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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Next Generation Concrete Pavement Road Map</title>
      <link>https://rip.trb.org/View/1362123</link>
      <description><![CDATA[This problem statement is for the establishment of a Next Generation Concrete Pavement Road Map (Next Gen CP Road Map) Pooled Fund to carry on the work started by the Federal Highway Administration's (FHWA's) initial Concrete Pavement Roadmap Pooled Fund, TPF-5(185), which ended June 2012.  This initial pooled fund was developed to guide concrete pavement research investments identified as critical for accomplishing customer-driven goals.  This Next Gen CP Road Map pooled fund will continue the effort to identify needed research to help the concrete pavement community meet today's paving needs and tomorrow's pavement challenges.]]></description>
      <pubDate>Wed, 22 Jul 2015 01:01:48 GMT</pubDate>
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      <title>Testing and Evaluation of RAP and RAS on Experimental Pavement Sections</title>
      <link>https://rip.trb.org/View/1359171</link>
      <description><![CDATA[This is a continuation of the research conducted under project 0-6682. Validation of the Maximum Allowable Amounts of Recycled Binder, recycled asphalt pavement (RAP) &amp; recycled asphalt shingles (RAS) Using Accelerated Pavement Testing. In February 2013, 12 flexible pavement test sections were constructed for accelerated pavement testing (APT) through this project using Texas mixes in typical Texas Department of Transportation (TxDOT) pavement structures. Two sections were tested to failure in the period from March 15 to May I, 20l4. APT testing will be conducted on the remaining 10 test sections in order to validate the cracking and rutting potential of both control and RAP and RAS modified mixes. These key issues will be evaluated in this project: (1) Validate that poor results on lab prepared RAP and RAS samples translate to poor field performance under axle loads. Industry groups claim the lab studies do not simulate plant produced mixes; (2) Validate overlay design tools that have recently been developed by Texas A&amp;M Transportation Institute (TTI) to predict mix cracking and rutting of new overlays. These models will be validated and calibrated for RAP and RAS mixes. Having a validated design system will then permit TxDOT designers to predict the performance of mixes containing different RAP and RAS levels for a range of existing pavement types with different pavement structures and different pre-existing cracking levels; and (3) Determine if the proposed balanced mix design procedures, which incorporate both a cracking and rutting evaluation in the lab design phase, can be used to design RAP and RAS mixes with performances comparable to virgin mixes.]]></description>
      <pubDate>Fri, 26 Jun 2015 01:00:18 GMT</pubDate>
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      <title>Regional Calibration Center at UC Davis and Update of HVS's and Laboratory Equipment</title>
      <link>https://rip.trb.org/View/1234221</link>
      <description><![CDATA[The Advanced Transportation Infrastructure Research Center (ATIRC) on land provided by University of California (UC) Davis includes a facility certified by the Federal Highway Administration (FHWA) for calibration of Falling Weight Deflectometers (FWD), which will eliminate the current need to annually send the Department's equipment to Texas or Colorado, currently the nearest facilities. The FWD calibration center will also be used by other state DOTs, local government, and consultants operating FWDs in the western states. The FHWA agreement to provide the calibration equipment is a state department of transportation ( DOT) pooled-fund study that the Department is participating in. Users of the facility other than the Department and other state DOTs will need to pay to cover the costs of the services provided, unless some other arrangement is made by them with the Department. The two Heavy Vehicle Simulators owned by the Department and operated by the UC Contract Team to perform accelerated pavement testing were originally purchased in 1994 and delivered in 1995. Their mechanical systems were reconditioned when they were purchased by the Department from the previous owner, who had used them for nearly 20 years. The last major upgrade to the electrical system was in 2000. The testing completed using the HVSs in the 13 years since 1995 has used heavier wheel loads and has placed many more repetitions on each machine than were placed by the previous owner in nearly 20 years of operation. To perform its laboratory work for the Department, the UC Davis and UC Berkeley parts of the UC Contract Team have been primarily using laboratory equipment purchased between 1998 and 2002 through contracts with the Department, and other laboratory equipment purchased through contracts with the federal Strategic Highway Research Program between 1991 and 1993 and left with UC. Some additional laboratory equipment, such as the triaxial machine, has been assembled from parts left over from university research in the 1970s and 1980s or donated in the 1990s by private industry.]]></description>
      <pubDate>Thu, 03 Jan 2013 15:08:44 GMT</pubDate>
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