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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>
      <url>https://rip.trb.org/Images/PageHeader-wTitle-RIP.jpg</url>
      <link>https://rip.trb.org/</link>
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    <item>
      <title>Evaluation of Asphalt Rejuvenators on Asphalt Mixtures with High RAP</title>
      <link>https://rip.trb.org/View/2768413</link>
      <description><![CDATA[The Kentucky Transportation Cabinet (KYTC) has examined whether increasing the amount of reclaimed asphalt pavement (RAP) in surface mixtures can lower costs. One downside of higher RAP content is that the use of aged binder negatively affects cracking resistance. While asphalt rejuvenators may restore binder properties and improve the durability of high-content RAP mixtures, Kentucky has limited field experience applying them on state-maintained routes. As such, KYTC lacks sufficient performance data to determine if rejuvenated surface mixtures with high RAP content exhibit long-term performance similar to conventional surface mixtures.]]></description>
      <pubDate>Wed, 26 Aug 2026 17:04:22 GMT</pubDate>
      <guid>https://rip.trb.org/View/2768413</guid>
    </item>
    <item>
      <title>Effect of Using RAP on Gravel Roads</title>
      <link>https://rip.trb.org/View/2720399</link>
      <description><![CDATA[Recycled Asphalt Pavement (RAP) has been used in several construction applications, including blending of RAP with virgin aggregates in gravel roads. RAP is intended to reduce costs and offer environmental benefits through reduced consumption of natural aggregates, while adding cohesion, which can add strength and bind particles to reduce raveling and loss of aggregate. RAP can also reduce the permeability of the surface course by decreasing the void volume, which may have beneficial effects of reducing dust loss and creating a tighter particle packing that aids stability. However, the beneficial effects of RAP may decrease over time as the oils in the RAP dry out. Furthermore, RAP can make blading operations more difficult as the material adheres to the moldboard in hot weather or becomes hard and brittle in cold weather. The objective of this study is to help agencies better understand the potential advantages and disadvantages of using RAP in gravel roads by synthesizing the existing research, surveying local Minnesota agencies, performing field and laboratory tests on new and existing sections of gravel roads containing RAP, and conducting a life-cycle cost analysis (LCCA). ]]></description>
      <pubDate>Tue, 30 Jun 2026 15:25:11 GMT</pubDate>
      <guid>https://rip.trb.org/View/2720399</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>Characterizing and Improving Binder Availability and Activity in Asphalt Mixtures with Reclaimed Asphalt Pavement (RAP)</title>
      <link>https://rip.trb.org/View/2625486</link>
      <description><![CDATA[The majority of asphalt mixtures produced in Virginia contain reclaimed asphalt pavement (RAP) due to the associated economic benefits, resulting in environmental advantages. Presently, there is uncertainty regarding the degree of availability and activity of RAP binder. This uncertainty impacts the design and performance of mixtures with RAP contents of 25% and above by the total weight of mixtures. Furthermore, a recent research effort was completed to evaluate the short- and long-term effectiveness of recycling agents (RAs) in improving the performance of asphalt mixtures, especially those with relatively high RAP contents.

This research effort will consist of three major phases. Phase I will aim to validate the two performance-based engineered frameworks developed and recommended as part of VTRC Project 177566 and Report 24-R3 titled “Engineered Frameworks for Evaluating the Use of Recycling Agents in Surface Asphalt Mixtures for Virginia.” Phase II will focus on characterizing the binder availability in typical RAP material stockpiles in Virginia and assessing the effectiveness of RAs at activating the available binder for improved blending with virgin asphalt binder. Phase III will work towards developing guidelines or guidance documentation on how RAP availability and activity levels should be accounted for in mix design methods for Virginia, specifically those used to design asphalt mixtures with RAs.

This research will lead to improvements in the long-term durability and performance of recycled asphalt mixtures in Virginia, ultimately resulting in cost savings and reduced environmental impacts from pavements. Additionally, this approach will enhance the understanding of truly innovative materials with promising performance, such as RAs and their effectiveness at activating the available RAP binder. 
]]></description>
      <pubDate>Sat, 15 Nov 2025 08:45:15 GMT</pubDate>
      <guid>https://rip.trb.org/View/2625486</guid>
    </item>
    <item>
      <title>Investigate the Effects of Using of Reclaimed Asphalt Pavement (RAP) as Aggregate in Seal Coats</title>
      <link>https://rip.trb.org/View/2604526</link>
      <description><![CDATA[The research team will develop recommendations and construction guidelines for using Reclaimed Asphalt Pavement (RAP) as aggregate in seal coats for pavement maintenance in Texas. Incorporating RAP in seal coats offers potential benefits, including cost savings, improved moisture resistance, and prolonged oxidation resistance. The research team will establish test methods, procedures and guidelines for evaluating RAP stockpiles, materials selection, material processing, application rate design, quality control and quality assurance during construction, laying the groundwork for statewide adoption. Given the lack of national guidance, a state-specific approach is essential to maximize performance and feasibility. The findings will provide the Texas Department of Transportation (TxDOT) with the technical basis to integrate RAP into seal coats effectively, leading to substantial cost savings and enhanced pavement sustainability.]]></description>
      <pubDate>Mon, 29 Sep 2025 16:22:29 GMT</pubDate>
      <guid>https://rip.trb.org/View/2604526</guid>
    </item>
    <item>
      <title>Enhancing Flexible Pavement System 23 (FPS23) by Incorporating a Top-Down Cracking Model in Texas Mechanistic-Empirical Flexible Pavement Design System (TxME)</title>
      <link>https://rip.trb.org/View/2604524</link>
      <description><![CDATA[Several Texas Department of Transportation (TxDOT) districts have reported early top-down cracking issues linked to the use of Reclaimed Asphalt Pavement (RAP) materials, which can make the surface layer excessively stiff. Unlike bottom-up fatigue cracking—where distress originates at the bottom of the hot mix asphalt (HMA) layer—top-down cracking begins at the surface and propagates downward. While bottom-up fatigue cracking and the negative effects of RAP in lower asphalt layers have been well addressed, top-down cracking remains unaccounted for in Texas Mechanistic-Empirical Flexible Pavement Design System (TxME). As a result, premature top-down cracking cannot currently be predicted at the design stage. With growing economic and environmental incentives for RAP use—and current specifications allowing it in surface layers—integrating a top-down cracking model into FPS23/TxME is essential to assess its impact properly. The research team will: (1) Evaluate and develop an appropriate mechanistic-empirical (ME) top-down cracking model, (2) Implement it in TxME, and (3) Calibrate/validate the model. The research team will review the literature, identify the ME model, integrate it into TxME, and collect test section data—including mixture properties, structure, and field performance—for calibration and validation.]]></description>
      <pubDate>Mon, 29 Sep 2025 16:12:23 GMT</pubDate>
      <guid>https://rip.trb.org/View/2604524</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>Determine the Optimum Dosage of Rejuvenators Based on the RAP Contents as well as the PG Grade of Recovered RAP Binder</title>
      <link>https://rip.trb.org/View/2582992</link>
      <description><![CDATA[This study aims to understand the interactions of rejuvenators with reclaimed asphalt avement (RAP) binders and thereby find a cost-benefit way to improve durability against wear and tear of RAP asphalt mixtures and pavements.]]></description>
      <pubDate>Tue, 05 Aug 2025 16:45:21 GMT</pubDate>
      <guid>https://rip.trb.org/View/2582992</guid>
    </item>
    <item>
      <title>Advancing High RAP Asphalt Mixtures toward Pavement Sustainability and Net Zero Carbon Emissions</title>
      <link>https://rip.trb.org/View/2582988</link>
      <description><![CDATA[This project will advance the responsive use of high reclaimed asphalt pavement (RAP) asphalt mixtures in New Mexico, providing the New Mexico Department of Transportation (NMDOT) with significant cost savings and improved transportation systems for the traveling public. Increasing the RAP content in asphalt mixtures from 20% to 40% while improving pavement performance could reduce the material cost by $10 per ton and reduce carbon emissions by 8%. These economic and environmental benefits would be substantial to NMDOT and the people of New Mexico, considering that over 3.5 million tons of asphalt mixtures are produced annually across the state. This research will also position NMDOT at the forefront in advancing pavement longevity and sustainability while allowing NMDOT to participate in the national efforts ot the U.S. Department of Transportation (USDOT) nand collaborate with other state departments of transportation (DOTs) interested in using high RAP asphalt mixtures.

OBJECTIVE: The overall objective of this research is to advance high RAP asphalt mixtures toward pavement sustainability and net zero carbon emissions in New Mexico. Specifically, the research seeks to: Develop mix design strategies to improve the long-term pavement performance and life span of high RAP asphalt mixtures; Determine the multi-cycle recyclability of high RAP asphalt mixtures; Quantify the economic and environmental benefits of high RAP asphalt mixtures through life cycle cost analysis (LCCA) and life cycle analysis (LCA).]]></description>
      <pubDate>Tue, 05 Aug 2025 16:02:11 GMT</pubDate>
      <guid>https://rip.trb.org/View/2582988</guid>
    </item>
    <item>
      <title>Chip Seal for Uniform Usages</title>
      <link>https://rip.trb.org/View/2582918</link>
      <description><![CDATA[Chip seals are one of the most popular pavement preservation treatments for asphalt pavements due to their ability to seal the existing road surface from moisture damage and oxidation, improve skid resistance, seal minor cracks, and delay deterioration. They consist of a uniform spray application of an asphalt binder followed by a uniform application of aggregate coat cover which is then rolled with pneumatic tire rollers to achieve the desired embedment. This simple process can be conducted using local maintenance personnel with minimal equipment requirements, making it a cost-effective option.

The New Mexico Department of Transportation (NMDOT) has not adopted a specific chip seal design procedure, and rather each district has independent methods to determine the material application rates, generally based on experience. The materials used vary throughout the state based on local availability. Recently, the use of reclaimed asphalt pavement (RAP) as chip seal aggregate has been adopted as an alternative to virgin aggregate due to the sustainability benefits associated with it.

OBJECTIVES: The objectives of this research are to:

Evaluate current NMDOT chip seal practices across the state of New Mexico, specifically materials and application rates. Assess the impact of these practices and/or factors on the performance based on the available pavement management system (PMS) database;
Develop a chip seal design procedure, addressing both local materials and geographic conditions across the state of New Mexico;
Develop statewide chip seal construction specifications;
Develop project selection criteria for NMDOT to obtain optimum performance and treatment life from chip seal applications, such as skid resistance and minimum chip loss.]]></description>
      <pubDate>Tue, 05 Aug 2025 12:00:31 GMT</pubDate>
      <guid>https://rip.trb.org/View/2582918</guid>
    </item>
    <item>
      <title>Development of Cement Recycled Asphalt Base Stabilization (CRABS) Design Guide for Idaho Transportation Department</title>
      <link>https://rip.trb.org/View/2560882</link>
      <description><![CDATA[The Idaho Transportation Department (ITD) is working to develop a Cement Recycled Asphalt Base Stabilization (CRABS)
Design Guide to provide best practices, and standardized procedures for the design and construction of CRABS in Idaho.
Developing such a guide is a critical step toward improving the efficiency, sustainability, and resilience of Idaho’s road
infrastructure. CRABS is a proven pavement rehabilitation technique that can enhance pavement performance while
supporting cost-effective and environmentally responsible construction practices. However, ITD’s design process for
CRABS continues to evolve, and a thorough evaluation is needed to confirm that treatments consistently achieve the
intended service life and to refine design approaches for rehabilitating existing CRABS sections. Field assessments of
older CRABS sections reveal inconsistencies in construction quality—some segments remain durable for decades, while
others deteriorate prematurely. This variability compromises the accuracy of pavement performance predictions and
reduces ITD’s ability to prioritize investments based on evidence. This project will address these challenges by
developing a formal CRABS Design Guide. A comprehensive, unified guide will help standardize CRABS techniques and
material selection while extending pavement service life and supporting longer-lasting pavement rehabilitation
outcomes across Idaho’s highway system.. ]]></description>
      <pubDate>Tue, 03 Jun 2025 13:15:16 GMT</pubDate>
      <guid>https://rip.trb.org/View/2560882</guid>
    </item>
    <item>
      <title>Impact of Recycling Agent Introduction Method on Plant-Produced Asphalt Mixtures





</title>
      <link>https://rip.trb.org/View/2558397</link>
      <description><![CDATA[BACKGROUND: Reclaimed asphalt pavement (RAP) usage has plateaued because of concerns about premature pavement failures associated with stiff recycled binders. While recycling agents (RAs) can enhance the activation and performance of aged binders, their effectiveness depends on (1) their characteristics, (2) the dosage, and (3) the method of introduction—either pre-blended with virgin binder or directly applied to RAP (i.e., pre-treatment). The method of introduction, in particular, influences the distribution and diffusion of the RA into the RAP binder. While the first two factors can be evaluated in a laboratory, the third is affected by asphalt plant and production practices and cannot be fully evaluated in a laboratory setting.

Research is needed to evaluate how RA introduction methods affect high RAP mixtures under plant production and field conditions while considering variables such as binder diffusion, RAP conditioning time, and plant process parameters.

OBJECTIVE: The objective of this research is to develop guidelines for introducing RAs for high RAP mixtures (over 30% recycled binder ratio) during plant production. The guidelines shall be based on an evaluation of different RA introduction methods, such as pre-blended with virgin binder at the terminal or at the plant, or applied directly to RAP, through testing plant-produced mixtures and field performance monitoring.

Accomplishment of the project objective will require at least the following tasks.

TASKS: PHASE I—Planning - (Task 1) Collect and review literature relevant to RAs, current RA introduction practices during production, key production parameters to track, and field performance evaluation methods. The review shall include published and unpublished documentation and research conducted by the NCHRP; Federal Highway Administration; other national, state, and local agencies; and international organizations.
(Task 2) Survey state departments of transportation to gather information related to different RA types, RA introduction practices, key production parameters to track, field performance evaluation methods, and potential field sites (new or existing) for inclusion in the analysis. (Task 3) Synthesize the results of the literature review and the survey to identify knowledge gaps related to the research objective. These gaps should be addressed in the final product or the recommended future research, as the budget permits. (Task 4) Propose the research plan to be executed in Phase II to achieve the project objective. At a minimum, the research plan shall include the approach for:
(a) incorporating a range of RA types (e.g., petroleum and non-petroleum) and introduction techniques; (b) selecting mix–design protocols (e.g., RA selection criteria, dosage optimization method, laboratory performance testing); (c) analyzing the impact of RA introduction methods on mixture performance (e.g., cracking, rutting, raveling) through an evaluation of plant-produced mixtures; (d) identifying potential field test sites that include control sections, represent various climatic regions, and are constructed as surface courses; (e) monitoring field performance (e.g., constructability, surface distresses, ride quality, structural evaluation) through comparison to control sections; and
(f) developing guidelines for introducing RAs during plant production for high RAP mixtures (over 30% recycled binder ratio). (Task 5) Provide an annotated outline of the proposed guidelines. (Task 6) Prepare Interim Report No. 1, which documents the research performed in Tasks 1 through 5, includes a data archiving and sharing plan (see Special Note A), and provides an updated work plan for the remainder of the research. The updated plan must describe the process and rationale for the work proposed for Phases II and III. Interim Report No. 1 shall be submitted no later than 7 months after the contract is awarded.

Note: Following a 1-month review of Interim Report No. 1 by the NCHRP, the research team will meet with the project panel to discuss the interim report. Work on Phase II of the project will not begin until authorized by the NCHRP.

TASKS: PHASE II—Execution - (Task 7) Execute the research plan according to the approved Interim Report No. 1 and update the annotated outline of the guidelines after consideration of the panel’s review comments. (Task 8) Prepare a draft of the guidelines based on the results of this work. (Task 9) Prepare Interim Report No. 2, which documents Tasks 7 and 8 and provides an updated work plan for Phase III. Interim Report No. 2 shall be submitted no later than 36 months after the contract is awarded.

Note: Following a 1-month review of Interim Report No. 2 by the NCHRP, the research team will meet with the project panel to discuss the interim report. Work on Phase III of the project will not begin until authorized by the NCHRP.

TASKS: PHASE III—Final Products - (Task 10) Revise the draft guidelines after consideration of the panel’s review comments. (Task 11) Prepare a stand-alone technical memorandum titled “Implementation of Research Findings and Products” (see Special Notes D). (Task 12) Prepare presentation materials, in PowerPoint or another format, with speaker notes for use in webinars to facilitate the use and adoption of deliverables. (Task 13) Submit the final deliverables, including a conduct of research report documenting the entire research effort and findings, the guidelines, the Implementation of Research Findings and Products, and the presentation materials.

Note: Following receipt of the draft final deliverables, the remaining 3 months shall be for NCHRP review and comment and for research agency preparation of the final deliverables.

SPECIAL NOTES: (A) To ensure that the data produced under this project are accessible, the agency performing the research shall prepare a data archiving and sharing plan to be submitted with Task 6 and submit all data by the end of the project. The plan shall outline how the data will be produced, documented, archived in the NCHRP permanent repository, and made publicly available following CRP review and approval. The plan must address the following elements: (1) Data production and format: Expected data types, structure, and final formats. (2) Documentation and tools: Supporting materials and any analytic tools or results to be provided. (3) Archiving and quality assurance: Procedures for data archiving, validation, and quality control. (B) One of the interim meetings will take place in Washington, DC. (C) Presentation materials with speaker notes shall be prepared in PowerPoint or another format, for use in webinars to facilitate the use and adoption of research findings and products. (D) The required technical memorandum (no more than 10 pages) titled “Implementation of Research Findings and Products” should address the following implementation frameworks: effective products; implementation stages; implementation drivers; implementation teams; and product feedback. For more information on the frameworks, read the TR News article “Active Implementation at the National Cooperative Highway Research Program: Frameworks for Moving Research into Practice,” available at https://www.nationalacademies.org/osdocs/NCHRP20-44_ActiveImplementation-TRNews.pdf.]]></description>
      <pubDate>Wed, 28 May 2025 10:09:46 GMT</pubDate>
      <guid>https://rip.trb.org/View/2558397</guid>
    </item>
    <item>
      <title>Cracking Resistance of Alaskan Asphalt with RAP Material</title>
      <link>https://rip.trb.org/View/2512614</link>
      <description><![CDATA[This research project aims to investigate the impact of reclaimed asphalt pavements (RAP) and rejuvenators on cracking performance of Alaskan hot mix asphalt (HMA) materials containing RAP and to develop a method to estimate RAP content for a given mix. Potential cost savings of up to 36% could be achieved when using the correct RAP combinations.]]></description>
      <pubDate>Fri, 21 Feb 2025 20:44:37 GMT</pubDate>
      <guid>https://rip.trb.org/View/2512614</guid>
    </item>
    <item>
      <title>Sieve Analysis Procedure to Quantify Reclaimed Asphalt Pavement Binder Availability</title>
      <link>https://rip.trb.org/View/2505725</link>
      <description><![CDATA[This project will develop a new procedure to quantify reclaimed asphalt pavement (RAP) recycled binder availability (RBA) using comparative sieve analysis of RAP and recovered RAP aggregate. Work in Stage 1 will involve ruggedness evaluation to identify how closely the sieve analysis procedural operating factors need to be controlled. A fine RAP sample from Virginia and a comparatively coarse RAP sample from Indiana will be acquired to cover variations in climate, geologic origin, and particle size distribution. Ruggedness testing will be conducted according to ASTM E1169 and ASTM C1067. The experimental factors to be evaluated will include: (1) sample size, (2) washing time, (3) drying temperature, (4) particle separation method, (5) sieving time, (6) asphalt removal method, and (7) unwashed vs. washed sample for aggregate recovery. Statistical analysis will be performed to identify experimental factors with statistically significant effects on RBA. Subsequently, controls for these factors will be established to minimize the impacts of their deviation on the average and variance of RBA results. Stage 2 work will involve an interlaboratory study (ILS) according to ASTM E691 to establish the precision of the RBA results. The study will include a minimum of six participating laboratories from academia, industry, and highway agencies.  Three RAP materials, procured from North Carolina, Virginia, and Indiana with distinct RBA values, will be used. A  protocol outlining the necessary procedures and data reporting for the ILS experiments will be developed for the ILS participants. A webinar will also be organized to educate the ILS participants on the experimental procedure and the ILS protocol. Each lab will execute the required sieve analysis experiments according to the ILS protocol. Statistical analysis of the results will be conducted to define the repeatability (single-operator precision) and reproducibility (multi-laboratory precision) of the RBA results. The research team will work with the ILS participants to develop pilot implementation plans. The final report will include all relevant data, methods, models, and conclusions along with guidance on how to use the sieve analysis procedure in a state DOT.   ]]></description>
      <pubDate>Mon, 03 Feb 2025 22:33:50 GMT</pubDate>
      <guid>https://rip.trb.org/View/2505725</guid>
    </item>
    <item>
      <title>Design of Surface Treatments with Reclaimed Asphalt Pavement Aggregates in Nevada (NDOT 778-24-803)</title>
      <link>https://rip.trb.org/View/2502110</link>
      <description><![CDATA[Surface treatments (STs), including chip seals and slurry and microsurfacing, are effective methods for maintaining asphalt concrete (AC) pavements. Using reclaimed asphalt pavement (RAP) as aggregates for STs conserves natural resources and promotes the design and construction of sustainable pavements. However, related changes in mix design and construction must be addressed for effective implementation. Although some national research has been conducted on the use of RAP as ST aggregates, the unique characteristics of Nevada’s asphalt mixtures, such as lime treatment and polymer-modified asphalt binders, limits the applicability of existing findings from the literature. The overall objective of this research is to develop test methods and procedures for the implementation of RAP materials from Nevada as aggregates for STs. The methods and procedures shall cover all aspects of materials selection, mix design, and quality assurance during construction. This research will include developing  and conducting  laboratory and field tests/methods for the evaluation of RAP materials as aggregates for ST, using locally available sources from each of the three Nevada Department of Transportation (NDOT)  districts. ]]></description>
      <pubDate>Mon, 03 Feb 2025 12:42:56 GMT</pubDate>
      <guid>https://rip.trb.org/View/2502110</guid>
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