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    <title>Research in Progress (RIP)</title>
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    <atom:link href="https://rip.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <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>Development of a Network-Level Data-Driven High Friction Surface Treatment Location Selection Approach Leveraging Remote Sensing Technologies</title>
      <link>https://rip.trb.org/View/2643023</link>
      <description><![CDATA[High Friction Surface Treatment (HFST) is an effective countermeasure for reducing crashes at horizontal curves, yet current site selection practices rely heavily on historical crash data and manual field inspections. These approaches limit agencies’ ability to proactively identify high-risk locations and efficiently allocate limited safety resources. This project addresses these limitations by developing a scalable, data-driven framework for HFST site prioritization at the network level.

The research will create an automated data-processing pipeline that extracts roadway geometry and surface characteristics from mobile LiDAR and video log imagery, including curve radius, superelevation, signage, and surface condition. These features will be integrated with pavement condition and crash data to identify high-risk and constructible HFST locations. The approach will be validated through a case study using Massachusetts Department of Transportation (MassDOT) roadway and crash data. Results will provide transportation agencies with a transferable methodology for proactive HFST deployment, improving safety outcomes and supporting more efficient infrastructure management.]]></description>
      <pubDate>Thu, 18 Dec 2025 14:36:51 GMT</pubDate>
      <guid>https://rip.trb.org/View/2643023</guid>
    </item>
    <item>
      <title>High Friction Surface Treatment Decision-Making Criteria </title>
      <link>https://rip.trb.org/View/2640691</link>
      <description><![CDATA[Between the years of 2019 and 2023, there were 203,662 run-off-road (ROR) crashes in Missouri resulting in 1,983 fatalities and 9,428 severe injuries. One safety countermeasure used by state departments of transportation (DOT) to address ROR crashes is called a high friction surface treatment (HFST). The goal of this research project is to provide the Missouri Department of Transportation (MoDOT) with criteria to help proactively identify locations for potential friction treatment applications. An ideal situation would be to calculate the minimum friction at a given curve location and have a list of friction treatment options (e.g., HFST, superelevation adjustments, curve realignment, and others). These criteria would be incorporated into MoDOT’s Engineering Policy Guide (EPG).]]></description>
      <pubDate>Tue, 16 Dec 2025 09:20:39 GMT</pubDate>
      <guid>https://rip.trb.org/View/2640691</guid>
    </item>
    <item>
      <title>Microsurfacing Mix Design Evaluation</title>
      <link>https://rip.trb.org/View/2563765</link>
      <description><![CDATA[Microsurfacing treatments are becoming more prevalent in North Carolina as a preservation treatment and pavement surfacing option. Microsurfacing treatments are placed by spreading a mixture of dense graded aggregate, polymer-modified asphalt emulsion, water, and mineral fillers in a layer that is usually 0.4 to 0.5 in. thick. This treatment is typically applied over an existing pavement surface as preventive maintenance. Such treatments, when properly applied, provide pavement life extension of between 7 to 9 years. In addition, as the recent RP2024-12 project has shown, microsurfacing can also have substantially higher macrotexture and friction values than traditional dense graded mixes. These improvements may lead to reduced crash rates and safer roadways. 

The use of microsurfacing in North Carolina is still relatively new and as a result, the current North Carolina Department of Transportation (NCDOT) special provision for microsurfacing design have been borrowed largely from the guidelines developed by the International Slurry Surfacing Association (ISSA). However, there are some limitations with this approach: these guidelines are not adapted to account for North Carolina aggregate specifications, they are not adapted to the specific performance concerns in the State, and they do not address functional performance. To address these state-specific concerns, a revised set of mix design guidelines, notably gradations, need to be developed. 
In light of this need, the proposed research plan will seek to achieve three objectives: (1) establish a North Carolina specific microsurfacing mix design procedure, (2) recommend microsurfacing finishing practices for improved pavement surface texture and friction, (3) and develop documentation to support further microsurfacing deployment. 

These objectives will be met with six tasks: literature review to update the reviews completed under RP2024-12 with any new findings or information; review existing stockpile and gradation data from NCDOT approved sources; conduct experiments to evaluate the sensitivity of microsurfacing performance to mix design; conduct experiments to evaluate the effect of surface preparation methods on microsurfacing macrotexture and friction;  update NCDOT special provisions with respect to mixture design and approval based on findings from previous tasks; and prepare a final report summarizing the methodology, results, and recommendations. 

The primary outcome of the proposed research will include mixture design and finishing recommendations for microsurfacing, which will allow NCDOT engineers and their contractors to design cost effective and high performing microsurfacing. The research results are thus anticipated to improve overall pavement performance by increasing service life, improving pavement skid resistance (where possible), and reducing life cycle costs. 

This research will produce two key outcomes towards NCDOT Strategic Goals; (1) preserve existing pavement structures that are in overall good condition and (2) improve the surface texture and friction of an existing roadway. The research outcomes will provide the data and guidelines for expanded implementation of microsurfacing.
]]></description>
      <pubDate>Fri, 13 Jun 2025 12:17:22 GMT</pubDate>
      <guid>https://rip.trb.org/View/2563765</guid>
    </item>
    <item>
      <title>Guide for Optimized Friction Treatment Selection Strategies

</title>
      <link>https://rip.trb.org/View/2558406</link>
      <description><![CDATA[Pavement friction is governed by the surface’s microtexture and macrotexture. When friction is insufficient, it indicates a deficiency in one or both. Friction demand varies by location and depends on various factors, including vehicle speed, traffic volume, road geometry, facility type, and environmental conditions. If friction supply falls below friction demand, roadway safety is compromised, requiring timely mitigation strategies.

Research is needed to help agencies (1) identify root causes of insufficient friction and (2) select the most beneficial and cost-effective treatment that considers friction demand, surface materials, remaining service life, and site-specific constraints.

The objective of this research is to develop a guide, supported by decision-making processes, to (1) assess whether a friction-related treatment is warranted and why and (2) select the most appropriate and cost-effective friction treatment while accounting for site-specific constraints and performance requirements.]]></description>
      <pubDate>Tue, 27 May 2025 21:08:10 GMT</pubDate>
      <guid>https://rip.trb.org/View/2558406</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>
    </item>
    <item>
      <title>Quarry By-product Fines for Otta Seal Surfacing of Local Roads</title>
      <link>https://rip.trb.org/View/2417469</link>
      <description><![CDATA[An Otta seal is a cost-effective surface treatment that is formed by adding graded aggregate to a thick application of soft binder. It is worked into the aggregate as traffic rolls over it. This project will examine the use of quarry by-product fines, a leftover material from crushed rock extraction found in abundance in Illinois, as aggregates in Otta seals. Researchers will review design parameters as well as conduct lab testing to prepare mechanistic-based design and construction guidelines for Otta seals with quarry by-product aggregates. Effectively using Otta seals with quarry by-product aggregates will reduce operational costs and maintenance needs as well as minimize aggregate segregation and provide environmental benefits.]]></description>
      <pubDate>Fri, 16 Aug 2024 09:11:26 GMT</pubDate>
      <guid>https://rip.trb.org/View/2417469</guid>
    </item>
    <item>
      <title>SPR-4940:  Implementing An Advanced Friction Test Program for Seamless Coverage of INDOT System</title>
      <link>https://rip.trb.org/View/2404037</link>
      <description><![CDATA[The research project SPR-4646, Advancing INDOT’s Friction Test Program for Seamless Coverage of System, approved implementation plan has developed a roadmap to ensure that all valuable findings of SPR-4646 will be implemented. This proposal further outlines the tasks and activities for successfully executing the implementation plan and incorporate additional tests on new pavement marking materials as recommended by the SAC.]]></description>
      <pubDate>Wed, 17 Jul 2024 12:07:28 GMT</pubDate>
      <guid>https://rip.trb.org/View/2404037</guid>
    </item>
    <item>
      <title>Bond Performance Between Precast UHPC Substrates and Field Cast UHPC Connections</title>
      <link>https://rip.trb.org/View/2389412</link>
      <description><![CDATA[This research will investigate bond between hardened and freshly cast ultra high performance concrete (UHPC) and develop cohesion and friction coefficients which can be used with current AASHTO LRFD Bridge Design Specifications design capacity equations, unless the current equations prove to not fit well, in which case design capacity equations will be developed. Construction specifications will be written that Florida Department of Transportation (FDOT) can use to ensure durable joints can be achieved. Variables investigated will include UHPC mix design (both proprietary and non-proprietary), concrete strength and age (of both the precast and field-cast UHPC), surface treatment, and pre-wetting procedures. Surface treatment methods investigated will include multiple depths of form-liners, multiple grades of paste retarders, and combinations of both techniques. Surface treatment methods which result in exposed steel fibers will be investigated. Methods for preventing exposed steel fibers from corroding between pre-casting and field-casting will also be investigated.]]></description>
      <pubDate>Wed, 12 Jun 2024 07:23:16 GMT</pubDate>
      <guid>https://rip.trb.org/View/2389412</guid>
    </item>
    <item>
      <title>Synthesis of Information Related to Highway Practices. Topic 56-15. Practices for Selecting, Installing, Maintaining, Replacing, and Successively Using Complementary Bridge Deck Protection Systems



</title>
      <link>https://rip.trb.org/View/2384696</link>
      <description><![CDATA[A complementary bridge deck protection system is comprised of deck treatments (AASHTO Element 510 Wearing Surface and Element 521 Concrete Protective Coating) constructed together as a system to extend the service life of a deck beyond what either treatment would achieve if used separately.

Once a bridge is constructed and put into service, it begins to deteriorate. One of the most vulnerable bridge components to deterioration is the bridge deck.  Decks are often exposed to contaminants and adverse weather conditions (deicing chemicals, road salts, etc.), water, freeze thaw conditions, and saltwater environments.  Water and contaminants can penetrate concrete and cause accelerated deterioration. 

State departments of transportation (DOTs) undertake a variety of strategies in design, construction, and maintenance to minimize, reduce, and slow down the deterioration of their bridges. Many bridge decks have overlays, such as: asphalt only, asphalt with a liquid applied waterproof membrane, asphalt with a sheet applied waterproof membrane, rigid cementitious concrete, latex modified concrete, premixed polymer concrete with primer, multi-layer polymer concrete with primer, etc.  These overlays function as protective wearing surfaces that reduce the amount of water and contaminants permeating the underlying deck concrete, thereby increasing the service life of the deck.  However, they may obscure the condition and hide the deterioration of the underlying deck.

Some state DOTs use overlays in conjunction with deck treatments, such as: concrete penetrating sealers, crack sealers or healer sealers, or a combination of sealer types.  These complementary bridge deck protection systems further extend the service life of decks because the top layer of protection (the overlay) has to fail before the second layer of protection (the sealer) begins to work.  Using a complementary bridge deck protection system may give state DOT bridge owners latitude of when to replace the overlay without experiencing significant deck deterioration.   The cost of applying a concrete penetrating sealer, crack sealer, or healer sealer is estimated to be 2% the cost of replacing a deck, 4% the cost of a partial depth deck replacement, and 1% the cost of new bridge construction. However, even at this relatively low cost, it is unknown how extensively complementary bridge deck protection measures are used.

The objective of this synthesis is to document state DOT practices for the selection and use of complementary bridge deck protection systems (single or combined).  The synthesis encompasses current practices for designing (selecting a deck treatment combination), installing, maintaining, replacing, and successively using complementary bridge deck protection systems to extend the service life of bridge decks.]]></description>
      <pubDate>Fri, 31 May 2024 20:17:46 GMT</pubDate>
      <guid>https://rip.trb.org/View/2384696</guid>
    </item>
    <item>
      <title>Asphalt Emulsion-Based High Friction Surface Treatments</title>
      <link>https://rip.trb.org/View/2381730</link>
      <description><![CDATA[High friction surface treatment (HFST) is a proven Federal Highway Administration (FHWA) safety countermeasure applied to pavements to significantly increase texture and skid resistance at critical locations, such as sharp curves, ramps, intersections, steep gradients, and pedestrian crossings, particularly in wet conditions. However, current HFST technologies tend to be expensive due to the use of specialized, high-quality aggregates, such as calcined bauxite and premium binders.

Research is needed to explore alternative binder technologies (e.g., emulsified asphalt) and aggregate types to develop novel HFSTs with lower life cycle costs and equal or better performance to traditional HFSTs that use polymer binder (e.g., epoxy resin) and calcined bauxite aggregates.

The objective of this project is to develop guidelines for using engineered asphalt emulsion-based HFSTs that achieve the same performance as traditional HFSTs. At a minimum, the research will assess the technical and economic feasibility of using engineered asphalt emulsion-based HFST.]]></description>
      <pubDate>Tue, 21 May 2024 20:24:29 GMT</pubDate>
      <guid>https://rip.trb.org/View/2381730</guid>
    </item>
    <item>
      <title>Guidelines for the Selection of Performance-Related Tests for the Acceptance of Preservation Treatments</title>
      <link>https://rip.trb.org/View/2361977</link>
      <description><![CDATA[Pavement preservation provides a means for maintaining and improving the functional condition and safety of an existing highway system. Although pavement preservation is not expected to substantially increase structural capacity, it generally leads to improved pavement performance and longer service life. Although a great deal of information on the design, materials, and construction practices of several preservation treatments is available, there is no nationally accepted guidance on the performance-related tests required for their acceptance. There is a need to develop guidelines for the selection of performance-related tests for the acceptance of preservation treatments, particularly chip seals and microsurfacing, to help highway agencies with the acceptance of these treatments and achieving the most benefit from their application.
OBJECTIVE:  The objective of this research is to develop guidelines for the selection of performance-related tests for the acceptance of preservation treatments. The research shall focus on chip seals and microsurfacing. For the purpose of this research, acceptance tests include those required for design, production, and placement of the treatment.  
]]></description>
      <pubDate>Mon, 01 Apr 2024 15:55:15 GMT</pubDate>
      <guid>https://rip.trb.org/View/2361977</guid>
    </item>
    <item>
      <title>Evaluation of Enhanced-Friction Asphalt Overlays and Surface Treatments</title>
      <link>https://rip.trb.org/View/2259930</link>
      <description><![CDATA[This project will evaluate alternative asphalt-based solutions, both thicker asphalt mixtures and thinner asphalt-based surface treatments, that may provide similar frictional benefits to HFSTs, but with reduced cost and/or increased durability. Specifically, this project will explore potential high friction aggregate options that could be used in Florida and can be incorporated into asphalt mixtures and/or surface treatments. The project will explore and optimize the type(s) and amount of high friction aggregate(s) needed in existing Florida Department of Transportation (FDOT) friction courses (FC-4.75, FC-9.5, and FC-5) containing other aggregates commonly used in Florida for surface mixtures (south Florida limestone and Georgia granite) to significantly improve the frictional characteristics of these mixtures. Note 1: FC-4.75 has been used on occasion by FDOT. It is governed by a developmental specification located on the Department’s website. FC-4.75 can be placed thinner than traditional dense graded friction courses commonly used by the Department and may provide a more cost-effective option than FC-9.5. The project will also determine the most cost-effective measure for improving friction characteristics to multiple prescribed levels.]]></description>
      <pubDate>Tue, 03 Oct 2023 08:50:38 GMT</pubDate>
      <guid>https://rip.trb.org/View/2259930</guid>
    </item>
    <item>
      <title>Develop Recommendations for Evaluating Surface Types and Aggregate Properties to Minimize Wet Weather Crashes</title>
      <link>https://rip.trb.org/View/2256332</link>
      <description><![CDATA[The current design methodology for asphalt and seal coat surfaces is limited when considering safety aspects like friction and surface texture, also known as skid resistance. The only requirement for asphalt or seal coats placed on high demand areas is that they use surface aggregate classification (SAC) A coarse aggregates. This approach has several shortcomings: does not consider the friction and texture of the final surface; does not consider the change in skid resistance versus trafficking; SAC system is defined by the acid insolubility test, not a direct measurement of aggregate properties that mechanically generate skid resistance; and SAC categories are very broad with no distinction of the best and worst performing aggregates in each class.
Consequently, some recent resurfacing projects have resulted in unacceptable skid resistance shortly after construction, even when SAC A aggregates were used. As such, there is a serious need to improve the current design process for asphalt and seal coat to ensure that the surfaces will have acceptable long-term skid resistance.  The research team will develop a laboratory-based system to select the pavement surface type and coarse aggregate types that will provide adequate skid resistance over the life of the pavement surface.]]></description>
      <pubDate>Wed, 27 Sep 2023 17:11:14 GMT</pubDate>
      <guid>https://rip.trb.org/View/2256332</guid>
    </item>
    <item>
      <title>SPR-4646: Advancing INDOT’s Friction Test Program for Seamless Coverage of System</title>
      <link>https://rip.trb.org/View/1888356</link>
      <description><![CDATA[Pavement friction is one of the main factors affecting roadway safety. The current 
Indiana Department of Transportation's (INDOT’s) friction test program needs to be enhanced to include the polish-prone spots such as horizontal curves and highway sections with steep grades. In addition, the INDOT R&D Division has increasingly received requests for friction testing on pavement markings at crash sites such as two-lane rural highways and intersections over the past few years. However, no standard method or practice is currently widely accepted for testing and evaluating the friction performance of pavement markings nationwide. Color surface treatment (CST) (i.e., colored pavement) is increasingly used within bus and bike lanes to increase the visibility of the facilities and reduce unauthorized lane uses. CST is also anticipated to enhance safety through durable friction performance under frequent bus braking and acceleration. This study is proposed to address above issues related to friction testing and improve highway safety.]]></description>
      <pubDate>Tue, 26 Oct 2021 10:16:12 GMT</pubDate>
      <guid>https://rip.trb.org/View/1888356</guid>
    </item>
    <item>
      <title>Guidance for the Construction of Sand Seals and Ultra-thin Bonded Wearing Courses</title>
      <link>https://rip.trb.org/View/1854197</link>
      <description><![CDATA[Pavement preservation provides a means for maintaining and improving the functional condition of an existing highway system. Although pavement preservation is not expected to substantially increase structural capacity, it generally leads to improved pavement performance and longer service life. Sand seals are used to fill existing pavement cracking and even out surface smoothness defects. Ultra-thin bonded wearing courses (UTBWCs) are used to correct surface distresses, and improve surface smoothness and friction, and reduce hydroplaning. Although a great deal of information on the design, materials, and construction practices of these treatments is available, there is no nationally accepted guidance on their construction. There is a need to develop guidance to help state departments of transportation (DOTs) apply these treatments more effectively and achieve the most benefit of their applications.
 
The objective of this research was to develop recommended guidance for the construction of sand seals and UTBWCs as used in preservation treatments. 
 
Research is complete. The final deliverable included 3 documents: (1) guidance on the construction of sand seals and ultra-thin bonded wearing courses, guidance on the quality assurance of sand seals and ultra-bonded wearing courses, an (3) a final report that summarizes the work performed in the project. The guidance documents for construction and quality assurance have been provided to AASHTO Committee on Materials and Pavements for consideration and adoption. The contractor's final report is available at: 
https://www.nationalacademies.org/webdocs/14-48parti-finalreport/14-48PartI-FinalReport.pdf?channelToken=b9515dcea9b44b1caeec286a25accf32&download=false&tStamp=1713982764848
 
 ]]></description>
      <pubDate>Tue, 25 May 2021 11:34:00 GMT</pubDate>
      <guid>https://rip.trb.org/View/1854197</guid>
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