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    <title>Research in Progress (RIP)</title>
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    <atom:link href="https://rip.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Research in Progress (RIP)</title>
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      <link>https://rip.trb.org/</link>
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    <item>
      <title>Traffic Control Device Analysis, Testing, and Evaluation Program</title>
      <link>https://rip.trb.org/View/2676078</link>
      <description><![CDATA[Traffic control devices (TCDs) are the primary means of communicating highway information to road users and play a key role in highway automation. The design, application, and maintenance of TCDs is under constant transformation as new technologies, methodologies, and policies are introduced. In addition, vehicle technologies and the roadway infrastructure industry are rapidly evolving, spurred by technology advancements, customer demand, changes in the vehicle fleet, and changes in national and state policies. The research team will provide Texas Department of Transportation (TxDOT) a mechanism to quickly and effectively conduct high priority evaluations of issues related to TCDs. The TCD issues to be evaluated in this project could represent new devices or technologies, new applications of an existing device or technology, TCD material performance, changes in TxDOT’s practices regarding a TCD, or other TCD related needs. Examples of various evaluations include human factors, machine vision performance, safety and operational effects, visibility assessments, and cost effectiveness analyses. The activities conducted through this project will support the development of TCD related policy, specifications, guidelines, handbooks, and training.]]></description>
      <pubDate>Tue, 03 Mar 2026 12:32:22 GMT</pubDate>
      <guid>https://rip.trb.org/View/2676078</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>
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    <item>
      <title>Smart Geosynthetics for Performance Monitoring and Life Cycle Assessment of Transportation Infrastructure </title>
      <link>https://rip.trb.org/View/2646950</link>
      <description><![CDATA[Sensor-Enabled Geosynthetics (SEG) products are polymer composites that include networks of conducting fillers such as carbon black, carbon nanotubes, and graphene in their polymer formulation, enabling them to exhibit tensoresistive properties (i.e. strain sensing as a result of tension in the material). SEG technology provides a rapid and economical means to measure mechanical strain in geosynthetic products without the need for much costlier conventional instruments such as strain gauges and extensometers, and data acquisition systems. Therefore, it offers convenient and cost-effective performance monitoring technology for various transportation applications including roads and highways, reinforced soil walls, embankments, and bridge abutments. 

Previous work by the research team examined the in-isolation performance of GCG when subjected to different loading regimes. Therefore, the primary objective of the proposed project is to investigate the in-soil performance of SEG when subjected to different confining pressures, before they can be incorporated in field projects. This objective will be accomplished through a series of large-scale cyclic plate loading tests and additional ancillary tests that will be added to the similar tests that are currently carried out by the PI’s research team in two ongoing Oklahoma Department of Transportation (ODOT) projects as an expanded and unified research study. Example benefits of SEG technology include: improving the safety and performance of transportation infrastructure (i.e. roadways, retaining walls, bridge abutments, and reinforced slopes and embankments) by incorporating a monitoring and warning system, which will result in faster construction and any adjustments necessary in the construction process using real-time response data, leading to significant safety improvements, time and cost savings in the project, and the prevention of costly problems, failures and repairs during service or extreme events.  ]]></description>
      <pubDate>Tue, 06 Jan 2026 09:05:38 GMT</pubDate>
      <guid>https://rip.trb.org/View/2646950</guid>
    </item>
    <item>
      <title>Advanced Characterization and Performance-Based Test Methods for Emulsified Asphalt in South-Central United States </title>
      <link>https://rip.trb.org/View/2646937</link>
      <description><![CDATA[Asphalt emulsions are increasingly used in pavement maintenance and rehabilitation due to their low cost, reduced environmental impact, and ease of application. However, the growing use of more complex emulsion formulations—incorporating additives such as polymers, ground tire rubber, compatibilizers, asphalt extenders, polyphosphoric acid, rejuvenators, anti-stripping agents, and recycling agents—has made it difficult to characterize these materials and predict their field performance using conventional tests like viscosity and penetration. This project aims to introduce a new generation of laboratory characterization methods capable of predicting the performance of asphalt emulsions in the field. A diverse set of emulsions will be tested using advanced test methods, including Fourier Transform Infrared Spectroscopy, SARA (saturates, asphaltenes, resins, and aromatics) fractionation, High-Pressure Gel Permeation Chromatography, and the Sessile Drop method. Results will be analyzed in conjunction with laboratory performance testing and field data from the Long-Term Pavement Performance program and other performance sources within Region 6. The outcome of this study will be a set of recommended laboratory test methods that demonstrate strong correlation with both laboratory and field performance, thereby improving emulsion selection and quality control practices. ]]></description>
      <pubDate>Mon, 05 Jan 2026 22:28:52 GMT</pubDate>
      <guid>https://rip.trb.org/View/2646937</guid>
    </item>
    <item>
      <title>Development of Concrete Performance-Based Specifications</title>
      <link>https://rip.trb.org/View/2640690</link>
      <description><![CDATA[The objectives of this project are as follows: 1. Identify key performance measures and thresholds for concrete used in Florida Department of Transportation (FDOT) applications; 2. Determine practical and low-risk methods to implement performance metrics and promote concrete durability; 3. Identify specification and guideline improvements that support performance-based specifications; 4. Propose revisions to specifications and materials manual guidance.]]></description>
      <pubDate>Tue, 16 Dec 2025 09:26:16 GMT</pubDate>
      <guid>https://rip.trb.org/View/2640690</guid>
    </item>
    <item>
      <title>Increasing Asphalt Recycling In Oregon Through Improvements In Cold And Hot Mix Asphalt Production Processes</title>
      <link>https://rip.trb.org/View/2594038</link>
      <description><![CDATA[Increasing asphalt recycling has the potential to significantly reduce the overall cost of paving and material production emissions. Although increasing the reclaimed asphalt pavement (RAP) content in asphalt mixtures is beneficial in many aspects, the primary concern when using high RAP mixes lies in the altered long-term durability properties of asphalt mixtures. Aged and oxidized binder in RAP is less ductile than a virgin binder and gives rise to failure under repeated high axle loads and thermal effects. For this reason, in Oregon, the use of RAP in asphalt mixes is currently limited to about 30% by weight of the mix for medium to high-traffic locations (Level 3 asphalt mixtures) and 20% for locations with heavy truck traffic (Level 4 asphalt mixtures).

In an ongoing Oregon Department of Transportation (ODOT) research project (SPR862), different types of additives and virgin asphalt binder combinations were mixed with different aggregate size distributions to achieve high RAP (around 40%) asphalt mixtures that perform equal or better than the current lower RAP alternatives. According to the results of the research study, by using the most suitable mixture combinations, it may even be possible to increase the RAP content to 50%. It was also determined that significant cost and greenhouse gas (GHG) savings could be created by implementing high RAP asphalt mixtures at 40% and eventually at the 50% level. 

Although the production of high RAP asphalt mixtures with high durability is possible according to the laboratory results, increasing RAP content at the production stage has several other challenges related to the operational capabilities of the asphalt plants and the inadequacy of the current standard plant procedures for high RAP asphalt mixture production. For instance, in a laboratory study, it is always possible to bring different constituents of the asphalt mixtures to ideal temperatures by using multiple calibrated ovens. However, heating systems at asphalt plants are not always structured to directly control the temperature of different components in the mixture due to the larger size of the plant production. 

In Oregon, RAP material is generally indirectly heated by mixing it with the superheated aggregates. Thus, increasing the RAP content to higher levels may require even higher aggregate temperatures (since the virgin aggregate volume will be reduced), which may significantly increase plant emissions. Not heating the aggregates to the required temperature will result in lower RAP temperatures that will significantly reduce the blending of the RAP and virgin binders and the performance of the mixture. For this reason, alternative heating processes and new technologies for heating and processing RAP should be evaluated in a research study.  This example was just related to the heating issues expected during the production of asphalt mixtures with high RAP contents. There are also other potential issues that need to be addressed at the production level for successful implementation (protecting RAP and aggregates from moisture, addressing the RAP stockpile variability effect, mixing additives at different stages, etc.).  Increasing RAP content without addressing the potential production challenges will result in a mixture with reduced durability. For all these technical reasons, a production-level research study should be conducted in collaboration with the asphalt industry to complement the findings of ODOT research project SPR862 and achieve a seamless implementation of high RAP asphalt mixtures with high long-term performance in Oregon.

Emulsified Asphalt Concrete (EAC),  also commonly referred to as Cold-Mix Asphalt (CMA),  with high RAP contents (about 60-80% of the mix can be RAP) stands out as another cost-effective paving strategy for pavement construction in Oregon. In addition, since EAC production does not require excessive heating of aggregates and the binder at an asphalt plant, production of EAC is significantly less carbon intensive than its Hot-Mix Asphalt (HMA) and Warm-Mix Asphalt (WMA) counterparts. 

EAC has been used in Oregon for road construction, especially in colder regions.  However, although comprehensive design and performance testing methods are currently being implemented and used by ODOT for HMA and chip seals, performance testing methods specifically for EAC currently do not exist in Oregon. Since the material properties of EAC mixtures are significantly different from other road construction materials, unique test and rapid quality assurance methods, specifications, and new strategies should be developed and implemented to achieve high-performance EAC mixtures with high RAP contents. The recycling potential of EAC mixtures after their service life is also unknown and must be investigated to avoid any issues with asphalt mix recycling within the next several decades.]]></description>
      <pubDate>Thu, 28 Aug 2025 18:01:29 GMT</pubDate>
      <guid>https://rip.trb.org/View/2594038</guid>
    </item>
    <item>
      <title>Evaluating New Steel Coating Systems</title>
      <link>https://rip.trb.org/View/2593943</link>
      <description><![CDATA[Kentucky Transportation Cabinet's (KYTC's) Divisions of Bridge Maintenance and Structural Design have identified several steel coating systems that can reduce maintenance, lower project costs, and increase structure service lives. Candidates include thermal spray (metallizing), galvanizing, and novel one- and two-coat systems. Before KYTC adopts a coating system it must undergo accelerated weathering and corrosion testing. The industry standard for this testing is ASTM D5894. However, this standard calls for just 5,000 hours of testing. This project will expose candidate coating systems to 20,000 hours of accelerated weathering and corrosion testing to more accurately gauge their long-term performance in the field.]]></description>
      <pubDate>Thu, 28 Aug 2025 11:32:36 GMT</pubDate>
      <guid>https://rip.trb.org/View/2593943</guid>
    </item>
    <item>
      <title>Improving Asphalt Mixture Testing Efficiency</title>
      <link>https://rip.trb.org/View/2563769</link>
      <description><![CDATA[Asphalt mixture design and quality assurance procedures that incorporate performance measures are essential for ensuring long-lasting pavements. However, many performance tests are constrained by time, equipment, and labor demands, which limits their practical application—particularly in quality assurance and quality control processes (collectively referred to as QA herein). Currently, the North Carolina Department of Transportation (NCDOT) specifies the Asphalt Pavement Analyzer (APA) for rutting assessment and the Tensile Strength Ratio (TSR) test for moisture damage evaluation. These tests are among the most resource-intensive asphalt mixture tests required by the NCDOT, in terms of time, labor, and equipment. Moreover, specifying the APA without an accompanying cracking test can unintentionally prioritize rutting resistance over cracking resistance. To address this issue, NCDOT RP 2023-02 is evaluating the IDEAL-CT test for incorporation into mixture design to balance rutting and cracking performance. However, adding the IDEAL-CT to existing tests further emphasizes the need for more efficient testing methods. Implementing efficient alternatives could allow additional performance measures to be integrated into mix design and increase the frequency of performance assessments in QA, despite the limitations of available resources. 

Monotonic indirect tensile (IDT) loading tests offer a promising, cost-effective alternative to the APA for assessing rutting. Furthermore, previous NCDOT research suggests that the Boil test, combined with Asphalt Compatibility Tester (ACT) measurements, may provide a faster method for evaluating moisture damage compared to the TSR. Additionally, the IDT testing used in TSR determination closely resembles the IDEAL-CT test, presenting a potential opportunity for dual-purpose testing. However, further research is needed to systematically evaluate these approaches within the context of NCDOT’s mixture design and QA practices, ensuring that more efficient methods can be implemented without compromising the accuracy of performance assessment.

Accordingly, the objectives of this proposed research are to: (1) identify asphalt mixture testing methods that improve efficiency while accurately assessing performance and (2) provide recommendations for their implementation within NCDOT’s mixture design and QA procedures. These objectives will be achieved through the execution of the following six tasks: (1) Conduct a literature review to identify efficient, alternative test methods and their relationships to existing NCDOT tests in terms of correlation and sensitivity to mixture composition variables. (2) Select, sample, and verify plant-produced mixture and the component materials for six job-mix formulas (JMFs) encompassing different mixture classifications and volumetric properties. (3) Compare NCDOT tests to the efficient alternatives in terms of correlation, sensitivity to mixture composition differences, and precision (repeatability and reproducibility) and establish preliminary thresholds for acceptance. (4) Evaluate alternative scenarios for implementing the viable efficient tests into mixture design and QA using a Strengths, Weakness, Opportunities, and Threats (SWOT) analysis. The analysis will identify implementation scenarios with the highest likelihood of success, balancing potential benefits with practical constraints. (5) Propose changes to mixture design and QA procedures based on the findings of the previous tasks and input from the NCDOT. (6) Prepare a final report documenting the study methodology, findings, and recommendations. 

This research project aims to identify rutting and moisture damage tests that can be integrated into asphalt mix design and/or quality assurance practices to enhance efficiency without compromising performance assessment accuracy. Additionally, the study may offer a practical pathway for incorporating a cracking performance test into mixture design and, potentially, QA processes. Furthermore, in cases where additional testing is deemed unnecessary, the greater efficiency could lead to cost and time savings. 
]]></description>
      <pubDate>Fri, 13 Jun 2025 12:39:11 GMT</pubDate>
      <guid>https://rip.trb.org/View/2563769</guid>
    </item>
    <item>
      <title>Linking Balanced Mix Design to Pavement Mechanistic-Empirical Design</title>
      <link>https://rip.trb.org/View/2558414</link>
      <description><![CDATA[In recent years, many transportation agencies have shifted toward balanced mix design (BMD) with the goal of producing better-performing asphalt mixtures, and toward pavement mechanistic-empirical design (PMED) for designing better-performing pavement structures. However, the two systems currently operate independently, meaning that BMD is not yet directly linked to the material properties required for PMED.

Research is needed to establish a rational link between BMD and PMED. This link will enable state departments of transportation (DOTs) to design mixtures with better performance and allow for a more comprehensive, performance-based approach to pavement engineering.

The objective of this research is to develop guidelines for integrating asphalt mixture material properties and/or performance indicators generated through BMD into PMED. The developed guidelines shall, at a minimum, be compatible with the latest version of the American Association of State Highway and Transportation Officials' AASHTOWare PMED procedures.]]></description>
      <pubDate>Tue, 27 May 2025 20:33:36 GMT</pubDate>
      <guid>https://rip.trb.org/View/2558414</guid>
    </item>
    <item>
      <title>Identification of Alternative Coarse and Fine Aggregates and Specifications for Evaluation</title>
      <link>https://rip.trb.org/View/2550944</link>
      <description><![CDATA[The main objectives of this research are as follows: 1) Provide an extensive critical review of the literature pertaining to alternative aggregates that have been used in concrete and the resultant quality of the concrete. Any additional aggregate types that could possibly be used should be identified for future evaluation. 2) Interview senior management from aggregate suppliers and integrate their suggestions into the testing program. 3) Determine if there are any coarse aggregates from approved sources that do not meet the grading requirements given in ASTM C33 (including limestone screenings). These become usable when combining aggregate gradations since the total aggregate gradation is what is important. Also, any distributions of non-reactive fillers could be used if they improve the packing density and enable the reduction of paste content. 4) Obtain supplies of all the available alternative aggregates and determine the mineralogy, strength, durability, and reactivity, particularly the alkali silica reaction potential. 5) Identify and/or develop performance-related testing and specifications without affecting currently approved sources.]]></description>
      <pubDate>Thu, 08 May 2025 11:15:14 GMT</pubDate>
      <guid>https://rip.trb.org/View/2550944</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>Verifying the Indirect Tensile at High Temperature (IDT-HT) Test Performance Criterion: A Multi-scale Investigation Integrating Laboratory, Full-Scale Accelerated Pavement Testing, and Field Evaluations</title>
      <link>https://rip.trb.org/View/2534018</link>
      <description><![CDATA[The Virginia Department of Transportation (VDOT) has implemented the indirect tensile test at high temperature (IDT-HT) test as part of its balanced mix design (BMD) specifications to evaluate and screen out rut-susceptible dense-graded asphalt surface mixtures with A and D designations. The similarities with the indirect tensile cracking test (IDT-CT) make the IDT-HT a more practical alternative for rutting evaluation of asphalt mixtures compared to the asphalt pavement analyzer (APA) rut test. A previous study conducted by the Virginia Transportation Research Council (VTRC) recommended a performance threshold of 133 kPa for IDT-HT strength values based on specimens conditioned in an environmental chamber. This criterion was further refined to 100 kPa for water-bath conditioning. The water-bath method is attractive as it expedites specimen preparation process in comparison with the environmental chamber. The 100 kPa criterion was established by leveraging the relationship in IDT-HT strength values between the environmental chamber (i.e., dry) and water bath (i.e., wet) conditioning methods. Despite the strong correlation between dry and wet strength values, a limited number of asphalt mixtures was available during that study. Therefore, additional research is needed to verify and/or refine the IDT-HT performance criterion. ]]></description>
      <pubDate>Thu, 03 Apr 2025 08:06:11 GMT</pubDate>
      <guid>https://rip.trb.org/View/2534018</guid>
    </item>
    <item>
      <title>Evaluation of RePLAY for Mainline, Shoulders, and Rumbles, Phase II Study: Proprietary Bio-based Fog Sealer and Rejuvenator Reapplication in Clinton County</title>
      <link>https://rip.trb.org/View/2508963</link>
      <description><![CDATA[Many state transportation and local road agencies have utilized fog seal or rejuvenator surface treatments for existing asphalt surfaced pavements to improve sealing or waterproofing, restore flexibility, prevent weather-induced deterioration, or simply improve the surface appearance. Fog seal or rejuvenator surface treatments have the added advantage of being low-cost. Considering such advantages, fog seals and rejuvenator surface treatments in Iowa roadways have increased. Recently, various proprietary bio-based fog sealers or rejuvenators have been introduced and marketed as potentially cost-effective and environmentally friendly alternatives to traditional petroleum-based sealers for preserving asphalt roads. For instance, RePLAY Agricultural Oil Seal and Preservation Agents are claimed to protect the asphalt from potholes, edge rutting, and cracking and extend paved asphalt surfaces' life. The researchers at the Iowa State University (ISU), in partnership with Clinton County and the Iowa Department of Transportation (DOT), have evaluated RePLAY performance on a 3.3-mile pilot testing section located in Clinton County for five consecutive years (i.e., Summer 2016 through Summer 2021). This study has important insights about RePLAY and its first-level field implementation in Iowa. However, further research is needed to identify the frequencies and benefits of reapplication of RePLAY and evaluate the relative and respective performances of other fog sealer and rejuvenator types. In addition, Clinton County has a plan on reapplication of RePLAY at the same project site and extending its use on other project sites. The project technical advisory committee (TAC) recommended a follow-up investigation (i.e., Phase II study) to address such research needs by utilizing the planned project sites in Clinton County. The primary objective of this Phase II study would be to evaluate and quantify the relative and respective performance and cost-effectiveness of RePLAY. The frequencies and benefits of reapplication of RePLAY would also be investigated. Such a study will help Iowa DOT, counties, and cities better understand the benefits of the reapplication of RePLAY while facilitating their decision-making in selecting cost-effective application frequency options to achieve good pavement preservation results.]]></description>
      <pubDate>Wed, 12 Feb 2025 12:00:15 GMT</pubDate>
      <guid>https://rip.trb.org/View/2508963</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>Field Performance of High RAP Mixtures</title>
      <link>https://rip.trb.org/View/2499024</link>
      <description><![CDATA[The purpose of this project is to revisit high RAP field projects constructed in 2013-2014, and 2019-2021 and assess the long-term field performance. This will provide an indication of life expectancy and will provide data for decisions made regarding the allowance of high RAP mixes. The work will also support ongoing implementation of balanced mix design (BMD).

To assess performance to date, automated pavement condition surveys of the field sections will be performed and compiled to collect pavement performance information. Falling weight deflectometer (FWD) testing will be performed to assess structural condition. Ground penetrating radar (GPR) testing will be conducted to verify the pavement thickness. Friction and texture evaluation will be performed to assess safety characteristics of the mixtures. Six-inch diameter road cores will be collected for testing. Density, permeability, asphalt content, and gradation will be determined to characterize the in-service mixture properties and assess changes since construction. IDT-CT (and I-FIT for 2013-2014 mixtures) will be performed for comparison with construction data to assess cracking performance. E* and uniaxial fatigue testing will provide information for structural evaluation to predict pavement life expectancy. Full depth cores will be collected to verify pavement structure and continuity. Binder will be extracted and tested to assess in-service aging and to provide information for structural evaluation to predict pavement life expectancy.

Analysis will be performed on the data collected from the field cores, condition assessment, and structural assessment to assess performance. Comparisons with testing performed at construction will be made. Statistical evaluation will be used to investigate the relationships between mixture properties and performance. Performance predictions will be calculated using structural and core data to compare with condition assessment results. American Association of State Highway and Transportation Officials (AASHTO) PavementME and FlexPave are anticipated to be used in structural analysis and performance prediction. 
]]></description>
      <pubDate>Tue, 28 Jan 2025 11:34:14 GMT</pubDate>
      <guid>https://rip.trb.org/View/2499024</guid>
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