<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <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" />
    <description></description>
    <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>
    </image>
    <item>
      <title>Developing Advanced Technologies for Field Performance Monitoring of Polypropylene Pipe</title>
      <link>https://rip.trb.org/View/2655578</link>
      <description><![CDATA[The Kansas Department of Transportation (KSDOT) has recently adopted polypropylene (PP) plastic pipes for highway drainage. Different from concrete and metal pipes, plastic pipes are expected to have large deformations under loading due to their lower stiffness. It is well known that plastic materials have creep behavior, i.e., deformations increase with time under constant loads. PP materials have more creep deformations than other polymer materials. However, when pipes are buried in the ground, they are subjected to lateral confinement from surrounding soils, which may reduce vertical deformations of pipes. This research team monitored two steel-reinforced high-density polyethylene (SRHDPE) pipes in the ground in the past K-TRAN projects using strain gauges, displacement transducers, and earth pressure cells. This field monitoring demonstrated that SRHDPE pipes performed well with small creep deformations at a slowly increasing rate. This good performance may be attributed to steel strip reinforcement embedded in the ribs around the pipe. So far, limited data is available on the deformations of PP plastic pipes in the ground; therefore, there is a great need for field monitoring of this type of pipe in the ground to ensure their long-term performance. Strain gauges and displacement transducers have been proved effective for field monitoring of pipes; however, they have major limitations: (1) they are placed at sparse locations along the pipe, (2) strain gauges do not last long, and (3) temperature effect is hard to consider for displacement transducers. To overcome these problems, distributed fiber optic sensors (DFOS) have been increasingly used to monitor infrastructures including pipes. One or multiple fibers are included a cable to be fixed on an object for measurements. Different from resistance types of gauges that measure resistance changes, DFOS measure the changes of light energy or frequency. The major advantages of DFOS are (1) they are suitable for long distance measurements (up to miles), (2) they provide almost continuous measurements along one fiber, (3) they significantly reduce the number of individual cables, (4) they can measure strains and temperatures so that the temperature effect can be corrected, (5) fibers can be placed not only along the longitudinal direction of the pipe but also around the cross-section of the pipe, and (6) fibers are relatively inexpensive. However, this technology has not been well implemented in field monitoring of plastic pipes; therefore, it requires research, confirmation, and development. For example, how measured strains are converted into deformations of pipes. To overcome the limitation of displacement transducers, photogrammetry has been used to capture deformed objects, such as pipes. Photogrammetry is also suitable for field monitoring of existing pipes. To take advantage of both technologies, the research team proposes to conduct a laboratory study to verify these two technologies and develop procedures for implementing them in future field monitoring of plastic pipes.]]></description>
      <pubDate>Thu, 15 Jan 2026 12:31:15 GMT</pubDate>
      <guid>https://rip.trb.org/View/2655578</guid>
    </item>
    <item>
      <title>Automating the Lateral Strength Assessment of the American Association of State Highway and Transportation Officials (AASHTO) Standard and Substandard Concrete Barriers</title>
      <link>https://rip.trb.org/View/2655577</link>
      <description><![CDATA[One of the important outcomes of the KTRAN: KSU-21-6 project that concluded in May 2023 is the development of a closed form procedure to assess the ultimate lateral strength of sub-standard concrete barriers using a rigorous yield line analysis beyond the prediction capabilities of the current American Association of State Highway and Transportation Officials (AASHTO) procedure. This method was confirmed by a truss analogy approach and finite element analysis. The closed form equations developed in that project were tedious to carry out by hand or Excel and the establishment of a computer software is deemed to be the most efficient and useful tool to add to the Kansas Department of Transportation (KsDOT)’s assessment capabilities. The findings of the earlier study revealed the fact that the lateral ultimate strength of sub-standard barriers exceed the current strength classification of AASHTO standard barriers leaving the geometrical height of the sub-standard barrier as the only deficiency to overcome in order to make such barriers as good as the standard barriers in mitigating truck crashes. Accordingly, the PI’s are proposing to develop a software package that implements a rigorous yield line analysis procedure incorporating the material-specific properties (steel and concrete) in determining the lateral ultimate strength of barriers. The software will be equally applicable to standard and sub-standard barrier assessments. It is expected to yield a powerful tool that can optimize the strength design of any concrete barrier. This is expected to lead to improvements in both the geometry, concrete and reinforcement properties in realizing an optimum target design. It will also allow examining various types of barrier designs to make the best educated engineering decisions on implementing one type over the other as well as coming up with new designs. 

The specific three main research tasks include: 1) Developing the lateral ultimate strength assessment software for standard and sub-standard barriers; 2) Generalizing the input parameters to explore new barrier geometries; 3) Writing and submitting the final project report and the developed comprehensive software.]]></description>
      <pubDate>Thu, 15 Jan 2026 12:25:04 GMT</pubDate>
      <guid>https://rip.trb.org/View/2655577</guid>
    </item>
    <item>
      <title>Investigating the Role of Human Factors, Vehicle Safety Features, and Types of Crashes on Injury Severity in Kansas</title>
      <link>https://rip.trb.org/View/2652672</link>
      <description><![CDATA[The Safe System Approach emphasizes designing countermeasures with an in-depth understanding of the human factors associated with traffic crashes. At the same time, it is important to investigate the role of better safety metrics, including the Insurance Institute for Highway Safety (IIHS) crash-worthiness and the National Highway Traffic Safety Administration (NHTSA safety ratings, in preventing serious injury crashes. Since crash injury severity is affected by multiple factors, it is important to account for vehicle crash worthiness (as defined by the IIHS), human factors, and the environment (network and the detailed sequence of most-harmful events as well as the types of crashes: rear-end, side-swipe, head-on) within an integrated modeling framework. A comprehensive crash severity model integrated with ArcGIS StoryMap will enable the Bureau of Transportation Safety of the Kansas Department of Transportation to promote effective safety countermeasures and create behavioral and instructional safety campaigns for drivers of various vehicle models. The research aims to develop a crash severity model accounting for vehicle attributes (make, model, year) and crash attributes (collision types, sequence of harmful events) with the ten years of crash data from Kansas (2012 – 2023) using the state crash database (the data can be extended to the most recent year based on availability). The goals of the project are as follows: 1. Perform statistical analyses of the relationship between accident type and vehicle year, model, and manufacturer using ten-year crash data; 2. Investigate possible correlations between vehicle attributes (make, model, year) and crash severity (sensitivity and cluster analyses); 3. Compare the percentage of vehicle types registered in Kansas to the percentage of crashes by vehicle types (representation ratio); 4. Compare findings of the estimated injury severity model with crash-worthiness scores by the IIHS. Examine the performance of certain safety features that may have been available within the vehicle types. The option to leverage NHTSA ratings data for comparison purposes will also be explored.]]></description>
      <pubDate>Tue, 13 Jan 2026 16:16:29 GMT</pubDate>
      <guid>https://rip.trb.org/View/2652672</guid>
    </item>
    <item>
      <title>Use of Advanced Data Capture Tools on Measurements of Crack Lengths and Potholes for Estimates and Final Quantities</title>
      <link>https://rip.trb.org/View/2652613</link>
      <description><![CDATA[According to the Pavement Management Information System, the Kansas Department of Transportation (KSDOT) maintains 11,357 miles of pavement (counting miles in both directions of divided highways).  About 90% of this mileage is asphalt pavement. KSDOT’s contract maintenance work related to crack sealing, pot-hole patching, etc., is common for these pavements. 

The current measurement techniques use a measuring wheel, distance measuring instrument (DMI), etc. These techniques are highly susceptible to human errors and utilize considerable time and manpower. They also obstruct the traffic flow while conducting roadway measurements and putting the personnel at risk. The KSDOT idea submitted cites data collection via high-accuracy drone surveys but drone operations are restricted on KSDOT right of ways to prevent traveler distraction.   

Recent developments in camera technology and high-speed, high-resolution image capture at an affordable cost offer the opportunity for automation of measurements of crack lengths and potholes/patches for estimates and final quantities.  Example camera models include Vantrue S1 Pro 2.7K Front and Rear 5G WiFi Dash Cam, VIOFO Dash Cam Front and Rear 2K 1440P 60fps, Dash Cam Front and Rear - POFOTO 2.5K 1440P 60fps and 1080P 30fps Dash Camera, VIOFO A129 Plus Dash Cam 2K 1440P 60FPS GPS Wi-Fi Car Dash Camera with HDR and equivalent. These cameras all cost less than $250. 

The challenge lies in processing the images. However, with recent developments in artificial intelligence and machine learning, this problem can be resolved relatively quickly. One such algorithm for spatial pattern analysis is Convolutional Neural Networks (CNN), which have developed rapidly and have been applied in computer vision, natural language processing, and other fields. The convolutional neural network mimics the biological visual perception mechanism and can carry out supervised and unsupervised learning. However, traditional CNN has some drawbacks, like as the number of layers increases, the quality of the model decreases, ultimately leading to a decline in supervised learning accuracy. Thus, newer algorithms based on CNN have been developed that will be deployed in this study.]]></description>
      <pubDate>Tue, 13 Jan 2026 16:08:53 GMT</pubDate>
      <guid>https://rip.trb.org/View/2652613</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>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>
    </item>
    <item>
      <title>From Analysis to Action: Investigating Crash Readiness and the Role of Vehicle Features in Kansas Fatal and Serious Injury Crashes</title>
      <link>https://rip.trb.org/View/2652249</link>
      <description><![CDATA[The U.S. Department of Transportation's National Roadway Safety Strategy (NRSS) and other safety programs aim to eliminate road fatalities and serious injuries. The NRSS uses a Safe System Approach (SSA), which is a holistic and comprehensive approach that provides a guiding framework to make places safer for people. The SSA emphasizes infrastructure, human behavior, safe vehicle and transportation oversight, and emergency response which encompasses Safer People, Safer Roads, Safer Vehicles, Safer Speeds and Post-Crash Care as the objectives of the Safe System Approach. Some of the SSA objectives, such as, Safer People have been expanded upon by the National Highway Traffic Safety Administration (NHTSA) Countermeasures That Work, while the Federal Highway Administration's Proven Safety Countermeasures have focused on Safer Roads. While driver behavior and road conditions are extensively investigated, one issue that is often overlooked is the role of the vehicle and its characteristics. Safer Vehicles are vehicles “designed and regulated to minimize the occurrence and severity of collisions using safety measures that incorporate the latest technology” (FHWA). Between 2019 and 2023, there were a total of 8,423 crashes on Kansas roads, with fatal (K) and serious injury (A) crashes accounting for 1,817 and 6,606, respectively. In terms of crash type, angle-side impact collisions resulted in 384 fatalities and 1,500 serious injuries, while head-on collisions resulted in 238 fatalities and 419 serious injuries, and rear-end collisions resulted in 110 fatalities and 638 serious injuries. The Insurance Institute for Highway Safety (IIHS) and the National Highway Traffic Safety Administration’s (NHTSA) New Car Assessment Program (NCAP) evaluate a vehicle’s crash readiness through a series of tests that assess its crashworthiness and crash avoidance capabilities. However, a thorough analysis is needed to identify potential correlations between fatalities or serious injuries, crash types, and vehicle types and their safety features in Kansas. More specifically, it is important to identify the vehicle features that appear to be less involved in fatal or serious injury crashes, and therefore, have the potential to reduce crash severity. Such analysis will allow the the Kansas Department of Transportation (KsDOT) to better allocate resources and to make informed decisions concerning infrastructure policies to support vehicle safety features, as well as target behavioral safety and educational campaigns for drivers who use different vehicle models.]]></description>
      <pubDate>Tue, 13 Jan 2026 15:11:16 GMT</pubDate>
      <guid>https://rip.trb.org/View/2652249</guid>
    </item>
    <item>
      <title>Enhancing Airport Runway Safety through Drone-Based Inspection Systems</title>
      <link>https://rip.trb.org/View/2652212</link>
      <description><![CDATA[Kansas Department of Transportation (KDOT) aims to improve the safety and efficiency of airport runway inspections using drone technology. Currently, runway inspections are carried out through manual and vehicle-based methods, which are time-intensive, costly, and may not provide the level of detail necessary for identifying all potential safety issues. Additionally, these methods can disrupt runway operations and pose risks to inspection personnel.
Integrating high-accuracy drones equipped with imaging technology and deep learning algorithms provides a solution. By leveraging AI models for automated defect detection and classification, this approach enables KDOT to quickly identify potential hazards, quantify runway conditions, and develop a standardized health index, such as the Pavement Condition Index (PCI), for long-term maintenance planning.]]></description>
      <pubDate>Tue, 13 Jan 2026 15:04:34 GMT</pubDate>
      <guid>https://rip.trb.org/View/2652212</guid>
    </item>
    <item>
      <title>Selecting Appropriate Mitigation Methods for Soil Slope Failures: A Safety and Equity-Centric Approach
</title>
      <link>https://rip.trb.org/View/2628205</link>
      <description><![CDATA[Soil slope failures pose significant risks to both human lives and infrastructure, necessitating effective mitigation strategies. This research proposal aims to investigate the selection of appropriate mitigation methods for soil slope failures, with a dual focus on safety and equity considerations.
The proposed study will employ a multidisciplinary approach, integrating geological, climatic, geotechnical engineering, and socioeconomic perspectives. It will begin with comprehensive review of existing mitigation methods, including slope flattening, stabilization, lightweight fill, and drainage. Subsequently, a systematic evaluation framework will be developed to assess the efficacy of these methods in terms of safety enhancement and equitable distribution of benefits.
Safety considerations will encompass factors such as slope stability and resilience to extreme weather events. Equity considerations will involve analyzing the distribution of risks and benefits among different socioeconomic groups, with a particular emphasis on vulnerable communities disproportionately affected by soil slope failures.
Taking advantage of the collected field slope data for the Kansas Department of Transportation (KDOT) geotechnical asset management system, computational modeling techniques will be employed to quantify the performance of various mitigation strategies under different scenarios. Additionally, stakeholder consultations will be conducted to incorporate local knowledge and community perspectives into the decision-making process.
The anticipated outcomes of this research include a set of guidelines for selecting optimal mitigation methods tailored to specific soil slope failure scenarios, taking into account both safety and equity. By integrating technical expertise with social equity principles, this study seeks to contribute to the development of more resilient and equitable disaster risk reduction strategies for soil slopes. This research will contribute to the knowledge and procedure for selecting optimal mitigation methods of soil slopes to address their safety and community equity. 
]]></description>
      <pubDate>Fri, 21 Nov 2025 14:23:07 GMT</pubDate>
      <guid>https://rip.trb.org/View/2628205</guid>
    </item>
    <item>
      <title>Developing Specifications for Shale Breakdown</title>
      <link>https://rip.trb.org/View/2490022</link>
      <description><![CDATA[In many parts of Kansas, sufficient quantities of soil are not available for compaction, and excavated shale is used for filling. This shale often contains lumps of substantial size, which can lead to problems with achieving an acceptable level of compaction. Furthermore, shale lumps from many formations will break down over time. The resulting fills can experience substantial settlement and may develop weak planes that can result in slope failures. A better specification for shale breakdown is needed, however the degree of shale breakdown required to reduce these problems to an acceptable level is not understood with a sufficient degree of accuracy. Research is needed to more accurately identify the degree of shale breakdown required to achieve the desired performance with regard to compaction, degradation rate (slaking), settlement and soil strength, and the influence of factors such as the fines content and plasticity index, and the influence of naturally cemented shales vs shales resulting from natural compaction only. It will then be possible to develop a specification based on the results of that research.]]></description>
      <pubDate>Mon, 13 Jan 2025 15:12:40 GMT</pubDate>
      <guid>https://rip.trb.org/View/2490022</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>Effectiveness of Automated Pavement Restriping Systems - Phase 2</title>
      <link>https://rip.trb.org/View/2255814</link>
      <description><![CDATA[The Kansas Department of Transportation (KDOT) is responsible for maintaining the pavement markings on its 10,291-mile roadway network. The centerline markings, lane markings, and edge line markings are applied annually using waterborne paint from six restriping trucks, one for each KDOT district. These vehicles are durable pieces of equipment and are expected to last 20+ years; currently these vehicles are each less than 5 years old. While having newer vehicles is generally a good thing, as new technologies become standard equipment on newer models it can be a challenge to justify upgrading existing vehicles until the next replacement cycle, meaning new innovations might not be implemented until the next equipment replacement cycle. One paint crew (District 5) has been selected to receive two upgraded vehicles (layout truck and striping truck) in 2023 to increase the productivity of the pavement restriping process. Specifically, these upgraded vehicles are expected to a) speed up the marking layout process, and b) eliminate the need for one of the crew members in the striping truck.
After the finding of the phase one report against adoption of the automated pavement restriping system on a purely economic basis, the second phase of this project is being proposed to run during CY 2023. The automated painting system has been delivered to District 5’s paint crew since the conclusion of phase one, so this phase will aim to evaluate that system to determine the accuracy and effectiveness of the work produced by it. This evaluation would use field data collection to determine if the system results in a similar result as if an experienced KDOT field employee were doing the restriping. Together, this will serve to improve KDOT’s understanding of automated paint restriping systems to determine if wider implementation is warranted systemwide and create a more accurate cost savings recommendation.]]></description>
      <pubDate>Wed, 27 Sep 2023 12:37:42 GMT</pubDate>
      <guid>https://rip.trb.org/View/2255814</guid>
    </item>
    <item>
      <title>Geomechanical and Mineralogical Properties of Limestone Samples from Kansas – Joint Project with KSU</title>
      <link>https://rip.trb.org/View/2255812</link>
      <description><![CDATA[Aggregates have broad practical applications, particularly for concretes, hot mix asphalts, aggregate base construction, cement treated and granular bases, backfill, cover materials, microsurfacing, subgrade modification or reconstruction, surfacing or resurfacing, shoulder construction, and riprap and ditch lining. Although understanding geomechanical and mineralogical properties of aggregates are essential for many projects, our knowledge on crushed samples are very limited due to lack of experiments. In fact, the uniaxial/triaxial measurement of Young’s modulus on core samples has been standardized over decades and now is very straightforward (ASTM, 2017). Nonetheless, Young’s modulus measurement on rocks is time consuming, and various studies were conducted to link Young’s modulus to other rock properties routinely measured, such as porosity (Alison, 1987), clay content (Tutuncu, 1992), and permeability (Bossennec et al., 2018). Determining Young’s modulus on cutting size samples is, however, rare in geotechnical engineering because of experimental challenges. The research team, therefore, proposes applying a promising method from petroleum engineering developed by Mews et al. (2020) based on atomic force microscopy that was successfully evaluated on clay-rich carbonate rocks. Using the atomic force microscopy, Mews et al. (2020) determined Young’s modulus and Poisson’s ratio on a carbonate sample equal to 53.23 GPa and 0.25 very close to 51.5 GPa and 0.26 measured via triaxial experiments. 
]]></description>
      <pubDate>Wed, 27 Sep 2023 12:23:24 GMT</pubDate>
      <guid>https://rip.trb.org/View/2255812</guid>
    </item>
    <item>
      <title>Geomechanical and Mineralogical Properties of Limestone Samples from Kansas – Joint Project with KU</title>
      <link>https://rip.trb.org/View/2255809</link>
      <description><![CDATA[Aggregates have broad practical applications, particularly for concretes, hot mix asphalts, aggregate base construction, cement treated and granular bases, backfill, cover materials, microsurfacing, subgrade modification or reconstruction, surfacing or resurfacing, shoulder construction, and riprap and ditch lining. Although understanding geomechanical and mineralogical properties of aggregates are essential for many projects, our knowledge on crushed samples are very limited due to lack of experiments. In fact, the uniaxial/triaxial measurement of Young’s modulus on core samples has been standardized over decades and now is very straightforward (ASTM, 2017). Nonetheless, Young’s modulus measurement on rocks is time consuming, and various studies were conducted to link Young’s modulus to other rock properties routinely measured, such as porosity (Alison, 1987), clay content (Tutuncu, 1992), and permeability (Bossennec et al., 2018). Determining Young’s modulus on cutting size samples is, however, rare in geotechnical engineering because of experimental challenges. The research team, therefore, proposes applying a promising method from petroleum engineering developed by Mews et al. (2020) based on atomic force microscopy that was successfully evaluated on clay-rich carbonate rocks. Using the atomic force microscopy, Mews et al. (2020) determined Young’s modulus and Poisson’s ratio on a carbonate sample equal to 53.23 GPa and 0.25 very close to 51.5 GPa and 0.26 measured via triaxial experiments. 

]]></description>
      <pubDate>Wed, 27 Sep 2023 12:17:19 GMT</pubDate>
      <guid>https://rip.trb.org/View/2255809</guid>
    </item>
    <item>
      <title>Development of a Database on Surface Free Energy of Asphalt Binders to Evaluate Moisture Susceptibility of Asphalt Mixtures Used in the State of Kansas</title>
      <link>https://rip.trb.org/View/2255806</link>
      <description><![CDATA[Moisture damage is the major distress that causes premature failure in hot mix asphalt (HMA) pavements. The loss of cohesion/adhesion and the tendency of water to displace the bond between aggregate and binder are the major mechanisms leading to the moisture damage. Therefore, it is of utmost importance to develop/enhance test methods and specification guidelines that can be used select aggregate-binder (unmodified and modified) pairs that are compatible and resistant to moisture degradation.
The current state of practice at Kansas Department of Transportation (KDOT) and many other agencies is to conduct mechanical tests on moisture conditioned and dry specimens to evaluate moisture susceptibility of asphalt mixtures. Despite simplicity, these tests suffer from a number of major deficiencies, including poor correlation with the field performance, lack of repeatability, inability to address failure mechanism and the underlying root causes to name a few.
All these deficiencies have led KDOT researchers to evaluate the efficacy of applying more fundamental lab tests and characterization methods to determine moisture susceptibility of asphalt mixtures.
In a recent project sponsored by KDOT, the research team measured surface free energy of a number of modified and virgin asphalt binders. The results showed that the surface free energy of asphalt binders could serve as a surrogate for traditional test methods to evaluate moisture susceptibility of asphalt mixtures.
This research aims at conducting surface free energy test on a comprehensive set of asphalt binders to create a much-needed database. The number of binders to be tested will be selected via collaboration with KDOT researchers. The binders selected will be tested at KU using Wilhelmy Plate method using a force tensiometer equipment. From the selected binders, 20% will be tested at KDOT as well using the Sessile drop method which is based on the contact angles.
The created database will achieve two goals: First, the overlap between the testing will determine the variability between results using the two methods and different equipment and provide data on which equipment could be use more efficiently to determine different components of surface free energy of asphalt binders. Second, the database can be used to evaluate the moisture susceptibility of asphalt binder/aggregate pairs and to determine the asphalt binder that results in the least moisture susceptible asphalt mixture.
This research project will be conducted through close interaction with KDOT personnel. A large number of binders will be tested to create a database. The database can be used effectively to quickly and efficiently determine whether the mixture made with a specific binder/aggregate pair is susceptible to moisture damage.]]></description>
      <pubDate>Wed, 27 Sep 2023 11:59:44 GMT</pubDate>
      <guid>https://rip.trb.org/View/2255806</guid>
    </item>
  </channel>
</rss>