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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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    <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>Development of Performance Measures for Pothole-Patching Cold Asphalt Mix Materials for Safe and Sustainable Transportation
</title>
      <link>https://rip.trb.org/View/2627349</link>
      <description><![CDATA[Potholes pose traffic safety hazards, which can cause significant damage to vehicles if they are left unpatched. Pothole patching materials considered in the proposal is a cold asphalt mix, which lacks flexibility and does not stick to a pothole as well as hot asphalt mixes. Therefore, cold asphalt mix materials to the potholes can be dislodged by moving traffic and can pose safety hazards to both vehicles and pedestrians.
There are many pothole-patching cold asphalt mix materials available in the market, however, there are no widely accepted performance measures to evaluate these products. The effectiveness of pothole patching materials greatly influences the durability and longevity of roads, and therefore it is crucial to evaluate their performances for severe freezing and thawing conditions of the Midwest. This proposal aims to evaluate existing cold asphalt mix materials for pothole patching with the purpose of developing laboratory testing procedures and performance measures and developing a new innovative patching material to promote traffic safety and sustainability.

]]></description>
      <pubDate>Wed, 19 Nov 2025 14:17:20 GMT</pubDate>
      <guid>https://rip.trb.org/View/2627349</guid>
    </item>
    <item>
      <title>Increasing Asphalt Recycling to Reduce Paving Costs, Improve Pavement Longevity, and Reduce Environmental Impact</title>
      <link>https://rip.trb.org/View/2593927</link>
      <description><![CDATA[Recycling highway construction materials and minimizing the use of virgin materials can reduce the pavement life cycle costs, improve highway network conditions, conserve natural resources, and protect the environment. Although using recycled asphalt pavements (RAP) is beneficial in many aspects, the primary concern when using high RAP mixes lies in asphalt mixtures' altered long-term durability properties. Aged 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 asphalt mixtures with a higher percentage of RAP (higher than the current limit), using rejuvenator and warm-mix asphalt (WMA) additives are the major strategies for improving the resistance to cracking. Rejuvenators and WMA can restore the physical and chemical properties of the aged binder and make the mix softer by reducing the viscosity of the mix (Roberts et al. 1996; Tran et al. 2012; Coleri et al. 2021). However, selecting the most effective rejuvenators and WMA technologies for Oregon, developing methods and guidelines for choosing the proper amount of additives in mix design, and ensuring appropriate mixing to achieve high RAP mixes (40% to 50% by weight of the asphalt mixture) without compromising the performance of the asphalt surfaced pavements is crucial.
In addition, practices for better managing the RAP stockpiles at the asphalt plants (including process controls) need to be developed and implemented to achieve a higher level of uniformity in asphalt mixture production and construction with high RAP asphalt mixtures. Developing better RAP management procedures combined with rejuvenator and WMA usage are expected to allow significant increases in the RAP content of asphalt mixtures in Oregon.]]></description>
      <pubDate>Thu, 28 Aug 2025 11:05:37 GMT</pubDate>
      <guid>https://rip.trb.org/View/2593927</guid>
    </item>
    <item>
      <title>Effectiveness of Warm Mix Asphalt Additives as Compaction Aid in Cold Regions Through Application of Wireless Sensors and Performance Tests</title>
      <link>https://rip.trb.org/View/2534934</link>
      <description><![CDATA[To achieve an adequate field density in hot mix asphalt (HMA) construction, depending on the asphalt binder type, asphalt mixes are laid down while the mix temperature exceeds 120°C. In the cold regions, the foregoing mix temperature requirements limit the seasonal construction window, negatively affecting the pavement construction and preservation operations. Incorporating warm mix asphalt (WMA) additives in the asphalt mixes provides the workability necessary for the compaction of the mixes at temperatures lower than those required for the HMA while achieving the desired field density. At low ambient temperatures, WMA additives are used as a compaction aid to continue paving operations and still achieve acceptable compaction for HMA. In this process, different types of WMA additives with different amounts are used depending on the project location, product availability, and the experience of the agencies or contractors. However, the effectiveness of the WMA additives in improving the compaction practices based on the local aggregates, asphalt binders, and temperature ranges occurring in the Upper Midwest is unclear. More specifically, laboratory or field data based on which the allowable minimum ambient construction temperature for each type of WMA additive can be determined is missing. Through a laboratory study, this project will evaluate the compaction efficacy of different WMA additives when used as a compaction aid or temperature reduction agent in producing the HMA and WMA mixes using advanced wireless compaction monitoring sensors. The collected data will be applied to determine the minimum allowable mix temperature for compaction in the cold regions based on the type of mix and additive used. In addition, the minimum allowable ambient temperatures for compaction will be determined based on the available methods of estimating the effect of solar energy, wind, and mat thickness on the cooling rate of the pavement using available thermal diffusivity and conductivity models. Furthermore, the impact of WMA additives on the resistance of the mixes to rutting, stripping, and cracking at intermediate and low temperatures will be determined in this study. The findings of this study are expected to facilitate the data-driven selection of the WMA additives and minimum allowable compaction temperatures in cold regions to maximize the performance, economic, and environmental benefits of the WMA technology and extend the lifespan of the pavements.]]></description>
      <pubDate>Mon, 07 Apr 2025 16:18:04 GMT</pubDate>
      <guid>https://rip.trb.org/View/2534934</guid>
    </item>
    <item>
      <title>Performance-Based Design of Permeable Friction Courses Using Warm Mix Asphalt for Enhanced Safety and Durability</title>
      <link>https://rip.trb.org/View/2480326</link>
      <description><![CDATA[Permeable friction courses (PFC) offer several performance benefits. The open-graded structure of PFC provides a path for water to permeate through the pavement hence reducing the risk of flooding, splash and spray, and hydroplaning. The open-graded friction course also results in improved pavement friction, especially during wet weather conditions. It was also reported that the air void structure in the PFC results in noise reduction and lessens the effect of the urban heat island phenomenon. 
PFC was selected by the Federal Highway Administration (FHWA) as part of the Every Day Counts (EDC) initiative. The EDC program promotes proven technologies which are being underutilized. PFC can exhibit failure due to raveling, moisture damage, cracking, and rutting. Many state agencies including Oklahoma have strict requirements on material selection and aggregate gradation of PFC mixes, however, there is not much focus on performance measures, permeability, and durability. The effect of mix type and composition on the friction has also not been fully investigated. Some states have reported using Warm Mix Additives (WMA) to improve raveling resistance. Other studies were conducted in Louisiana and Michigan using WMA with PFC and it was shown that using WMA can improve the raveling and rutting resistance.   
The objective of this study is to explore the use of different performance-related testing to characterize the performance and permeability of PFC mixes using fibers and WMA as stabilizing agents, and to assess the impact of mix type and composition on the friction characteristics of the pavement surface. Based on the findings of this study, recommendations will be given regarding using WMA as a stabilizing agent for PFC mixes. The recommendations would also include suggested changes to current specifications. These changes could include relaxing existing criteria related to volumetrics and using performance-related testing during mix design. 
The following tasks will be performed to achieve the objectives of this project. Task 1: Conduct an overview of the performance-related tests that are used by different state DOTs to characterize PFC mixes and select tests to include in this project. Task 2: Identify different aggregate types and sources with different properties, and different stabilizing agents, to include in the design of the PFC mixes. Task 3: Prepare different mixes using different aggregate sources with the addition of cellulose fibers, according to the Oklahoma ODOT specifications. Task 4: Conduct testing on the control mixes to evaluate raveling, moisture resistance, cracking, rutting, and friction. Task 5: Optimize the design of the control mixes using other additives, such as WMA and evaluate the impact on performance. Task 6: Provide recommendations on the use of WMA as a stabilizing agent for PFC mixes and suggest changes to current specifications. 
]]></description>
      <pubDate>Wed, 01 Jan 2025 13:45:25 GMT</pubDate>
      <guid>https://rip.trb.org/View/2480326</guid>
    </item>
    <item>
      <title>Field Validation of Warm Mix Asphalt at Reduced Production Temperatures for Balanced Mix Design</title>
      <link>https://rip.trb.org/View/2414324</link>
      <description><![CDATA[The asphalt pavement industry has a successful history of using warm mix asphalt (WMA) as compaction aids, but this situation is expected to change as the industry progresses toward the “The Road Forward” initiative to achieve net zero carbon emission by 2050. One of the tactics directed by this initiative is to increase the use of WMA technology to reduce temperatures and emissions from asphalt mixture production. Using WMA at reduced production temperatures can provide not only environmental and economic benefits but also engineering benefits. A case study by the National Center for Asphalt Technology (NCAT) and the National Asphalt Pavement Association (NAPA) demonstrates the feasibility of using lower-temperature WMA to improve the cracking resistance of asphalt mixtures for balanced mix design (BMD). Despite the promising results obtained, the case study is limited to a laboratory setting without validation through plant production. Therefore, this research project is proposed to conduct field validation of using WMA at reduced production temperatures for BMD. It is anticipated that two projects will be included. Each project will be comprehensively evaluated through mix design modification, plant production, emission assessment, laboratory performance testing, and pavement performance predictions to determine the environmental and performance impacts of using lower-temperature WMA for asphalt mixture production.]]></description>
      <pubDate>Fri, 09 Aug 2024 15:23:30 GMT</pubDate>
      <guid>https://rip.trb.org/View/2414324</guid>
    </item>
    <item>
      <title>Development of Quality Standards for Inclusion of High Recycled Asphalt Pavement Content in Asphalt Mixtures - Phase V</title>
      <link>https://rip.trb.org/View/2342172</link>
      <description><![CDATA[Public agencies encourage the use of recycled asphalt materials (RAM) in constructing asphalt pavements to the maximum extent possible with an equal performance. Low temperature cracking potential is a primary concern with high RAM mixtures. To minimize a low temperature cracking, various rejuvenators and softer binders have been utilized in the past. Although the current Iowa DOT’s specification allows RAP materials up to 30% with softer binders, limited construction projects, which utilized more than 20% RAP materials, have been performed. The main purpose of this research is to develop a comprehensive asphalt recycling strategy for high RAM mix up to 50% in consultation with surrounding state DOT's, cities and counties by performing the following tasks: (1) develop an approval process for rejuvenators that incorporates long-term aging of the material; (2) perform a feasibility study of a fractionation of RAP materials in two stockpiles; (3) consider increasing the maximum RAM percentage up to 50% for some mixes. Investigate various economic conditions that determine whether the increased stiffness from the RAM can be economically off-set with rejuvenators and softer binder grades; (4) evaluate Warm Mix Asphalt (WMA) with high RAM. WMA containing RAM showed similar cracking and rutting resistance performance compared to HMA. Additional study of WMA with RAM could be useful to verify if it meets both economic and sustainability requirements; (5) adopt a test procedure like a Semi-Circular Bending-Illinois Flexibility Index Test (SCB-IFIT) for high RAM mixtures up to 50% as a performance test after evaluating various testing procedures based on sample preparation, specimen conditioning and testing, training needs, new equipment cost, repeatability and field validation; (6) monitor high RAM project sites to determine the effectiveness and limitations of design, construction and performance of high RAM mixtures and develop quality assurance/quality control (QA/QC) aspect of using softer binders and rejuvenators; and (7) develop a comprehensive asphalt recycling strategy encompassing high RAM mix up to 50%, Cold In-place Recycling (CIR) and Hot In-place Recycling (HIR) in consideration of both economic and sustainability analyses.]]></description>
      <pubDate>Tue, 20 Feb 2024 18:02:28 GMT</pubDate>
      <guid>https://rip.trb.org/View/2342172</guid>
    </item>
    <item>
      <title>2288 Long Term Performance and Benefits of Combined Balanced Mix Design and Chemical WMA Technology</title>
      <link>https://rip.trb.org/View/1847759</link>
      <description><![CDATA[Asphalt mix durability has been a serious concern in Oklahoma for a long period of time. To address this and other issues (such as binder source variability, new binder modification materials, and recycled materials), balanced mix design (BMD) approach is being adopted by many state agencies.  Different measures and additives have been tried to make the mixes pass rutting, cracking, and moisture damage requirements.  One factor which has not been well investigated is chemical warm mix asphalt (WMA) technology when combined with BMD.  Compared to hot mix asphalt (HMA), WMA is produced at the temperature of 275 F or lower.  Consequently, significant amount of lighter oil component of asphalt binder is kept in the asphalt mix, which is beneficial to asphalt mix durability. However, combining BMD and chemical WMA technology has not been comprehensively evaluated in either laboratory or field.  Thus, it is critical to evaluate the long-term performance and benefits of the combined BMD and chemical WMA technology, considering the potential of substantially extended pavement life with such technology.                                                                                                                         ]]></description>
      <pubDate>Tue, 20 Apr 2021 10:43:14 GMT</pubDate>
      <guid>https://rip.trb.org/View/1847759</guid>
    </item>
    <item>
      <title>Feasibility Assessment of Warm Mix Asphalt in Arkansas</title>
      <link>https://rip.trb.org/View/1751152</link>
      <description><![CDATA[Even though the warm mix asphalt (WMA) technologies are not new concepts in the U.S., they have not been adopted by many state agencies including the Arkansas Department of Transportation (ArDOT). This is mainly due to the lack of performance data of WMA for conditions in Arkansas. In particular, the ArDOT has not adopted any additive-based WMA technologies event though the benefits of these technologies in terms of energy savings and air quality improvements are promising. They can reduce the production temperatures by 16o C to over 55o C compared to the traditional hot mix asphalt (HMA). The reduction in production temperatures leads to reduced emissions, dust, and production costs. The WMA technologies can also extend the paving season or hauling distance in certain locations where the construction of the HMA is restricted to warmer months. The proposed study will minimize the research gap by generating performance data that are significantly lacking in terms of viscoelastic properties of additive modified binders. To this end, a laboratory study will be undertaken to evaluate four warm mix additives, namely Sasobit®, Aspha-Min®, Evoflex® and Radiset®, by mixing them with the three ARDOT-certified performance grade (PG) binders (PG 64-22, PG 70-22 and PG 76-22). At first, the changes in rheological properties of the asphalt binder upon the addition of WMA additives will be evaluated by following a series of conventional binder testing protocols. The chemical properties and surface free energies of the modified asphalt binder were then evaluated in the laboratory. Among other properties, the reductions of mixing of compaction temperatures due to the use of these additives will be evaluated. The findings of this study will help to know the most appropriate WMA additives along with its application rate. The collaborative effort with refineries and other specialty chemical industries is expected to enhance through this project. On the other hand, the use of WMA technology will help reduce environmental hazards. For instance, the reduction of production temperature can lead to up to 30% reduction of fuel energy consumption, with a corresponding reduction in CO2 emissions of 30%. Thus, the proposed study supports the Center’s vision, “in partnership with major state authorities and other public and private organizations in the region, will allow it to become a transportation focal point in the region.” Experimental data gathered from this study are expected to give some confidence to state and local transportation agencies, and contractors in the region. The design and quality-control guidelines developed from the proposed study are expected to be implemented by state and industry partners in the region. The proposed study will facilitate in meeting many objectives of Tran-SET, and they are: (1) Promote sustainability and resiliency of the transportation infrastructure renewal and upgrade; (2) Introduce and implement costeffective solutions to the transportation infrastructure backlog of projects; (3) Develop cost-effective solutions for the construction and maintenance of the transportation infrastructure in metropolitan and rural areas; and (4) Promote workforce development through learning and continuous education. The proposed study is aligned with the Fixing America's Surface Transportation (FAST) track regional priority “Multiscale characterization of recyclable waste materials in transportation applications for achieving the economic and financial sustainability,” with a primary focus of “Recycling Infrastructure Assets.” Besides regional priorities, this project strongly supports the Center’s FAST focus areas 4 and 5. This study will assess the feasibility of preparing asphalt mixes at low production temperatures, and enhance collaborative records among partner industries. The major benefits of the proposed study are to: (a) produce asphalt and construct asphaltic roadways that will conserve energy and safe for environment and workers, (b) enhance training opportunity for students in the region, and (c) build a future workforce.]]></description>
      <pubDate>Tue, 10 Nov 2020 20:08:19 GMT</pubDate>
      <guid>https://rip.trb.org/View/1751152</guid>
    </item>
    <item>
      <title>The Effects of Recycling Agents on Asphalt Mixtures with High RAS and RAP Binder Ratios</title>
      <link>https://rip.trb.org/View/1695720</link>
      <description><![CDATA[The objectives of this research are to (1) evaluate the effectiveness of recycling agents in hot mix asphalt (HMA) and warm mix asphalt (WMA) mixtures with high recycled asphalt shingles (RAS), reclaimed asphalt pavement (RAP), or combined RAS/RAP binder ratios through a coordinated program of laboratory and field experiments; (2) propose revisions to several relevant AASHTO specifications and test methods; and (3) develop training and workshop materials and deliver one workshop.
 
Since current practice generally limits recycled binder ratios to 0.3 or less, the scope of this research shall encompass asphalt mixtures prepared with recycling agents and RAS, RAP, or combined RAS/RAP at recycled binder ratios between 0.3 and 0.5. The performance of binders and mixtures containing recycling agents shall be compared to that of equivalent binders and mixtures (1) without recycling agents and (2) without RAS and RAP. It is anticipated that the majority of mixture testing in this research will be conducted on plant-mixed, laboratory-compacted (PMLC) specimens obtained from trial batches or production runs prepared in asphalt mix plants. Consistent laboratory conditioning procedures shall be applied to all specimens and changes in mixture properties with aging in the field shall be quantified. Field test sections shall be documented such that long-term performance studies can be conducted with these sections in future NCHRP research projects.
 ]]></description>
      <pubDate>Mon, 30 Mar 2020 17:11:21 GMT</pubDate>
      <guid>https://rip.trb.org/View/1695720</guid>
    </item>
    <item>
      <title>Increase Use of Sustainable Practices in Pavement Infrastructure: Full-scale Evaluation</title>
      <link>https://rip.trb.org/View/1515833</link>
      <description><![CDATA[Conduct full-scale evalaution of high reclaimed asphalt pavement (RAP) and warm mix asphalt (WMA) mixes.]]></description>
      <pubDate>Wed, 13 Jun 2018 14:18:19 GMT</pubDate>
      <guid>https://rip.trb.org/View/1515833</guid>
    </item>
    <item>
      <title>Continuation of Field Aging Effects on Asphalt Mixed at Different Temperatures and Hauled Different Distances Phase III</title>
      <link>https://rip.trb.org/View/1508233</link>
      <description><![CDATA[With all the options available to produce and place asphalt pavement in present day, a study into the field aging of these materials needs to be performed.  Field aging has always been one of the biggest uncertainties in asphalt pavement performance, and with the widespread use of warm mix technologies, there are more aging questions than ever.  This study is very timely, and if performed now can be conducted for less cost by leveraging the investment of a previous study.]]></description>
      <pubDate>Mon, 09 Apr 2018 14:01:54 GMT</pubDate>
      <guid>https://rip.trb.org/View/1508233</guid>
    </item>
    <item>
      <title>Design and Analysis Procedures for Asphalt Mixtures Containing High-RAP Contents and/or RAS</title>
      <link>https://rip.trb.org/View/1486185</link>
      <description><![CDATA[The objectives of this research are to establish mechanistic test criteria, that ensure pavement durability, for asphalt mixtures (warm and hot) containing high recycled asphalt pavement (RAP) content and/or recycled asphalt shingles (RAS); and  propose asphalt mixture specifications that incorporate these mechanistic test criteria as tested on plant produced specimen and/or roadway cores based on the results of the study. The validation of the proposed methodology will be carried out on plant produced mixtures and roadway cores (depending on availability of those cores).  Testing of plant-produced mixtures and roadway cores will allow for the evaluation of the impacts of higher RAP percentages and/or RAS on the durability of the evaluated asphalt mixtures. It is anticipated that two field projects from each participating state will be included.  Each project will consist of a conventional mixture and mixture containing high RAP and/or RAS content.  Thus, a total of four mixtures will be evaluated.  Each participating state is expected to provide, at a minimum, the following:  job mix formula; sufficient loose mixture for physical and mechanical tests (conventional mix, RAP and/or RAS mix, RAP and RAS sources); field cores (depending on availability); and plant and field project quality assurance/quality control (QA/QC) documentation.   The specimens will undergo a rigorous physical and mechanistic testing program that will provide information to assess the expected performance of the various mixtures evaluated in regard to fatigue cracking.  The date will be analyzed from a mechanistic standpoint where different damage parameters will be evaluated.  The comparison among these parameters will serve as basis to decide the best performance indicators.]]></description>
      <pubDate>Mon, 23 Oct 2017 12:39:31 GMT</pubDate>
      <guid>https://rip.trb.org/View/1486185</guid>
    </item>
    <item>
      <title>NCHRP Implementation Support Program. Increasing WMA Implementation by Leveraging the State-Of-The-Knowledge</title>
      <link>https://rip.trb.org/View/1457057</link>
      <description><![CDATA[The objective of this research was to conduct a workshop to (1) identify the barriers encountered by those state DOTs where warm mix asphalt (WMA) specifications remain to be implemented and proportional WMA tonnage has lagged, and (2) establish and update implementation performance indicators that better measure WMA implementation as its usage is increased nationwide.]]></description>
      <pubDate>Thu, 23 Feb 2017 12:21:49 GMT</pubDate>
      <guid>https://rip.trb.org/View/1457057</guid>
    </item>
    <item>
      <title>PPRC14 SPE 4.51A: Binder Replacement in High RAP/RAS Asphalt Mixes (Phase 1: Literature Review and Laboratory Testing)</title>
      <link>https://rip.trb.org/View/1441816</link>
      <description><![CDATA[This study is a continuation of Task 2373 and Task 2565.  The objective of this project is to develop guidelines for minimizing the risk of using high reclaimed asphalt pavement (RAP) and/or recycled asphalt shingles (RAS) contents in asphalt concrete mixes.  This will be achieved in two phases: Phase 1 in Task 2676 and Phase 2 in Task 2677.  Phase 1 includes: A literature review on research related to the topic; Preliminary laboratory testing to evaluate the rheological properties of fine aggregate mixes with different percentages of RAP and RAS and with and without warm-mix technologies and rejuvenating agents. There will be a summary report with recommendations for Phase 2 testing if appropriate.]]></description>
      <pubDate>Wed, 04 Jan 2017 10:53:21 GMT</pubDate>
      <guid>https://rip.trb.org/View/1441816</guid>
    </item>
    <item>
      <title>Short- and Long-Term Binder Aging Methods to Accurately Reflect Aging in Asphalt Mixtures</title>
      <link>https://rip.trb.org/View/1406906</link>
      <description><![CDATA[Asphalt binder experiences aging during mixture production and the service life of the pavement. Aging of asphalt binder directly influences the stiffness and damage resistance of asphalt mixtures. The current industry practice is to simulate short-term and long-term aging in asphalt binders using the rolling thin-film oven (AASHTO T 240) and pressure aging vessel (AASHTO R 28), respectively. These methods and the parameters (e.g., aging temperature, pressure, and duration) involved in their use were developed a few decades ago for neat binders produced from conventional crude oil sources; they were adopted as standards primarily to aid performance grading of asphalt binders. Over the last few years, there have been several significant changes in asphalt technology. The use of warm mix asphalt and reclaimed asphalt pavements has significantly increased. The use of additives and chemical and polymer modifiers to enhance binder properties has also greatly increased; in some cases, the oxidation kinetics of such modified binders are significantly different from that of conventional binders. Stiffer binder grades may experience insufficient oxidation in the laboratory aging process. Finally, studies have confirmed that a better understanding of binder aging and oxidation can improve our ability to predict damage in asphalt pavements. In light of the above changes in asphalt technology, research is needed to develop new or improved short- and long-term binder aging methods to accurately reflect the aging in asphalt mixtures not currently captured by AASHTO T 240 and R 28.
 
The objective of this research was to develop practical laboratory aging methods to accurately simulate the short-term (from production to placement) and long-term (in-service) aging of asphalt binders. The research shall determine the relationship between different methods of laboratory aging of asphalt binders and the actual aging that occurs during mixture production, transport, and placement as well as during the service life of the pavement structure.
 ]]></description>
      <pubDate>Mon, 09 May 2016 10:10:38 GMT</pubDate>
      <guid>https://rip.trb.org/View/1406906</guid>
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