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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>Performance Evaluation and Structural Optimization of Fiber-Reinforced Asphalt Concrete (FRAC) for Pothole Repair and Roadway Resilience</title>
      <link>https://rip.trb.org/View/2696034</link>
      <description><![CDATA[This project investigates the engineering properties and field performance of Fiber-Reinforced Asphalt Concrete (FRAC) specifically optimized for high-durability pothole repair and structural patching.]]></description>
      <pubDate>Sat, 25 Apr 2026 12:33:24 GMT</pubDate>
      <guid>https://rip.trb.org/View/2696034</guid>
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      <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>
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      <title>TRC2402: Field Evaluation of High-Performance Cold Mix (HPCM) Products</title>
      <link>https://rip.trb.org/View/2422923</link>
      <description><![CDATA[High-Performance Cold Mix (HPCM) products are used for pavement maintenance and pothole repair. The HPCM manufacturers have specialized proprietary ingredients that make it challenging to develop a specification encompassing all available products. Therefore, there is an emerging need to evaluate the performance of HPCM and further develop/update the specification. The primary objective of this research is to evaluate the field performance of HPCM products. It is anticipated to create a field test section/strip for available HPCM products and evaluate the sites over a winter (freeze/thaw) cycle.  Ideally, this would include a test section/strip with potholes created and filled with the different products. OBJECTIVES: Determine the performance of different HPCM products over an estimated 12-month period (Depending on the results, this period may vary); Determine the future test/data parameters to evaluate/approve future submitted products.]]></description>
      <pubDate>Thu, 29 Aug 2024 12:26:41 GMT</pubDate>
      <guid>https://rip.trb.org/View/2422923</guid>
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      <title>Synthesis of Information Related to Highway Practices. Topic 56-16. Data Collection and Management to Expedite Pothole Repairs</title>
      <link>https://rip.trb.org/View/2384707</link>
      <description><![CDATA[In the last few years, pothole detection and information transfer techniques have come a long way. State departments of transportation (DOTs) have begun using some of these new techniques, and there is considerable benefit to making this information available to other DOTs looking to upgrade their pothole detection and repair processes. Potholes present a significant challenge for roadway maintenance by affecting road safety, causing traffic congestion and vehicle damage, and affecting driver comfort. State DOTs are tasked with the identification, prioritization, and timely repair of these road defects. However, practices for managing this task vary among state DOTs due to differences in climate, traffic volume, and available resources.

Although they share a goal of rapidly responding to pothole repairs, state DOTs exhibit a variety of approaches in the collection and management of data relevant to identifying, prioritizing, and addressing these road defects. These differences in methods range from the use of advanced technologies, such as vision-based mapping and mobile sensor data, to more traditional methods like public reporting and manual inspections. In addition, DOTs frequently encounter high volumes of pothole repair requests, particularly in seasons prone to significant freeze/thaw cycles. Such seasonal challenges underscore the need for effective maintenance strategies, but these challenges also raise questions regarding the practices adopted by different DOTs for the early detection of potholes and the monitoring of areas susceptible to their formation. This divergence in data collection and management practices highlights the need for a synthesis to document the range of practices employed by state DOTs, with the goal of identifying those that promote efficient, effective, and rapid pothole repairs. This synthesis seeks to explore these practices.

OBJECTIVE: The objective of this synthesis is to document current state DOT practices and requirements for the collection, management, and utilization of data in the process of pothole repair, focusing on the technological and methodological approaches to data collection, prioritization algorithms, and management systems that facilitate pothole repairs.

]]></description>
      <pubDate>Fri, 31 May 2024 20:24:38 GMT</pubDate>
      <guid>https://rip.trb.org/View/2384707</guid>
    </item>
    <item>
      <title>Innovative Pothole Repair Materials and Techniques – Phase II</title>
      <link>https://rip.trb.org/View/2298709</link>
      <description><![CDATA[Extending the life span of concrete pavements and bridge decks can save costs and significantly reduce interruptions to traffic. This research focused on enhancing the filler material as well as exploring effective injection methods to save time and reduce traffic disruption. The repair formulations were evaluated based on two main criteria: workability and injection into the crack using appropriate delivery method. Three formulations were selected. Formulation A mixes have Portland cement, Micro fly ash, very fine sand (No.100), and superplasticizer. Formulation B mixes use CTS Cement All and Quikrete Fastset Cement component available in the NJDOT QPL list with added polymer and superplasticizer. Formulation C mixes are GeoPolymer based mixes and include metakaolin, micro fly ash, zirconium sand, iron oxide and superplasticizer. These formulations were tailored for different crack widths and geometries. This research investigated ultrasonic testing (UT) based non-destructive methods for crack characterization and repair evaluation. Laboratory tests were conducted on brick specimens to establish the initial properties of ultrasonic signals. Further tests were conducted on concrete beams after fatigue loading and reinforced concrete slabs with varying crack profiles. An UT methodology was developed that relied on general pristine behavior of concrete rather than point specific pristine profiles. Crack depth evaluation was conducted by comparing time of arrival. The signals from the cracked state were used as the reference and the shifts in time of arrival towards the pristine trend, along with amplitude gain relative to the cracked state, were used to assess repair quality. In addition, the feasibility of automated inspection and repair of potholes are investigated. By integrating high-resolution laser scanning with SLA-based 3D printing, customized patch geometries were successfully generated from artificial pothole models. A low-cost 3D image scanning system was developed for pavement pothole inspection. Laboratory experiments were conducted on artificially created potholes with different depths, areas, and surface roughness levels. Validation through benchmarking against a high-precision laser scanner demonstrated that the system achieves comparable geometric accuracy.]]></description>
      <pubDate>Wed, 29 Nov 2023 11:39:48 GMT</pubDate>
      <guid>https://rip.trb.org/View/2298709</guid>
    </item>
    <item>
      <title>Establishing Minimum Specification Parameters for Cold Mix Used in Winter Pothole Patching</title>
      <link>https://rip.trb.org/View/1870668</link>
      <description><![CDATA[ The Ohio Department of Transportation (ODOT) uses hot mix asphalt from approved ODOT hot mix plants to fill potholes. During the winter months, most of the hot mix plants shut down for the season and roadcrews must use either cold mix asphalt concrete or proprietary bagged cold mix to fill potholes. Generally, asphalt plants make the cold mix ahead of time, so it is available during the winter season. Currently, there are no standard mix design in Ohio for cold mix. As a result, the content and quality of cold mix varies tremendously from plant to plant and from week to week. As pothole repairs fail, we are at a loss to determine if they fail because of bad material, lack of preparation or poor installation or any combination of these.  ODOT crews must return to the site to re-patch to keep roads safe for motorists  These repeated repairs are costly, inefficient, expose roadcrews to hazardous conditions and increase the risk of accidents.  

Through this research ODOT would like to identify a minimum specifications parameter for cold mix asphalt concrete design and minimum specifications parameter to test the mix design against, identify minimum specifications for proprietary bagged mixed materials and tests that ensure the materials meet the standard specifications. Confirm ODOT crews are employing proper pothole patching protocols.

Establishing minimum criteria for cold mix asphalt concrete will provide ODOT with more consistent and better performing materials. 
               ]]></description>
      <pubDate>Wed, 04 Aug 2021 15:40:59 GMT</pubDate>
      <guid>https://rip.trb.org/View/1870668</guid>
    </item>
    <item>
      <title>Innovative Pothole Repair Materials and Techniques - Volume 1: Asphalt Pavement</title>
      <link>https://rip.trb.org/View/1603488</link>
      <description><![CDATA[Potholes in asphalt pavement surface have detrimental effects on asphalt pavement deterioration and traffic safety. Cost-effective pothole repair methods are needed for highway agencies at all levels. This project aims to identify and evaluate innovative tools, technologies and materials for pothole repair in New Jersey. The pothole repair methods that have potential to improve the cost-effectiveness of current practice at NJDOT were identified and analyzed using life-cycle cost analysis. The identified technologies and materials were further studied through analytical modeling, laboratory testing, and field implementation. The optimized heating procedures were developed considering heat source, pothole geometry, and weather condition. The effective test procedures and performance requirements on pothole repair materials to ensure good performance and bonding in the field were studied and specified. Finally, the optimized heating procedures for pothole repair and the recommended material products were developed for NJDOT.]]></description>
      <pubDate>Thu, 02 May 2019 14:31:51 GMT</pubDate>
      <guid>https://rip.trb.org/View/1603488</guid>
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    <item>
      <title>Simulation, Modeling and Interpretation of Asphalt Rheology</title>
      <link>https://rip.trb.org/View/1230583</link>
      <description><![CDATA[Rheological methods from polymer science such as time-temperature superposition and linear viscoelasticity will be used to model the time, frequency, and temperature dependence of dynamical mechanical properties of asphalts. Experimental data will be taken from the literature and/or will be measured at the Rhode Island Department of Transportation. Master curves for storage and loss modulus and tan will be modeled using fundamental constitutive equations, such as multicomponent Maxwell models. Those same models will be used to interpret other mechanical experiments, such as creep and recovery. Research will involve ongoing participation by a graduate student and an undergraduate researcher. What defines a sustainable road? One aspect would certainly include physical durability across a variety of environmental and loading conditions. The same roadway materials would maintain their structure at high temperatures, without creeping under heavy loads, while they would exhibit flexibility at low temperatures, preventing brittle fracture, and would resist fatigue cracking over the vast number of days spent at more typical temperatures. A transportation system built on poor materials is arguably unsustainable, regardless of the sustainability of the material supply, due to delays resulting from potholes, repairs, reconstruction, etc. Asphalts are complicated mixtures whose properties vary depending on the supplier and the original source. It is difficult to determine specific and effective strategies for attaining targeted properties, such as at the extremes of pavement temperature used in classifications. Adding polymers creates modified asphalts with improved results: polymer-modified asphalts maintain specified creep compliance at yet higher temperatures and failure strain and stiffness at yet lower temperatures. Core asphalts from the Strategic Highway Research Program (SHRP) are well-defined from a highway engineering perspective and have provided a context for research studies into asphalt modification strategies, the different contributions to physical properties from different asphalt components, etc. Despite the resulting knowledge and Superpave recommendations for improved asphalt binders, the question of which chemical process or procedure provides the best modification strategy remains an open question. In addition, a potential problem has been findings that Superpave measurements do not test all of the properties affected in polymer-modified asphalts. For example, polymer-modified control sections in a roadway test showed "significantly less cracking than (shale oil-modified) test sections," despite both modified asphalts having a lower temperature performance grading (PG) of -22ºC.  The proposed work addresses properties of the asphalt binder used in roadways and bikeways. The research will develop self-consistent mechanistic models of asphalt physical properties, such as viscosity and dynamic modulus. The expectation is that such "physics-based" models will function effectively in the extrapolation-derived scenarios that occur when testing the extremes of a pavement design. The ultimate project aim is to develop tests and promote new methods of interrelating asphalt properties that can complement standard methods used currently in the Superpave method. Under Superpave guidelines and the PG grading system, asphalts are selected for pavements based on their rheological performance under a few conditions of temperature, frequency, and time. The complex modulus under shear (|G*|), the phase angle, and the tensile modulus (via stiffness S, its reciprocal) are measured using dynamic shear rheometry and bending beam rheometry in order to predict if the asphalt will display sufficient strength at high temperature to prevent rutting, sufficient flexibility at low temperature to resist thermal cracking, and resistance at intermediate temperatures to fatigue cracking. Beyond these direct relationships, correlations have also been made between pavement cracking and properties such as viscosity and ductility. Theoretically, it is possible to inter-relate these different measurements using mathematical tools such as time-temperature superposition, Boltzmann superposition integrals, and Kramer-Kronig relationships, in conjunction with parameterized rheology models. While current practice does employ time-temperature superposition to some extent, there is additional asphalt property information available from trends in temperature and frequency, beyond the individual data points required to compare with a specification. Such information, when combined with an appropriate mechanical modeling tool, can potentially improve the ability to anticipate pavement failures due to unexpected asphalt mechanical responses that were not assumed when devising the specifications. The proposed work will naturally address asphalt rheology using a multidisciplinary approach, despite there being a single principal investigator. The methods described originate from polymer science. Their application to asphalts was emphasized during the Strategic Highway Research Program (SHRP, the research that led to Superpave) and was reinterpreted through a civil engineering perspective. In the proposed work, a combination of chemical engineering a polymer science perspectives, both held by the PI, will be used to investigate the potential to unify many mechanical tests using a single set of models. The experience will expose chemical engineering undergraduate and graduate students to questions posed by civil engineers. Advice from project End Use Advisors, who are civil engineers at Rhode Island Department o Transportation (RIDOT), will help to ensure that the results are in forms that can truly help to solve problems in the pavement design community. The expected results fall into two categories. The direct result will be parameterized rheological models for asphalts similar to those used by RIDOT in paving applications. Such models can be used in additional research projects about pavement mechanics (e.g. finite element calculations). The indirect result will be increased understanding (both within RIDOT and in the general asphalt community) about how different experiments can be inter-related. Spreadsheets and other programs for doing the modeling will be transferred to RIDOT as part of the modeling effort. The project will initially rely on experimental data available from the literature, through assistance of fellow asphalt researchers. An excellent example is work by Marateanu and co-workers; they measured frequency dependence of complex modulus over a range of temperatures for both RTFO and PAV-aged asphalts. Methods summarized here will be applied initially to their data. Many others have published asphalt rheology data as well. For example, Shenoy presented dynamic shear rheometry studies of polybutadiene/polystyrene and polyethylene modified asphalts, demonstrating superposition of the rheological results. Masson and co-workers have used tools such as infrared spectroscopy and modulated differential scanning calorimetry to study phase behavior and microstructure of polymer modified and unmodified asphalts. Many other data sets are published as well, such as for SBS and polyethylene modified asphalts.]]></description>
      <pubDate>Thu, 03 Jan 2013 14:02:34 GMT</pubDate>
      <guid>https://rip.trb.org/View/1230583</guid>
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