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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>Are Current Rigid Pavement Roundabout Designs Working in Minnesota?</title>
      <link>https://rip.trb.org/View/2487311</link>
      <description><![CDATA[Rigid pavement roundabouts were initially designed with the expectation that they would experience distress similar to rigid pavements designed and built on motorways. However, distresses will occur differently due to the way traffic loads interact with them, the shape of panels, and drainage. The objective of this research is to provide guidance documentation for both the Minnesota Department of Transportation (MnDOT) and local agencies to improve roundabout designs for better long-term performance and reduced future costs in the maintenance and rehabilitation of these assets.]]></description>
      <pubDate>Wed, 08 Oct 2025 11:57:15 GMT</pubDate>
      <guid>https://rip.trb.org/View/2487311</guid>
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    <item>
      <title>Requirements of Aggregate Materials as Subbase, Base, Surface, and Shoulder Courses</title>
      <link>https://rip.trb.org/View/2593918</link>
      <description><![CDATA[This project will determine how the type and amount of fine aggregate in subbase, base, surface or shoulder coarse materials impacts aggregate performance under traffic loads. Researchers will evaluate field performance of lab findings from ICT-IDOT project R27-157 using an accelerated pavement testing device to simulate traffic loads on aggregate layers. They aim to determine which material properties improve strength and durability and what dust ratio has the best performance. Illinois Department of Transportation (IDOT) will use the results to update their road construction policies, allowing them to build higher performing roadways that will extend the life of pavement as well as reduce costs.]]></description>
      <pubDate>Thu, 28 Aug 2025 09:46:23 GMT</pubDate>
      <guid>https://rip.trb.org/View/2593918</guid>
    </item>
    <item>
      <title>Pavement Conditions Assessment and Prediction (PCAP): A geospatial machine learning approach to inform decision-making</title>
      <link>https://rip.trb.org/View/2570737</link>
      <description><![CDATA[The Maine Department of Transportation (MaineDOT) continues to observe an increased rate of pavement deterioration on its 8,800 mile roadway network, which is the largest and most heavily used component of the transportation system under the MaineDOT’s jurisdiction. Pavement deterioration is governed by a variety of factors, including traffic load, quality and design of the pavement structure, increased frequency of climatic events like freeze-thaw cycles, topographic influences and drainage, and geologic considerations like the native subgrade soils. While these factors have been identified individually as potential attributes to pavement degradation and distress, it is likely the confluence of several attributes that impute the greatest rate of degradation on pavement systems. However, the combination(s) of attributes linked to varying degrees of the pavement degradation rate remain poorly understood and must be identified to make informed decisions regarding resource allocation. 
This project seeks to identify and link the combination(s) of attributes described in the preceding section (e.g. pavement design/structure/quality, traffic loading, environmental stressors) to temporal and spatial differences in the rate of pavement degradation on MaineDOT’s highway network; i.e. to understand the relative influence of attributes imputing pavement distress. By working with the MaineDOT, UMaine will use existing and/or collect new pavement quality data (geo-located cracking index values) using the Automatic Road Analyzer (ARAN) to quantify the degree of pavement distress. ARAN data surveyed across the state will allow an assessment of variations in pavement quality across pavement types (e.g. new construction, rehabilitation, spot improvements, LCP, preservation paving), regions/space (i.e. for consideration of climate, geology, drainage, wetness, soil, and traffic loading) and epochs (time since last paving or improvement). 
The project is expected to consist of three components:
Phase 1a (3-6 months): A literature review of existing studies and methods that incorporate data-driven analyses of spatial and/or temporal differences in the rate of pavement degradation. 
Phase 1b (18-21 months): Data-collection and integration, mapping & visualization, and predictor selection and attribution of factors influencing pavement degradation rates via machine learning. 
Phase 2: (18 months): Extension and refinement of Phase 1b to develop a tractable forecasting model to predict the degradation rate of pavement systems.



]]></description>
      <pubDate>Wed, 02 Jul 2025 11:39:48 GMT</pubDate>
      <guid>https://rip.trb.org/View/2570737</guid>
    </item>
    <item>
      <title>Field Performance of Pavements Made with High-Modified Hot Mix Asphalt Mixtures</title>
      <link>https://rip.trb.org/View/2468830</link>
      <description><![CDATA[The objectives of this research project are to: (1) measure the mechanical response to traffic loads of the High-Modified Hot-Mix Asphalt over rubblized concrete base on a portion of the I-215 west belt project near Salt Lake City, Utah, (2) measure the deformation of rubblized base and existing base due to traffic loads (3) document the short-term performance of the pavement system, and (4) verify the models and assumptions used to design this pavement section by comparing the predictions to actual measurements. At the conclusion of this project, Utah Department of Transportation (UDOT) pavement and materials engineers will have a better understanding of the behavior, and thus the applicability, of high modified hot-mix asphalt mixtures to high-value roads.]]></description>
      <pubDate>Mon, 02 Dec 2024 19:25:50 GMT</pubDate>
      <guid>https://rip.trb.org/View/2468830</guid>
    </item>
    <item>
      <title>Impact of State Highway Pavement Traffic Overloading Following Natural Disasters</title>
      <link>https://rip.trb.org/View/2431181</link>
      <description><![CDATA[The 2021 Marshall Fire in Colorado was one of the most destructive wildfires in the United States with 1,084 homes destroyed and over $2B in losses in the town of Louisville, town of Superior, and in unincorporated Boulder County. Highway transportation infrastructure is vital during wildfire events to facilitate evacuation, rescue operations, and goods transportation. In the post-fire recovery, highways play a critical role by facilitating debris removal to landfills and transportation of reconstruction materials and services. Initial pavement damage during the fire is generally limited to localized excessive heat from burning cars and vegetation on the road causing surface scarring and raveling. More indirect damage to the highway pavement is caused by heavy truck operations during post-fire debris removal and reconstruction, but there are limited studies investigating this problem. The Federal Emergency Management Agency (FEMA) generally reimburses communities and agencies for direct damages to pavement from major wildfires, but not indirect damage to pavement. This study assesses a knowledge gap by collecting accurate data on the truckloads and number of trips involved in debris removal, construction vehicles, and other reconstruction related activities after a wildfire. This data would be used to predict pavement degradation and costs to repair pavement damaged by these activities.]]></description>
      <pubDate>Mon, 16 Sep 2024 09:57:18 GMT</pubDate>
      <guid>https://rip.trb.org/View/2431181</guid>
    </item>
    <item>
      <title>Amount of Bituminous Surface Lost Each Year</title>
      <link>https://rip.trb.org/View/2422996</link>
      <description><![CDATA[Bituminous pavement surfaces are flexible in nature, which provides advantages such as cost, ride quality, and safety. However, their flexible and softer nature also leads to degradation as a result of winter maintenance (mainly snow plowing), heavy traffic, and environmental conditions. As of yet, these effects are not well quantified, resulting in an opportunity to better optimize maintenance and operations activities if better quantification is achieved. This project will focus on performing a review of existing knowledge and practice (including literature review and agency surveys) related to bituminous surface loss, followed by field measurements in at least three environmental regions of Minnesota and on roads of varying traffic levels.   The goal will be to isolate the effects of climate, snowplow hits, and traffic levels to determine how each contributes to bituminous surface degradation. The research will specifically focus on rumble strips and recessed pavement markings, although care will be taken to observe the effects on general pavement surface as well. This will assist Minnesota Department of Transportation (MnDOT) with improving asset management by considering the factors that degrade these surface safety measures in terms of maintenance and rehabilitation plans. ]]></description>
      <pubDate>Fri, 30 Aug 2024 10:15:48 GMT</pubDate>
      <guid>https://rip.trb.org/View/2422996</guid>
    </item>
    <item>
      <title>Estimation of the Load Rating of Existing Highway Bridges Based on Bridge Weigh-in-Motion Data</title>
      <link>https://rip.trb.org/View/2417475</link>
      <description><![CDATA[To ensure safety and uninterrupted functionality, bridges are evaluated for live load capacity, including their reserve capacity for future live loads, which informs important maintenance decisions by state agencies. Previous studies have shown that conventional analytical load ratings without bridge-specific information can often result in overly conservative load capacity ratings, resulting in unnecessary load limitation and posting and remedial actions. As such, objective and data-driven knowledge of actual site-specific loads can result in more accurate load ratings and sizeable cost savings. Bridge Weigh-in-Motion (B-WIM) technology is a low-cost, practical solution to transform a bridge into a scale to characterize traffic loads. B-WIMs can use monitoring data collected from nondestructively instrumented bridges to obtain vehicle loading, speed, and type, as well as axle weights and spacings. This project aims to develop methods and processes for establishing a B-WIM program for the Illinois Department of Transportation and utilizing the data from B-WIM for load capacity ratings. Researchers will aim to come up with a system design that can deliver an accuracy within a tolerance range of ±5% with a confidence level of 95% across the majority of outcomes. The project will provide Illinois Department of Transportation (IDOT) with a comprehensive review of the best practices, a methodology to design and deploy B-WIM systems for Illinois bridges, and a load rating procedure that leverages B-WIM survey data for objective data-driven load rating of IDOT bridges.]]></description>
      <pubDate>Fri, 16 Aug 2024 10:19:41 GMT</pubDate>
      <guid>https://rip.trb.org/View/2417475</guid>
    </item>
    <item>
      <title>Quality Assurance Procedures for Traffic Speed Deflection Devices</title>
      <link>https://rip.trb.org/View/2381723</link>
      <description><![CDATA[In recent years, significant progress has been made in the development of traffic speed deflection devices (TSDDs), with over 20 systems in use globally. In the United States, these devices have gained interest among state departments of transportation (DOTs) due to their ability to collect pavement structural condition data at the network level while operating at traffic speed. As a result, many state DOTs have begun collecting this data to explore its use in pavement management and design applications. However, there are no nationally accepted quality assurance (QA) procedures for TSDDs, and the QA procedures used for falling weight deflectometers cannot be directly applied to them.

As more state DOTs rely on TSDD data for pavement management and design, the lack of standardized QA procedures for measuring and interpreting this data can lead to inaccurate decision-making and improper maintenance strategies. There is a need for a practical, standardized approach to QA for TSDD data that can be applied across various use cases.

OBJECTIVE: The objective of the project is to develop device-independent QA procedures for TSDD data, addressing the challenges posed by its dynamic moving load. These procedures shall address the accuracy, precision, repeatability, and reproducibility of TSDD data used in pavement assessments.

]]></description>
      <pubDate>Tue, 21 May 2024 17:12:42 GMT</pubDate>
      <guid>https://rip.trb.org/View/2381723</guid>
    </item>
    <item>
      <title>Pavement Electromagnetic Energy Harvesting System from Highway-Speed Vehicles</title>
      <link>https://rip.trb.org/View/2379784</link>
      <description><![CDATA[Energy harvesting technologies from pavements generate carbon-neutral power to help meet the transportation sector’s electricity demands. Researchers will explore energy harvesting technologies in pavements as well as assess potential uses for the harvested energy. They will examine potential challenges in implementing this technology and determine if implementation is feasible. Harvesting energy from moving traffic could provide energy to various items within the transportation network in remote areas that do not have readily available access to the power grid.
]]></description>
      <pubDate>Thu, 16 May 2024 09:44:12 GMT</pubDate>
      <guid>https://rip.trb.org/View/2379784</guid>
    </item>
    <item>
      <title>Assessing Condition of Rehabilitated Concrete Pavement with Slab Fracturing and Asphalt Overlay Using Distributed Fiber Optic Sensors</title>
      <link>https://rip.trb.org/View/2373771</link>
      <description><![CDATA[The United States is experiencing a significant increase in registered motor vehicles, resulting in increasing traffic loads on transportation infrastructure, particularly on roads prone to cracking. Asphalt overlay is commonly used to rehabilitate concrete pavements. However, asphalt overlay often results in reflective cracking, leading to expensive repairs. To address this issue, slab fracturing and asphalt overlay has been popularly applied to rehabilitate cracked concrete pavements in recently years. To investigate the effectiveness of the slab fracturing and asphalt overlay for concrete pavement rehabilitation, his research focuses on understanding how crack propagate through the asphalt overlay. While current crack detection methods struggle to assess bottom-up cracking effectively, posing safety hazards and financial burdens, this project proposes to use distributed fiber optic sensing (DFOS) to monitor bottom-up cracking of the rehabilitated concrete pavements using slab fracturing and asphalt overlay in real time. Through a comprehensive approach combining numerical simulations and laboratory experiments, this research aims to expand our understanding of crack formation mechanisms while assessing the effectiveness of DFOS for monitoring bottom-up cracks in pavements. Numerical simulations using finite element analysis replicate real-world pavement conditions and consider factors such as traffic loading and material properties. Laboratory experiments entail constructing pavement specimens with different layers, installing DFOS sensors to measure strain during crack emergence, and subjecting specimens to controlled loading conditions resembling real-world scenarios. Anticipated outcomes include providing effective pavement condition monitoring alternatives for rehabilitated concrete pavements using slab fracturing and asphalt overlay, contributing to safer and more sustainable management of transportation systems.]]></description>
      <pubDate>Mon, 29 Apr 2024 10:55:36 GMT</pubDate>
      <guid>https://rip.trb.org/View/2373771</guid>
    </item>
    <item>
      <title>Accelerated Performance Testing on the 2024 NCAT Pavement Test Track with MnROAD Research Partnership</title>
      <link>https://rip.trb.org/View/2368005</link>
      <description><![CDATA[The primary objectives of the pooled fund project described herein will be: 1) Constructing, maintaining, and/or rebuilding experimental pavements on the existing 1.7-mile National Center for Asphalt Technology (NCAT) test oval and the MnROAD mainline bypass that are representative of in-service roadways on the open transportation infrastructure; 2) Applying accelerated performance truck traffic after construction for the duration of the 3-year research cycle; 3) Assessing/comparing the functional and structural field performance of trafficked sections on a regular basis via surface and subsurface measures; 4) Validating/calibrating new and existing methodologies for analysis and design using pavement surface condition, pavement load response, precise traffic and environmental logging, and cumulative damage; 5) Correlating field results with laboratory data for both mix and structural performance; and 6) Answering practical questions posed by research sponsors through formal (i.e., reports and technical papers) and informal (e.g., one-on-one responses to sponsor inquiries) technology transfer.  For example, can pavement thickness be reduced as a result of the addition of mix additives, and if so does the thickness reduction offset any additional cost of construction?  
]]></description>
      <pubDate>Tue, 16 Apr 2024 19:25:17 GMT</pubDate>
      <guid>https://rip.trb.org/View/2368005</guid>
    </item>
    <item>
      <title>Investigation of Heavier-than-Expected Vehicle Weights Observed in the Vicinity of the Savannah Port Area and their Impact on Georgia’s Pavements and Bridges and Rate of Statewide Asset Degradation </title>
      <link>https://rip.trb.org/View/2265649</link>
      <description><![CDATA[
The primary objective of Part A of this project is to investigate the impact of heavy vehicle traffic on pavement and bridge structures in Georgia. The main objective of Part B of this project is to evaluate pavement and bridge structures using weigh in motion (WIM) data, conduct field investigations, and evaluate the reliability of existing pavement and bridge structures.]]></description>
      <pubDate>Tue, 10 Oct 2023 12:24:39 GMT</pubDate>
      <guid>https://rip.trb.org/View/2265649</guid>
    </item>
    <item>
      <title>Long-Term Pavement Structural &amp; Functional Evaluation on State Route 76</title>
      <link>https://rip.trb.org/View/2264428</link>
      <description><![CDATA[MDOT funded the construction of an instrumented semi-rigid pavement test section at the National Center for Asphalt Technology (NCAT) test track.  An unexpected but interesting finding was observed in strain gage readings located at the interface between the hot mix asphalt (HMA) and the cementitious stabilized base (CTB) layer: during hot summer months, compressive strain measurements were recorded under truck traffic loading, contrary to expected tensile strain measurements.  NCAT described these findings in a TRB paper that help to explain in part why some MDOT semi-rigid pavement sections may experience fatigue cracking originating at the mid-depth of the HMA rather than at the typical bottom of HMA location for this type of cracking.  MDOT is further investigating the phenomenon observed in the MDOT NCAT structural section by building a test section in Mississippi, specifically located on SR 76 in District 1.  NCAT will install strain gages and monitor the same.  

Pavement structural and functional evaluation using non-destructive testing on the SR 76 test section is needed to accurately monitor pavement condition and deterioration rate of pavement layers with time. Pavement performance monitoring will be accomplished using Applied Research Associates, Inc. (Consultant) testing equipment including the three dimensional (3-D) Ground Penetration Radar (GPR), Falling Weight Deflectometer (FWD) and the state-of-the-art high accuracy GPS semi-automated pavement distress survey vehicle equipped with the Laser Crack Measurement System (LCMS). This State Study (SS) will focus on data collection and analysis to monitor the reduction in modulus of both the cementitious stabilized soil base layer and HMA layers, and development of distresses within the pavement structure from the time of new construction up to three (3) years after opening to traffic. 

]]></description>
      <pubDate>Mon, 09 Oct 2023 09:22:26 GMT</pubDate>
      <guid>https://rip.trb.org/View/2264428</guid>
    </item>
    <item>
      <title>Evaluation of the Effects of Superstructure Characteristics on the Performance of Bridge Decks under Traffic Loads
</title>
      <link>https://rip.trb.org/View/2085672</link>
      <description><![CDATA[The primary goals of this proposal are to assess the stresses and displacements exhibited by the deck under traffic loads; conduct a parametric study encompassing multiple deck and superstructural material and geometric aspects, reflecting varying bridge superstructure systems, and evaluate the extent to which varying bridge superstructure and deck aspects contribute to the deterioration of the bridge deck.

The intended outcome of the project is to reveal which type of bridges are more prone to mechanical/vibration damage as opposed to those that exhibit electrochemical deterioration.]]></description>
      <pubDate>Mon, 25 Sep 2023 18:04:47 GMT</pubDate>
      <guid>https://rip.trb.org/View/2085672</guid>
    </item>
    <item>
      <title>Low-Cost Sensing System for the Detection and Classification of Wide Base Tire Types and Distribution at the Network Level
</title>
      <link>https://rip.trb.org/View/1992631</link>
      <description><![CDATA[This project developed and tested a low-cost novel sensing system to detect and classify wide-base tire (WBT) types and their distributions. It will also demonstrate the system's usefulness in data collection for pavement analysis and design applications. The first phase of the project involved developing and testing prototypes of a novel low-cost sensing system that detects tire widths, wheel wander, and truck/axle configurations at highway speeds using piezoelectric sensors. These sensors generate a voltage proportional to the applied force when a wheel applies pressure. Considering practical field installations, a rubber-based sensor casing was designed. A prototype sensor assembly was prepared using the ethylene propylene diene monomer (EPDM) rubber strips, incorporating piezoelectric sensors between two rubber strips for evaluating their response to varying tire widths and wander. Field tests with vehicles validated the EPDM sensor strip embedded with piezoelectric sensors. Sensor responses were collected for an SUV and a sedan from the EPDM rubber strip housing 16 piezoelectric sensors to compare model results with the experimental data in the field. The analytical model used these field tests' strain and voltage data and successfully identified the vehicle passage, classification, and tire widths. Based on the findings from field tests, a 24-foot-long EPDM rubber strip was prepared with 32 piezoelectric sensors embedded between two rubber strips. This strip was placed across Wilson Road on the Michigan State University (MSU) campus to gather traffic data using the electronic system. The developed model analyzed field traffic data to validate the time response signals and classify vehicles. Also, the sensor system collected data for axle passage time, tire width, and wheel wander over 36 hours, including 139 vehicles. The data analysis and validation results showed consistent measurements with a 1.6% error in vehicle classification. Subsequently, the team developed a 40-foot-long sensor strip that housed 48 piezoelectric sensors positioned along the expected wheel path in the outer lane. The sensor was placed adjacent to a WIM site on US127 in Mason, MI, and in St. Johns, MI, to collect vehicle passage data for vehicle classification (i.e., based on axle count, wheelbase, and wheelbase ranges), along with tire width and wheel wander. The sensor was deployed for 5 and 3 days at Mason and St. Johns locations. The sensor collected over 20,000 vehicles at Mason and identified 19% as WBTs for Class 9 trucks. Over 12,000 vehicle data was collected at the St. Johns location, with about 16% WBTs for Class 9 trucks. Compared to WIM data, the classification exhibited an error rate of less than 2%. Additionally, the team analyzed vehicle loads by matching the timing of vehicle passage over the sensor with WIM data. This provided detailed load spectra for tandem axles with WBT and dual tires.
There are several perceived benefits of the developed system to transportation stakeholders. By collecting data that directly informs pavement design, the system extends infrastructure lifespan and lowers maintenance costs. Its low-cost, scalable design makes it accessible for agencies aiming to enhance road monitoring without the high expense of traditional weigh-in-motion systems, offering a practical, budget-friendly alternative. Moreover, this system supports broader transportation safety and sustainability goals by helping enforce tire width regulations and promoting road safety through accurate tire and vehicle classifications. This product represents a forward-thinking tool for state and national agencies looking to modernize their monitoring practices, enabling cost-effective and reliable road infrastructure management.]]></description>
      <pubDate>Mon, 11 Jul 2022 17:41:25 GMT</pubDate>
      <guid>https://rip.trb.org/View/1992631</guid>
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