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    <title>Research in Progress (RIP)</title>
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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>Effectiveness of IDEAL-RT Test in Assessing Rutting Resistance of NC Asphalt Mixtures</title>
      <link>https://rip.trb.org/View/2726545</link>
      <description><![CDATA[To limit rutting in asphalt pavements, North Carolina Department of Transportation (NCDOT) requires that surface asphalt mixtures meet the Asphalt Pavement Analyzer (APA) test criteria. Mixtures with rut depths below the specified threshold under APA loading are accepted. However, the APA test has several limitations: (1) it requires six hours of temperature conditioning and over two hours of testing, making its long turnaround time suitable only for mix design and acceptance; (2) the device is expensive, heavy, and requires significant laboratory space, limiting accessibility for contractors; and (3) state highway agencies (SHAs) have reported high variability in test results and insufficient correlation with field performance. To ensure pavement performance while reducing testing costs, it is imperative to identify a practical alternative method for evaluating the rutting resistance of asphalt mixtures in North Carolina.

The IDEAL-RT test has recently gained prominence due to its simplicity, rapid execution, and strong predictive capability. Multiple SHAs have adopted it for mix design, acceptance, and quality assurance. As a promising alternative to the APA, it is essential to evaluate the effectiveness of the IDEAL-RT test for North Carolina mixtures.

Correspondingly, the objectives of the proposed research project are to: (1) evaluate the effectiveness of the IDEAL-RT test using NC mixtures, (2) determine the optimum testing condition of the IDEAL-RT test, (3) determine preliminary performance criteria for NC mixtures, and (4) draft testing specifications for its implementation in NC. These objectives will be accomplished by executing the following six tasks: (1) Literature Review: Conduct a comprehensive review to collect information on procedures, testing conditions, acceptance limits, and validation methods for rutting performance tests used by other SHAs. Identify NC mixtures with documented rutting performance. (2) Material Acquisition and Testing: Acquire twelve NC surface mixtures and perform APA, IDEAL-RT, and Stress Sweep Rutting (SSR) tests. (3) Evaluation of IDEAL-RT Effectiveness: Compare IDEAL-RT results with APA rut depths and RSI indices from the SSR test at the material level. At the structural level, compare rankings of mixtures from the IDEAL-RT with both field performance and predicted performance from FlexPAVE (using SSR results as inputs). (4)  Testing Conditions and Thresholds: Recommend the appropriate air void level for IDEAL-RT samples and establish preliminary threshold limits based on findings from Task 3.
(5) Specification Development: Develop a draft testing specification for IDEAL-RT within the framework of NCDOT standards. The specification will consider applications in both mix design and quality assurance (QA). (6) Final Report: Prepare a comprehensive final report summarizing all tasks, findings, and recommendations.

The research will produce an improved testing specification to ensure asphalt mixture quality and performance in both mix design and QA. Implementation of the specification will also reduce the cost and turnaround time of rutting susceptibility testing for asphalt mixtures in North Carolina.

]]></description>
      <pubDate>Thu, 09 Jul 2026 08:35:20 GMT</pubDate>
      <guid>https://rip.trb.org/View/2726545</guid>
    </item>
    <item>
      <title>SPR 784 Calibration of APA values to Hamburg values for SC Asphalt Mixes</title>
      <link>https://rip.trb.org/View/2719305</link>
      <description><![CDATA[The proposed research has several key objectives: (1) Correlate APA and Hamburg Results: Determine the quantitative relationship between APA results and Hamburg Wheel Tracking Test results for a representative set of South Carolina asphalt mixes. This includes assessing correlation in terms of rut depth measurements, ranking of mixture performance, and any conversion formula or trend that links the two test outputs. The goal is to establish what Hamburg test outcome (e.g. rut depth after a certain number of passes, or number of passes to reach a failure rut depth) corresponds to the current APA rut depth criteria after 8,000 cycles. (2) Define Equivalent Hamburg Criteria: Based on the above correlation, develop recommended Hamburg test specification limits for South Carolina Department of Transportation (SCDOT) mix designs. For example, the research should propose a criterion such as “Maximum X mm rut depth at Y passes in the Hamburg test at 50°C” or “Minimum Z passes to reach 12.5 mm rut depth” that would ensure mixes meet or exceed the performance of those that pass the APA requirements. These criteria may vary by mix type or binder grade if appropriate (like the practice of other DOTs requiring more Hamburg passes for higher graded PG binders). (3) Compare Moisture Damage Indication: Evaluate the degree to which the Hamburg test (which has a water component) detects moisture-susceptible mixtures as compared to APA. One objective is to confirm that mixes exhibiting minimal rutting in the APA but containing moisture sensitivity (stripping potential) are properly identified by the Hamburg test. This will demonstrate the added value of Hamburg in preventing moisture-related failures. (4) Incorporate Cracking Performance (IDEAL-CT): Investigate any correlations or patterns between the rutting test results (APA and Hamburg) and cracking test results (IDEAL-CT) for the same mixes. While rutting and cracking are generally independent performance areas, this objective will reveal if a mix that is very resistant to rutting (especially under Hamburg’s rigorous conditions) tends to have any consistent relationship to its cracking resistance (IDEAL-CT index). If strong correlations or trade-offs are observed, SCDOT can use that knowledge to refine its balanced mix design procedure (for instance, ensuring that improving one aspect does not inadvertently degrade the other). (5) Develop Implementation Guidance: Formulate practical recommendations for SCDOT to implement Hamburg Wheel Tracking in the mix design phase. This includes outlining the test protocol to be used (sample preparation, test temperature, pass/fail criteria), any changes to other required tests (e.g. whether APA can be phased out or retained for certain cases, or how IDEAL-CT will be used in tandem), and steps for industry adoption. The end objective is to provide SCDOT’s Asphalt Materials Engineer and Office of Materials and Research (OMR) with the data and tools needed to update the official mix design specification and guidance.

Documentation and Knowledge Transfer: Produce clear deliverables (report, specification draft, recommendations for any changes to other currently-required tests) that document the APA-to-Hamburg calibration and the rationale for any new criteria. A further objective is to engage industry stakeholders throughout the project so that the findings are understood and accepted by asphalt contractors and material suppliers, smoothing the path for real-world implementation.

This project will provide a newly developed specification for the SCDOT to optimize various mixtures utilized around SC. The specific objectives of this project would include the following: (1) Literature review of current mix design procedures used by other states utilizing the Hamburg test; (2) Survey of other State DOT’s current mix design processes;
(3) Compilation and laboratory evaluation of various SCDOT surface, intermediate, and base type mixtures utilizing different aggregate sources; (4) Recommendations for newly developed testing procedures to be used by the SCDOT; (5) Establish a correlation between the APA and Hamburg test results; (6) Evaluation of other current SCDOT test procedures (e.g., IDEAL-CT and ITS) to determine if a correlation exists between those test results and Hamburg results; and (7) Based on the evaluations of several test procedures (e.g., APA, Hamburg, and IDEAL-CT), either updating the current mix design methodology or creating a new model for the system based on the data obtained and evaluated in this study.
]]></description>
      <pubDate>Thu, 25 Jun 2026 09:03:22 GMT</pubDate>
      <guid>https://rip.trb.org/View/2719305</guid>
    </item>
    <item>
      <title>A Novel Method to Optimize N-design for Balanced Performance and Compactability</title>
      <link>https://rip.trb.org/View/2717326</link>
      <description><![CDATA[The Superpave gyratory compaction number, N-design, represents the number of gyrations a hot mix asphalt is subjected to in a gyratory compactor to simulate field compaction and achieve desired volumetric properties. However, currently specified gyration levels have recently come into question as being rather excessive. High N-design values can reduce voids in mineral aggregates, lower the design asphalt binder content, and ultimately compromise the compactibility and durability of the asphalt mixture. Quite a few state departments of transportation (DOTs) have resorted to modifying their design specifications to lower N-design values, but these adjustments mostly rely on a trial-and-error approach and lack a strong correlation with field compaction behavior and long-term performance. A method with scientific basis would be more appropriate for optimizing N-design, particularly in alignment with the Balanced Mixed Design concept to ensure an optimal trade-off between rutting resistance and cracking performance. 

For NCHRP 20-30/IDEA 267, the research team will conduct research based on the theory that particle rotation under compacting effort serves as a fundamental parameter linking laboratory and field compaction. The method employs the rotation parameter and wireless sensors along with artificial intelligence to bridge the gap between laboratory and field compaction and establishes a scientifically sound approach to determine N-design criterion for balanced performance and improved field compactibility. It also enables laboratory compaction to serve as an effective tool for mix design optimization, specimen preparation for field performance evaluation, and field compaction guidance. 

With a focus on optimizing N-design criteria and evaluating performance, Superpave gyratory compaction tests with wireless sensors will be conducted along with performance tests for rutting and cracking. Laboratory and field compactibility will be evaluated along with volumetric properties and performance. Using the obtained results, N-design for balanced performance and compactibility will be optimized. Next, the optimized N-design and compaction will be validated. Designed mixtures with reduced N-design numbers will be verified and their field compactibility analyzed. Field pavement performance will be monitored, and the reasonableness of the reduced N-design numbers will be confirmed. To facilitate transfer to practice, an implementation plan will be developed, including an Excel-based tool and a training module with a video.]]></description>
      <pubDate>Tue, 23 Jun 2026 13:22:57 GMT</pubDate>
      <guid>https://rip.trb.org/View/2717326</guid>
    </item>
    <item>
      <title>How Can NMDOT Use TSD Data to Support Pavement Design</title>
      <link>https://rip.trb.org/View/2704033</link>
      <description><![CDATA[TSD is a valuable technology for measuring surface deflections at short intervals and capturing data on roughness, texture, and rutting at traffic speed. Several highway agencies in the United States and other countries are currently either looking into how to use TSD data in their pavement management system (PMS) to ensure responsible expenditure of taxpayers’ dollars.]]></description>
      <pubDate>Wed, 20 May 2026 11:15:23 GMT</pubDate>
      <guid>https://rip.trb.org/View/2704033</guid>
    </item>
    <item>
      <title>Effects of Target Air Voids on Hot Mix Asphalt (HMA) Performance Tests</title>
      <link>https://rip.trb.org/View/2698280</link>
      <description><![CDATA[To test the performance of hot-mix asphalt (HMA), Illinois Department of Transportation (IDOT) uses volumetrics testing, which tests the air void content and voids in mineral aggregate in compacted samples, followed by balanced mix design — which uses performance tests to evaluate pavement distresses. This project aims to identify if compacted HMA specimens that are currently discarded after volumetric testing can be used in performance tests. Researchers will test volumetric specimens at 4% and 7% air void content in cracking and rutting performance tests and identify if an alternate rutting test can be used in production. Successfully using compacted volumetric specimens for performance testing may reduce the time needed to identify if an HMA mixture meets IDOT performance test criteria at the start of production.]]></description>
      <pubDate>Fri, 01 May 2026 09:19:25 GMT</pubDate>
      <guid>https://rip.trb.org/View/2698280</guid>
    </item>
    <item>
      <title>Evaluation of Hamburg Wheel Tracking Test (HWTT) for Rutting Resistance Assessment</title>
      <link>https://rip.trb.org/View/2671980</link>
      <description><![CDATA[The primary objectives of this project are to determine if the Hamburg Wheel Tracking Test (HWTT) test accurately represents rutting and stripping behaviors of fine-graded asphalt pavement design mixtures, and make appropriate adjustments to the HWTT criteria and/or propose and develop a representative rutting test that allows Wisconsin Department of Transportation (WisDOT) to retain the benefits of fine-graded mixes while supporting the state’s goal of fully implementing balanced mix design concepts. WisDOT expects to use the results and recommendations of this research study to support the acceptance of performance-based asphalt pavement designs. Practical candidate test procedures must also be considered for production. WisDOT has conducted significant external and internal research efforts in the past several years toward the implementation of Balanced Mix Design (BMD) to improve the performance of asphalt mixtures in Wisconsin. Based on experience, WisDOT has observed a tendency of the HWTT to rank fine-graded mixtures as having more rutting potential than coarse-graded mixtures. This tendency is noticeable even when rutting in the field is not a primary concern regarding the performance of fine-graded mixtures. A reliable BMD performance test is expected to be sensitive to changes in mixture components, but it also should have a good correlation with the field performance. Because the current rutting performance of fine-graded mixtures in Wisconsin is satisfactory, WisDOT does not want to implement the BMD approach using the HWTT as a rutting performance indicator if the test is going to lead mixture designers to develop coarser gradation mixture designs. It is, therefore, critical for WisDOT to investigate what factors drive HWTT results and understand how BMD specifications could be written to allow for finer mixtures while properly representing their field performance.]]></description>
      <pubDate>Wed, 18 Feb 2026 11:14:14 GMT</pubDate>
      <guid>https://rip.trb.org/View/2671980</guid>
    </item>
    <item>
      <title>Assessing the Durability and Long-Term Performance of Rejuvenated Asphalt Mixes with RAP </title>
      <link>https://rip.trb.org/View/2646944</link>
      <description><![CDATA[This research idea addresses an important Oklahoma Department of Transportation (ODOT) need to use higher amounts of recycled materials in asphalt mixes, which is essential for the statewide implementation of Balanced Mix Design (BMD). Rejuvenators have been used successfully to restore the properties of asphalt mixes containing Reclaimed Asphalt Pavement (RAP). There is a wide variety of petroleum-based and bio-based rejuvenators available commercially that purport to improve the performance of asphalt mixes with RAP. A crucial aspect of the design of these mixes is to ensure durability and long-term performance. Some additives may only impart a short-term effect and aid in mix compaction without showing a sustained long-term effect on performance. In this study, rejuvenated asphalt mixes with RAP will be prepared, using local materials from Oklahoma, and assessed to evaluate their long-term performance, including raveling resistance and stripping susceptibility. A comprehensive testing plan will be developed and conducted for testing of both asphalt binder and asphalt mixture. The test plan includes mixture testing to assess the moisture susceptibility using Tensile Strength Ratio (TSR) and Hamburg Wheel Tracking (HWT) tests. The HWT test results will be analyzed using the corrected rut depth (CRD) and striping number (SN) parameters to evaluate rutting and moisture resistance. The mixes will also be tested using IDEAL-CT at both short-term aged and long-term aged conditions to ensure durability and balanced performance. The binder testing will include evaluating the rheological properties of the binders at extended Pressure Aged Vessel (PAV) aging durations. The binders will also be evaluated using Fourier Transform Infrared (FTIR) spectroscopy to assess aging susceptibility. The proposed study will provide valuable information on the effectiveness of rejuvenators on asphalt mixture performance during service life. The findings of this study will be used to propose specification requirements for rutting, cracking, and moisture-induced damage for rejuvenated asphalt mixes considering long-term performance and durability. ]]></description>
      <pubDate>Mon, 05 Jan 2026 23:09:53 GMT</pubDate>
      <guid>https://rip.trb.org/View/2646944</guid>
    </item>
    <item>
      <title>Develop Heavy Duty Intersection Designs with High Performance Graded (HPG) Binder or Suitable Asphalt Mixtures</title>
      <link>https://rip.trb.org/View/2614514</link>
      <description><![CDATA[Current asphalt pavements with traditional asphalt mixes perform well under free flow traffic at regular speed. However, due to the nature of slow-moving or standing traffic, the same pavement structure with the same materials appears to severely rut at intersections. Ruts deeper than 2-inches were observed at multiple highway intersections, including those designed with premium mixes such as Stone-Matrix Asphalt, which result in serious safety concerns during wet weather conditions and costs millions of dollars annually to fix. Pavement designs specifically for slow-moving or standing traffic areas such as intersections, are rarely investigated. With the increasing frequency of extreme weather conditions and increase in truck traffic, there is an urgent need to develop long-lasting asphaltic pavement designs for intersections. The research team will coordinate with the Texas Department of Transportation (TxDOT) to develop heavy duty intersection designs for different traffic levels following the same format of the heavy-duty pavement guidelines (i.e. catalogue design approach), using the Texas Mechanistic-Empirical Asphalt Concrete Pavement Design and Analysis System (TxME) with suitable asphalt mixes and other layer materials designed with the reliable laboratory testing protocols. Furthermore, the research team will identify and construct up to three field test sections for Validation of the new heavy duty intersection design method.]]></description>
      <pubDate>Tue, 28 Oct 2025 10:52:22 GMT</pubDate>
      <guid>https://rip.trb.org/View/2614514</guid>
    </item>
    <item>
      <title>2501 Evaluate the Performance and Consistency of BMD Mixes during Production using Rheological and Chemical Binder Testing</title>
      <link>https://rip.trb.org/View/2606534</link>
      <description><![CDATA[This project is part of an ongoing plan by Oklahoma Department of Transportation (ODOT) to implement Balanced Mix Design (BMD) and to promote asphalt recycling. The overall objective of this study is to build on the findings of previous studies conducted by ODOT, and to provide more insight into the performance and variability of BMD mixes, which will guide ODOT in its efforts to develop specifications for BMD. The specific objectives that will be addressed in this proposal are: Quantify the variability of BMD mixes during production using mixture and binder testing, including mixes from different asphalt plants, and constituting a wide variety of local materials and mix designs. Identify test methods that are appropriate to use to assess the variability of mixes, focusing on cracking, rutting, and binder rheological and chemical properties. The test methods will be evaluated based on their ability to capture the variability during production. The analysis will also include studying correlations between binder testing and mixture testing. Guidelines will be developed to evaluate the impact of variability on mix production and how to incorporate the variability into mix acceptance specifications. A statistical approach to incorporate the variability in mix acceptance specifications will be specified, including methods such as percent within limits (PWL), to ensure mix consistency during production.]]></description>
      <pubDate>Fri, 03 Oct 2025 11:08:00 GMT</pubDate>
      <guid>https://rip.trb.org/View/2606534</guid>
    </item>
    <item>
      <title>Evaluate Thick Lift High Performance Grade (HPG) Mixes for Intersections, Border Checkpoints, and Other Locations with Slow Moving Heavy Traffic</title>
      <link>https://rip.trb.org/View/2604525</link>
      <description><![CDATA[Several Districts of the Texas Department of Transportation (TxDOT) recently reported rutting problems greater than 2 inches at intersections, border checkpoints, and other locations where heavy truck traffic either moves very slowly or is stationary while waiting in queues, even though the best mixes (e.g., stone matrix asphalt) were used. There is an urgent need to address such premature rutting problem in those places in a timely manner. The research team will identify and evaluate the suitable mixes and single lift construction technique to avoid premature rutting failures at those places, resulting in major cost savings and reducing wet weather accidents. The research team will review literature to identify the critical factors for improving mix rutting resistance. Based on the findings from the literature, the research team will develop and execute an experimental design to identify the suitable mixes for the slow-moving heavy traffic and then construct field trials with those mixes in a single thick lift and follow up their field performance. In the end, the research team will recommend specification changes and develop guidelines for constructing single thick lift with suitable mixes at intersections, border checking points, or other places.]]></description>
      <pubDate>Mon, 29 Sep 2025 16:16:58 GMT</pubDate>
      <guid>https://rip.trb.org/View/2604525</guid>
    </item>
    <item>
      <title>Develop a Balanced Asphalt Mixture Design Procedure</title>
      <link>https://rip.trb.org/View/2582880</link>
      <description><![CDATA[The New Mexico Department of Transportation (NMDOT) uses the Superpave method to design asphalt mixes which have shown poor cracking performance, although rutting performance is favorable. In a balanced mix design (BMD) approach, an asphalt mix will be designed to balance these two distresses; it will allow more rutting within a reasonable amount and reduce the long-term cracking.
OBJECTIVE: The goal of this research is to develop a balanced mix design procedure, not only  considering traffic and weather conditions of a region, but also  performance driven rutting and cracking criteria.
The development of a step-by-step BMD procedure (mix volumetrics) will include multiple mix type (e.g., hot mix asphalt and warm mix asphalt), different performance grade (PG) binder content, aggregate gradation and type, and aging conditions.]]></description>
      <pubDate>Tue, 05 Aug 2025 10:34:41 GMT</pubDate>
      <guid>https://rip.trb.org/View/2582880</guid>
    </item>
    <item>
      <title>Maine Interstate Rutting Research</title>
      <link>https://rip.trb.org/View/2554004</link>
      <description><![CDATA[Performance management data indicates that pavement rutting on the Maine interstate system has been worsening in recent years.  The percent of interstate segments and miles classified as “Good” rutting has steadily declined from greater than 40% in 2011 to less than 10% in 2023.  The Maine Department of Transportation (MaineDOT) Research and Innovation Office evaluated rutting data on I-295 and I-95 from 2015 to 2023 in greater detail.  This evaluation shows that the data suggests initial rutting (the first network data collection after pavement is placed) has increased significantly to nearly 0.2 inches (threshold for “Fair” rutting based on the Highway Performance Monitoring System criteria from FHWA). This evaluation also shows that the average rate of annual rutting across these two major interstate routes has been increasing.  The data suggests that rutting starts from a higher value than it used to and then it increases year-over-year faster than it used to.
During this evaluation timeframe, the interstate paving strategy has changed to rely heavily on a lower cost-per-mile Ultra-Thin Bonded Wearing Course (UTBWC) surface treatment.  The lower cost per mile treatment allows for more miles to be paved per year.  By design, this strategy leads to fewer years between treatments and more miles of paving per year. However, initial results suggest that we are not getting the anticipated treatment life; which forces us to increase the frequency of paving.
The conclusions from this review are alarming if they are taken at face value, however, the accuracy and reliability of the network rutting data has been called into question based on this evaluation and related conversations.  Field work is necessary to test the accuracy of the rutting data and to determine if the high initial rutting is present.  There will also be strategic field pilot sections to determine if UTBWC is rutting differently than other surface pavements in the early months after treatment.
Most of the worst rutting locations on interstate have been long-standing issues for decades.  Field work is required to determine how these locations can be fixed.
This document lists the action items proposed for the proposed interstate rutting effort, as well as the estimated cost and value provided by each item.
The purpose of this project is to ensure MaineDOT uses appropriate strategies to cost effectively and accurately measure and manage the condition of our highest priority roadways.
Several objectives have been identified to deliver the project goals.  Through execution of these objectives, MaineDOT will improve confidence and accuracy of network condition data that is used to make project funding decisions.  MaineDOT staff will also complete detailed analysis of chronic rutting locations to understand why these areas are rutting and to identify treatments that can be used for mitigation. 
The total additional funds needed to execute the action plan over the next three years is $1 million. The actual cost to complete this effort is higher but some costs and staff time will be included in existing projects. The following table lists the objectives proposed and the estimated additional cost required to complete them.
 ]]></description>
      <pubDate>Wed, 02 Jul 2025 10:17:24 GMT</pubDate>
      <guid>https://rip.trb.org/View/2554004</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>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>Performance-Based Design of Permeable Friction Courses Using Warm Mix Asphalt for Enhanced Safety and Durability</title>
      <link>https://rip.trb.org/View/2480326</link>
      <description><![CDATA[Permeable friction courses (PFC) offer several performance benefits. The open-graded structure of PFC provides a path for water to permeate through the pavement hence reducing the risk of flooding, splash and spray, and hydroplaning. The open-graded friction course also results in improved pavement friction, especially during wet weather conditions. It was also reported that the air void structure in the PFC results in noise reduction and lessens the effect of the urban heat island phenomenon. 
PFC was selected by the Federal Highway Administration (FHWA) as part of the Every Day Counts (EDC) initiative. The EDC program promotes proven technologies which are being underutilized. PFC can exhibit failure due to raveling, moisture damage, cracking, and rutting. Many state agencies including Oklahoma have strict requirements on material selection and aggregate gradation of PFC mixes, however, there is not much focus on performance measures, permeability, and durability. The effect of mix type and composition on the friction has also not been fully investigated. Some states have reported using Warm Mix Additives (WMA) to improve raveling resistance. Other studies were conducted in Louisiana and Michigan using WMA with PFC and it was shown that using WMA can improve the raveling and rutting resistance.   
The objective of this study is to explore the use of different performance-related testing to characterize the performance and permeability of PFC mixes using fibers and WMA as stabilizing agents, and to assess the impact of mix type and composition on the friction characteristics of the pavement surface. Based on the findings of this study, recommendations will be given regarding using WMA as a stabilizing agent for PFC mixes. The recommendations would also include suggested changes to current specifications. These changes could include relaxing existing criteria related to volumetrics and using performance-related testing during mix design. 
The following tasks will be performed to achieve the objectives of this project. Task 1: Conduct an overview of the performance-related tests that are used by different state DOTs to characterize PFC mixes and select tests to include in this project. Task 2: Identify different aggregate types and sources with different properties, and different stabilizing agents, to include in the design of the PFC mixes. Task 3: Prepare different mixes using different aggregate sources with the addition of cellulose fibers, according to the Oklahoma ODOT specifications. Task 4: Conduct testing on the control mixes to evaluate raveling, moisture resistance, cracking, rutting, and friction. Task 5: Optimize the design of the control mixes using other additives, such as WMA and evaluate the impact on performance. Task 6: Provide recommendations on the use of WMA as a stabilizing agent for PFC mixes and suggest changes to current specifications. 
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      <pubDate>Wed, 01 Jan 2025 13:45:25 GMT</pubDate>
      <guid>https://rip.trb.org/View/2480326</guid>
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