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    <title>Research in Progress (RIP)</title>
    <link>https://rip.trb.org/</link>
    <atom:link href="https://rip.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <language>en-us</language>
    <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>Evaluation of Large Truck Parameter Requirements For Crash Testing</title>
      <link>https://rip.trb.org/View/2712181</link>
      <description><![CDATA[Research is needed to examine test-vehicle physical properties, vehicle pre-test preparation, and relevant evaluation criteria for Manual for Assessing Safety Hardware (MASH) Test Levels 4, 5, and 6, considering the current large-vehicle fleet and contemporary freight operations. Research needs include: (1) Reviewing and updating the physical properties of single-unit trucks (Test Level 4), tractor-vans (Test Level 5), and tractor-tank vehicles (Test Level 6), including vehicle dimensions, mass, center-of-mass height, and other critical features, to better reflect the current large-vehicle fleet. The research should also review MASH documentation requirements for large test vehicles. (2) Determining whether MASH test-vehicle pre-test preparation for large vehicles reflects critical and contemporary operating practices. For example, this may include determining whether rigidly anchored or translatable ballast freight distributions contribute to more severe impact conditions or vehicle instability following impact. (3) Assessing MASH evaluation criteria, including rollover potential, occupant risk, and effects on adjacent traffic flow, in relation to the system’s intended purpose and primary function. For example, a barrier designed primarily to capture an impacting vehicle and prevent secondary collisions with roadside obstacles may be considered successful if it effectively contains and redirects the vehicle. However, research is needed to explore whether there is value in refining the evaluation criteria to include a “preferred” performance designation for systems that also minimize occupant risk, limit occupant compartment damage, and improve vehicle stability by reducing rollover potential for large vehicles.]]></description>
      <pubDate>Tue, 09 Jun 2026 15:16:30 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712181</guid>
    </item>
    <item>
      <title>Development of a Materials Sampling and Testing Safety Guide</title>
      <link>https://rip.trb.org/View/2709245</link>
      <description><![CDATA[Materials sampling and testing technicians work in laboratory, field, and plant site settings that present a wide range of occupational hazards. These hazards may include exposure to hazardous chemicals, airborne particulates, radioactive substances, hot materials, heavy equipment, live traffic, moving plant components, and specialized testing equipment. While safety information is available through product labels, safety data sheets, company policies, agency procedures, and some standards, the information is inconsistent and not always widely available to all workers.

There is currently no standard practice or guide specifically tailored to the transportation materials sampling and testing industry. Many standard practices and test methods state that they do not address all safety concerns and that users are responsible for establishing appropriate safety and health practices. However, safety guidance for some sampling and testing technicians may not exist in a consistent or accessible form. A comprehensive guide would help define and clarify relevant safety requirements, relate existing industry safety practices to transportation materials sampling and testing, and provide a baseline standard that can be applied across state departments of transportation, other public agencies, consulting firms, materials producers, and contractors.

OBJECTIVE: The objective of this research is to develop draft language for a comprehensive safety guide for consideration by the AASHTO Committee on Materials and Pavements (COMP) to help mitigate the risk of harm to materials sampling and testing technicians from occupational hazards. The guide should combine existing safety practices across many industries, guides, and documents and relate them to transportation materials sampling and testing processes. The guide should include recommended safety practices that can be used in laboratory, field, or plant site settings.

]]></description>
      <pubDate>Tue, 02 Jun 2026 15:00:57 GMT</pubDate>
      <guid>https://rip.trb.org/View/2709245</guid>
    </item>
    <item>
      <title>Determination of Test Methods to Quantify the Effects of Organic and Inorganic Constituents in Silica Sand Used for Construction</title>
      <link>https://rip.trb.org/View/2698276</link>
      <description><![CDATA[Quality control of sand and fine aggregate is of paramount importance to ensure the structural adequacy, long-term durability and sustainability of structures owned by the 
Florida Department of Transportation (FDOT). To ensure the organic components within sand do not exceed minimum threshold values, an evaluation of the materials as well as the test methods themselves will be performed as part of this research project. The results from the research project BEB28 suggest that there is a good correlation between the results obtained from the Modified Walkley Black (MWB) method and elemental analysis via combustion (EA) method. The two methods yield similar or consistent measurements of organic carbon content in soil samples. Such correlation is valuable because it indicates that both methods can be used interchangeably or in conjunction to assess soil organic carbon levels. This correlation strengthens the reliability and applicability of both techniques in soil research and management.]]></description>
      <pubDate>Fri, 01 May 2026 07:34:22 GMT</pubDate>
      <guid>https://rip.trb.org/View/2698276</guid>
    </item>
    <item>
      <title>Multiscale Understanding of Pervious Concrete Using Digital Packing and Automated Permeability Testing</title>
      <link>https://rip.trb.org/View/2696018</link>
      <description><![CDATA[This project develops a digital framework to better understand and predict the performance of pervious concrete. The work integrates (i) establishing a database of true three-dimensional (3-D) shapes and surface texture of coarse aggregates in pervious concrete, (ii) development of an automated permeability testing system for conducting reliable and robust measurements of hydraulic conductivity, (iii) reconstruction of a customizable 3-D digital model of pervious concrete by packing the digitalized coarse aggregates from database, which is validated by the key pore characteristics and reference testing results from automated hydraulic conductivity measurement.
To achieve the above-mentioned integration, the research will proceed through a series of coordinated actions. First, the research team will establish a database of digitalized coarse aggregates for modelling pervious concrete by employing an industrial-grade blue-laser 3-D scanner to obtain the true 3-D shape and surface texture of over 1000 coarse aggregates. The quantity of 1000 digitalized coarse aggregates is an adequate number for enabling digital packing. Next, an automated and robust permeability testing system will be developed to perform hydraulic conductivity measurement on pervious concrete specimens with controlled porosity, which provides reliable high-quality experimental results for model validation. Finally, the team will build a customizable 3-D model of pervious concrete cylinder by packing digital coarse aggregates from the database, which can predict the pore structure and transport behavior of stormwater in pervious concrete. The research  team has rich experience in digitalization of materials and developing experimental data-based 3-D models for modelling engineering properties and will complete developing the automated hydraulic conductivity testing system in six months. This testing system will include multiple high-frequency sensors simultaneously collecting pressure change data and flow rate change date, which can balance the accuracy, robustness, efficiency, and cost of hydraulic conductivity test. This framework ties together physical testing and advanced modeling to deliver practical, field-ready guidance with the objective of improving the efficiency and accuracy of pervious concrete design and reducing the construction cost of pervious concrete.
]]></description>
      <pubDate>Thu, 23 Apr 2026 17:09:56 GMT</pubDate>
      <guid>https://rip.trb.org/View/2696018</guid>
    </item>
    <item>
      <title>Passenger Evacuation Experience</title>
      <link>https://rip.trb.org/View/2694524</link>
      <description><![CDATA[Data and information on passenger perspectives from recent aircraft evacuations are required to identify areas of success and needs for improvements. During the normal investigation of these incidents, the response rate to the office inquiry is low, and the National Transportation Safety Board (NTSB) does not collect these data points unless it is classified as an accident. These data are needed to evaluate passenger behavior, passenger flow,  experience with passengers with disabilities and children, and evaluate decision making on passengers choosing to take personal items with them. Alternate means of reaching out to passengers will be investigated to gather these data. Ensuring to document any challenges the passengers faced, points of confusion, injuries sustained, or aspects which made the process operate efficiently. Special focus will be on parents/caregivers traveling with children, passengers who have special accessibility needs or physical limitations, those traveling with animals, and those who evacuated with personal items. Research team will collect similar responses from cabin crew members, such as flight attendants, to gain their perspective on the evacuation event and areas for possible improvement. These data collections were recommended as part of the Emergency Evacuation Aviation Rulemaking Committee (ARC). ]]></description>
      <pubDate>Wed, 22 Apr 2026 10:30:31 GMT</pubDate>
      <guid>https://rip.trb.org/View/2694524</guid>
    </item>
    <item>
      <title>Naïve Subject Testing – Suite Emergency Passage Features</title>
      <link>https://rip.trb.org/View/2686617</link>
      <description><![CDATA[Applicants for type design approval are working to support their airline customers by installing passenger suites that include doors between the passenger and exit.  To install these doors, an exemption to 25.813(e) is required in which one of the conditions of the exemption is that the applicant must show the emergency passage feature (EPF) is simple and obvious to open.  Applicants achieve this showing by completing a naïve subject test.  The test method currently being used combines test parameters from the naïve subject test for evacuation specified in Part 25 Appendix J, the naïve subject test for life vest donning specified in TSO-C13, and the naïve subject test for floor proximity markings outlined in AC 25.812-1 and AC 25.812-2a.  The test method has several variables involved that are debated amongst regulators and applicants on how they should be controlled.  As a result, the test is run inconsistently, and variations in how the test is performed has led to an unlevel playing field amongst applicants, delays in certification testing by seat suppliers, and conflicting design approvals.   ]]></description>
      <pubDate>Wed, 01 Apr 2026 10:17:47 GMT</pubDate>
      <guid>https://rip.trb.org/View/2686617</guid>
    </item>
    <item>
      <title>Mixed Virtual Reality as an Aid in Advancing the Reliability and Robustness of Connected and Automated Vehicle Applications</title>
      <link>https://rip.trb.org/View/2675998</link>
      <description><![CDATA[The rigorous evaluation of safety critical Connected and Automated Vehicle (CAV) scenarios, faces some significant hurdles. Physical testing of scenarios (including edge-cases) presents risk and cost challenges as it is inherently dangerous, cost-prohibitive, and often non-reproducible. Additionally, purely virtual simulation lacks the real-world complexity of communication latency, interference, sensor noise profiles, and realistic representation of physical vehicle dynamics. To address this, the research team proposes using Mixed Reality (MR) co-simulation on a closed-course test track. This powerful alternative merges the real-world fidelity of a physical test platform (live sensor data, vehicle kinematics, real wireless communication channels) with the reproducible complexity of a virtual environment. This enables the safe and rigorous testing of otherwise impractical edge cases. The MR testbed facilitates comprehensive evaluation, addressing critical challenges for example: (1) Robustness and Reliability: It allows for precise injection of sensor degradation faults and failures and enables V2X reliability stress-testing in real-world communication and interference. (2) Cybersecurity and PNT Resilience: The platform safely simulates False Data Injection (FDI) and Denial of Service (DoS) attacks into the V2X communication channel, testing the Vehicle Under Test's Intrusion Detection Systems. Furthermore, it assesses system reliability when Position, Navigation, and Timing (PNT) data is compromised (e.g., via GNSS spoofing), evaluating the system's ability to use V2X data for positioning correction or safe mode transition. This framework leverages the validated utility of Hardware-in-the-Loop (HiL) platforms to rigorously evaluate the real-time performance and resilience of V2X protocols and sensor data fusion architectures on embedded edge computers. The project will leverage the existing highly-instrumented vehicle platform previously developed through the U.S. DOE ARPA-E NEXTCAR Program, which will serve as the Vehicle Under Test (VUT). Collaboration with TRC will be leveraged to facilitate the setup and validation of the MR testbed.]]></description>
      <pubDate>Mon, 02 Mar 2026 18:57:53 GMT</pubDate>
      <guid>https://rip.trb.org/View/2675998</guid>
    </item>
    <item>
      <title>Improved VDOT Bioretention Media Specification</title>
      <link>https://rip.trb.org/View/2672501</link>
      <description><![CDATA[Virginia Department of Transportation (VDOT) uses bioretention as a stormwater control measure (SCM); however, the most recent special provision for VDOT bioretention soil media requires that testing the media’s infiltration rate use a unique mesocosm test method, outlined in VTM-134 (VDOT, 2025), which presents five challenges.  These are (1) inconsistency in how the media is placed and ultimately compacted in the test apparatus and therefore potential variability in the test results; (2) lack of labs willing to run the mesocosm test (only one in Virginia does this); (3) large amount of media required (40 5-gallon buckets of media and related materials); (4) lack of information proving this test is needed to procure successful bioretention soil media; and (5) a cost of $6,000 to run one test.  Due to these challenges, few media providers both try to meet the requirements and then succeed in doing so, which ultimately increases the overall project costs when bioretention is selected as the SCM.  A unique aspect of testing a media’s infiltration rate using the mesocosm test is consideration of how both de-icing salts and wet and dry cycles (to mimic rainfall patterns) impact a media’s infiltration rate. These unique aspects of the mesocosm test appear to be why it’s included in the current special provision. This study will recommend a specification for VDOT bioretention soil media that addresses the five challenges of the mesocosm test method to determine the media’s infiltration rate based on laboratory testing.]]></description>
      <pubDate>Thu, 19 Feb 2026 10:50:44 GMT</pubDate>
      <guid>https://rip.trb.org/View/2672501</guid>
    </item>
    <item>
      <title>Comparison of Sample Size and Curing time on Concrete Performance</title>
      <link>https://rip.trb.org/View/2672004</link>
      <description><![CDATA[The goal of this research is to continue department’s initiative to reduce test specimen size and support departments transition to Performance Engineered Mixture (PEM) implementation. The funding for this project will allow the department to sample and perform testing on various concrete mixes across the state and gain deeper understanding on how concrete mixes in Wisconsin will perform. Due to an increased use of Supplementary Cementitious Materials (SCM) in Wisconsin to improve durability of concrete mixes, Federal Highway Administration (FHWA) Mobile Concrete Technology Center (MCTC) laboratory and Wisconsin Highway Research Program (WHRP) studies indicated that using 28-day test results for acceptance may not be the most accurate representation of concrete performance as some SCMs require additional time to activate and gain strength in the concrete mixture. Wisconsin Department of Transportation (WisDOT) plans to evaluate the impact of extended curing of concrete strength specimens. These strength specimens can also be used to measure surface resistivity at 56 days to compare with surface resistivity values measured using the accelerated cure method per WTM T358. WisDOT would also investigate reducing compressive strength specimen size from 6”x12” to 4”x8”.]]></description>
      <pubDate>Wed, 18 Feb 2026 14:28:52 GMT</pubDate>
      <guid>https://rip.trb.org/View/2672004</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>Design and Testing of High-Load Multi-Rotational Disc Bearings for Bridges



</title>
      <link>https://rip.trb.org/View/2669883</link>
      <description><![CDATA[The American Association of Highway and Transportation Officials (AASHTO) LRFD Bridge Design Specifications (BDS) currently contain limited design criteria for disc bearings. The BDS requirements are predominately based on NCHRP Project 10-20A, “High-Load, Multi-Rotational Bearings: Design, Materials, and Construction” initiated in 1986 and published in 1999 as NCHRP Report 432: High-Load Multi-Rotational Bridge Bearings.  At the time, only one company manufactured disc bearings and testing samples of their product were limited.  Since 1999, multiple companies manufacture disc bearings and industry standards have progressed. 

Due to the limited research, bridge designers are reliant on disc bearing manufacturers’ unique in-house designs, which introduces uncertainties that may result in nonuniform reliability and performance. Renewed consideration of high-load multi-rotational (HMLR) disc bearings would likely result in a more thorough and robust design approach. Research is needed to update the current practice for the design, fabrication, and construction of disc bearings.

OBJECTIVE: The objective of this research is to develop design procedures and acceptance testing methods and criteria for HLMR disc bearings for highway bridges. It shall be applicable to all design limit states.]]></description>
      <pubDate>Mon, 16 Feb 2026 18:46:02 GMT</pubDate>
      <guid>https://rip.trb.org/View/2669883</guid>
    </item>
    <item>
      <title>Testing Sand-Lightweight Concrete Bridge Deck Members Reinforced with Glass FRP Bars: Phase I</title>
      <link>https://rip.trb.org/View/2652545</link>
      <description><![CDATA[It is widely recognized by State departments of transportation (DOTs) that bridge decks are one of the most widely known elements in the highway infrastructure needing replacement, especially in the north east and mid-west of the United States due to corrosion imposed by deicing salts. The introduction, success and standardization of the use of Glass Fiber Reinforced Polymer (GFRP) bars in various structural elements, especially those prone to corrosion, represents a value added to the life cycle cost of these members since the estimated service life of GFRP bars is 75-100 years. This type of innovative reinforcing material, when combined with lightweight concrete to produce bridge decks represents a new advancement and breakthrough in structural engineering innovation. Very little has been done in research on lightweight concrete bridge decks when combined with GFRP bars.
Phase I of this study will be comprised of the following distinct tasks:
1.	Mix design calibration for sand lightweight concrete:
Using 1L Cement (Portland-Limestone), which has approximately 10% (+/- 2%) raw natural unprocessed Lime Stone inter-ground with the clinker, from Ashgrove or Monarch, trial batches will be performed with standard cylinder tests for compressive strength and standard prisms for flexural tension. Lightweight aggregates will be acquired from either Buildex or Arcosa. Water reducer with slightly higher w/c ratio (around 0.4) will be initially targeted. Mix design will target 5,200 psi concrete (+/- 800 psi) to yield 4000 psi as a minimum in all cases. Use of synthetic fibers in another trial mix will also be examined.
2.	Bond tests using the hinged beam test:
Five bond tests will be performed using the finalized mix designs cast into the standard hinged (RILEM) beam specimen. At least three bond tests will be performed on sand lightweight concrete while the other two tests will be reserved for a sand lightweight concrete reinforced with synthetic fibers plus a GFRP bar to improve bond and another one with epoxy-coated bar. A single size GFRP bar (#4) will be acquired from Mateen Bars and used in the four bond tests. The last test will be the control using #4 epoxy-coated bar.
3.	Full Scale flexural deck tests:
Based on the results of the bond tests, the mix design will be finalized and applied in casting the full-scale specimens. These deck specimens will have a cross section of 20 in. width by 8.5 in. depth. The full length will be 7’ 11” with 4” bearing plates at each support leaving 7’ 3” of clear span. Both ends will be fixed to induce negative moments. The end fixities will be achieved by sandwiching the 4” of beam support ends in between two thick plates tightened together by two side threaded rods with pre-tensioned applied torque to each. Two-point loads will be applied on both sides of the mid-span to generate a moment diagram closest to that of a distributed load by spacing them a distance to achieve that. The deck sections will be reinforced with #5 GFRP bars on top and #4 GFRP bars on the bottom at a spacing to be computed by design to achieve a moment capacity equivalent to that of a standard KDOT deck design using epoxy-coated steel bars. Five different deck specimens will be constructed as follows: 
Specimen 1: Control deck specimen with epoxy-coated steel bars.
Specimen 2: Deck specimen with #5 top and #4 bottom GFRP bars.
Specimen 3: Identical to Specimen 2 for redundancy.
Specimen 4: Identical to Specimen 2 using 3#3 top and 2#3 bottom bundled GFRP bars.
Specimen 5: Identical to Specimen 4 for redundancy.]]></description>
      <pubDate>Tue, 13 Jan 2026 15:59:44 GMT</pubDate>
      <guid>https://rip.trb.org/View/2652545</guid>
    </item>
    <item>
      <title>Integrating MBA, PIRS, and DSR Testing Process for Rapid Assessment of Emulsified Asphalt Quality in the Field </title>
      <link>https://rip.trb.org/View/2646945</link>
      <description><![CDATA[Ensuring emulsified asphalt quality in the field is vital to the success of pavement maintenance and rehabilitation projects and the resulting enhancement of durability and service life. The current test methods for determining emulsified asphalt residue quality are time-consuming and do not address some important properties of residue, like the oxidation level. In the proposed project, the research team from the University of Oklahoma will work collaboratively with a nationally known industry expert to develop a rapid, field-ready testing of emulsified asphalt residue by integrating three different technologies into an innovative quality testing method. The first is a Moisture-Balance Analyzer (MBA), which is an automated laboratory instrument used to measure the moisture content of a sample, will be used for rapid characterization of residue. The second is a Portable Infrared Spectroscopy (PIRS), which is used to identify substances by unique absorption patterns when they interact with infrared light, particularly for assessment of asphalt oxidation. The third is a Dynamic Shear Rheometer (DSR), which is an instrument used to measure the rheological properties of asphalt binders, and to determine its high-temperature performance grade. These three integrated technologies will provide valuable data on emulsified asphalt residue, which is a pay factor for contractors and agencies, affecting payments based on quality standards. Residue not meeting agency specifications and pay deductions impact profitability and cause project delays. Among other factors, the use of MBA ensures fast, automated, and accurate residue testing. The “oxidation fingerprint” serves as an indicator of performance and durability. The integrated MBA-PIRS-DSR test process makes residue results available to contractors much faster than is currently possible, increases agency efficiency and productivity, and reduces project delays.  

The project will address three objectives. The first is to develop and validate the integrated test process. Although the MBA and PIRS have ASTM and AASHTO standards, respectively, they are not established tests in the asphalt industry. The DSR tests are established methods for hot-mix asphalt but not for emulsified asphalt. Their integration into a cohesive test process will require a phased approach involving cross-validation and educated trial and error. The second objective is to conduct off-line (lab-based) testing and explore at-line (field-based) testing with MBA and PIRS. The team will work closely with the state DOTs and contractors to collect and test residues of emulsified asphalt widely used in Oklahoma and other states in Region 6. Once integration for off-line (lab-level) testing is achieved and repeatability of results assured, the at-line (field-level) testing will begin. The final objective is to expand applicability by adapting the process for polymer-modified emulsified asphalt to broaden applicability across Region 6 states. ]]></description>
      <pubDate>Mon, 05 Jan 2026 23:14:08 GMT</pubDate>
      <guid>https://rip.trb.org/View/2646945</guid>
    </item>
    <item>
      <title>Advanced Characterization and Performance-Based Test Methods for Emulsified Asphalt in South-Central United States </title>
      <link>https://rip.trb.org/View/2646937</link>
      <description><![CDATA[Asphalt emulsions are increasingly used in pavement maintenance and rehabilitation due to their low cost, reduced environmental impact, and ease of application. However, the growing use of more complex emulsion formulations—incorporating additives such as polymers, ground tire rubber, compatibilizers, asphalt extenders, polyphosphoric acid, rejuvenators, anti-stripping agents, and recycling agents—has made it difficult to characterize these materials and predict their field performance using conventional tests like viscosity and penetration. This project aims to introduce a new generation of laboratory characterization methods capable of predicting the performance of asphalt emulsions in the field. A diverse set of emulsions will be tested using advanced test methods, including Fourier Transform Infrared Spectroscopy, SARA (saturates, asphaltenes, resins, and aromatics) fractionation, High-Pressure Gel Permeation Chromatography, and the Sessile Drop method. Results will be analyzed in conjunction with laboratory performance testing and field data from the Long-Term Pavement Performance program and other performance sources within Region 6. The outcome of this study will be a set of recommended laboratory test methods that demonstrate strong correlation with both laboratory and field performance, thereby improving emulsion selection and quality control practices. ]]></description>
      <pubDate>Mon, 05 Jan 2026 22:28:52 GMT</pubDate>
      <guid>https://rip.trb.org/View/2646937</guid>
    </item>
    <item>
      <title>Effect on Egress of Furniture in Egress Pathways</title>
      <link>https://rip.trb.org/View/2620734</link>
      <description><![CDATA[Cabin Safety Branch (AIR-624) requires validated methods to assess how new cabin furniture (e.g., obliquely oriented seats, business-class pods, lie flat seats) placed adjacent to aisles or emergency exits that affects emergency egress, ditching, and water survival outcomes. The research will (a) quantify impacts on individual and group evacuation times and behaviors, (b) identify injury and entrapment risks, and (c) develop objective test methods and acceptance criteria to inform certification guidance and updates to relevant policy. Deliverables are required by FY28 to support pending manufacturer requests for novel cabin layouts that may be in or near certification planning.]]></description>
      <pubDate>Wed, 12 Nov 2025 11:59:40 GMT</pubDate>
      <guid>https://rip.trb.org/View/2620734</guid>
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