Measuring Field Performance of High-Modified Hot-Mix Asphalt Material over Rubblized Base</title>
      <link>https://rip.trb.org/View/2442177</link>
      <description><![CDATA[High-modified hot-mix asphalt mixtures (High-Mod HMA) have the potential to transform the way pavements are designed, constructed, and maintained. Trial sections have demonstrated the ability of this mix to resist rutting, cracking, and maintain a state of good repair while significantly reducing the cost of construction. A new application of this mix is being planned in Utah. This application involves rubblizing the existing concrete pavement and applying a 6-inch-thick layer of High-Mod HMA on top. This transformative approach to pavement construction repurposes existing materials while leveraging it to provide support to the new structure. However, the design specifies a relatively thin HMA layer for an interstate highway section, making it essential to properly understand and verify its actual behavior to allow for potential nationwide implementation. The expectation for the system is that the rubblized base will provide sufficient stiffness to support the pavement structure, and despite the likelihood of high strains in the asphalt mixture, the high binder content and polymer modification in the new High-Mod HMA will produce a strain-tolerant system. This proposal seeks to measure actual strains and deformation in this pavement and use those values to verify design assumptions and improve the development of a transformative pavement systems.]]></description>
      <pubDate>Sun, 20 Oct 2024 12:40:49 GMT</pubDate>
      <guid>https://rip.trb.org/View/2442177</guid>
    </item>
    <item>
      <title>Performance Evaluation of HMA Treated with Hydrated Lime and Liquid Antistrip Agents</title>
      <link>https://rip.trb.org/View/2431176</link>
      <description><![CDATA[Colorado Department of Transportation (CDOT) has been using the test procedure CP-L5109 - Resistance of Compacted Bituminous Mixture to Moisture Induced Damage – (based on AASHTO T-283) to report the percentage of remaining asphalt mixture tensile strength after immersion saturation and one freeze-thaw cycle. This test has worked well as a basic screening for the potential of stripping mixtures and is often the first indicator on a construction project that the required hydrated lime is not being properly added to the contractors asphalt mixture. Pavements in Colorado are typically subjected to between 50 and 200 freeze thaw cycles during an average year. Hydrated lime has proven successful in mitigating moisture damage over the typical life span of Colorado pavements statewide.

It is proposed that approximately five asphalt mixtures be selected to represent typical materials across Colorado. These mixtures shall be composed of recently crushed aggregates and, as available, recycled asphalt pavement in mixtures designed for use on active or recent CDOT construction projects. When possible, known sources of moisture sensitive aggregate sources will be intentionally targeted for inclusion in the study mixtures.

Each mixture will be tested for the tensile strength remaining (TSR) in accordance with CP-L5109 at the AC content for which it was designed for project use. Each mix will be tested for TSR with no antistrip agent, with Lime, and with each liquid antistrip (LAS) additive. Testing will compare the unconditioned sample strength with the strength after five freeze-thaw cycles. Aggressive climate conditions in Colorado are the justification for the use of 5 conditioning cycles in this testing regimen to represent conditions pavements will face over their performance life.

This study will leverage the ongoing testing and data analysis being conducted by the Utah DOT to make lab comparisons between Lime and LAS impact on mixture resistance to moisture damage over long periods of time. Study results will be used to compare the performance of Lime and available LAS agents on Colorado asphalt mixtures with the goal of determining if alternatives to Lime can be viable additives to combat moisture damage. Potential secondary outcomes will be a methodology to approve and specify requirements for LAS alternatives on CDOT projects.
]]></description>
      <pubDate>Mon, 16 Sep 2024 09:35:35 GMT</pubDate>
      <guid>https://rip.trb.org/View/2431176</guid>
    </item>
    <item>
      <title>Durability of Diamond Ground HMA with and w/o Tack Coat</title>
      <link>https://rip.trb.org/View/2431174</link>
      <description><![CDATA[The proposed research will identify several duplicate Hot Mix Asphalt paving projects around the state in different climate/traffic areas.  Duplicates are needed to ensure adequate sites are included in the research project as evaluation of diamond ground tacked versus untacked areas will only be done based on smoothness corrective action areas per the contract.  Upon completion of smoothness acceptance testing/identification of corrective work areas, different areas in the same travel lane would be designated to remain uncoated with tack.  Sites would be monitored annually, with performance monitored through visual distress assessment/photos.  Sand patch (surface texture testing) would also be performed to document surface texture changes from year to year]]></description>
      <pubDate>Mon, 16 Sep 2024 09:32:58 GMT</pubDate>
      <guid>https://rip.trb.org/View/2431174</guid>
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