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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>
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    <item>
      <title>Evaluating Cross-Slope Safety Impacts on Freeways in Georgia</title>
      <link>https://rip.trb.org/View/2717526</link>
      <description><![CDATA[The main objective of this proposed project is to quantify the relationship between freeway cross-slopes and grades and crashes during wet-weather conditions. Given the study’s focus on evaluating the safety impacts of cross-slopes, the analysis will concentrate on tangent freeway segments, as these are more representative of basic freeway sections and are subject to consistent cross-slope design guidance. 
]]></description>
      <pubDate>Wed, 24 Jun 2026 13:02:14 GMT</pubDate>
      <guid>https://rip.trb.org/View/2717526</guid>
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    <item>
      <title>Assessment of hydroplaning potential in coastal regions using roadway characteristics and related datasets</title>
      <link>https://rip.trb.org/View/2663101</link>
      <description><![CDATA[Hydroplaning is a critical pavement safety concern that occurs when a layer of water builds up between the vehicle's tires and the pavement surface, leading to a loss of traction and vehicle control. It is a significant contributor to wet-weather crashes and thereby poses a serious challenge to highway safety, especially for coastal regions where rainfall is more abundant and more frequent. Hydroplaning risk assessment fundamentally depends on the integration of multiple diverse datasets that reflect the interaction among crash occurrences, pavement conditions, and vehicle dynamics. These data items are typically recorded in different datasets maintained by various owners or agencies, each with their unique collection methods and standards. This research will develop data-driven likelihood models based on a verification check of the reliability of the important data variables, and a fusion of the available history data from diverse data sources to assess hydroplaning risks for coastal highways. The proposed research will also develop recommendations to be considered for roadway design and construction in association with wet-weather accident reduction procedures for transportation agencies.]]></description>
      <pubDate>Thu, 29 Jan 2026 17:13:08 GMT</pubDate>
      <guid>https://rip.trb.org/View/2663101</guid>
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      <title>Improve Wet-Weather Visibility of Retroreflective Pavement Markings</title>
      <link>https://rip.trb.org/View/2652208</link>
      <description><![CDATA[Almost 50% of fatal crashes happen at night, and 70% of weather-related crashes occur on wet pavements. At night, pavement markings on wet pavements have substantially reduced retroreflectivity which increases the risk of injury related crashes and fatal crashes. Therefore, it is important to understand why pavement markings have reduced visibility at night on wet conditions and identify how to improve their visibility.
OBJECTIVES: Search literature and find the extent of pavement marking degradation during wet nighttime conditions. Compare the visibility values during nighttime on wet conditions reported in the literature with visibility values at the same conditions on Kansas road systems. Conduct market research and a cost analysis to find existing solutions. Propose cost-effective alternative solutions to improve the visibility and run pilot testing, including discussion on how the Kansas Department of Transportation (KsDOT) could develop a long-term pavement marking testbed to evaluate new pavement marking products.]]></description>
      <pubDate>Tue, 13 Jan 2026 14:50:42 GMT</pubDate>
      <guid>https://rip.trb.org/View/2652208</guid>
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      <title>RES2025-11: A Balanced Approach to Performance of OGFC</title>
      <link>https://rip.trb.org/View/2437333</link>
      <description><![CDATA[Open Graded Friction Course (OGFC) is a porous asphalt mixture placed on the roadway surface and designed to enhance user safety and convenience by improving friction, visibility, noise reduction, and rideability. One of the main benefits is water penetration through its porous structure. Water penetration reduces vehicle splash and spray during rainfall increases driver visibility and friction on the surface. Since the 1950s, several state Departments of Transportation (DOTs) have utilized Open-graded Friction Course (OGFC) pavements, known for their porous nature that allows rainwater to drain underneath, potentially reducing wet weather crashes. The Tennessee Department of Transportation (TDOT) has implemented OGFC on over 300 centerline miles, primarily on interstates since 2005. This initiative aims to mitigate wet-weather accidents, with observed data indicating a 32% reduction in such crashes on evaluated sections [1]. With OGFC's structural performance comparable to traditional dense graded pavements and the observed safety benefits, TDOT plans to increase the use of OGFC, reinforcing its commitment to improving roadway safety in conditions prone to wet-weather accidents.]]></description>
      <pubDate>Mon, 30 Sep 2024 16:29:55 GMT</pubDate>
      <guid>https://rip.trb.org/View/2437333</guid>
    </item>
    <item>
      <title>Determine Hydroplaning Potential Using Existing Pavement Asset Data</title>
      <link>https://rip.trb.org/View/2420099</link>
      <description><![CDATA[To accurately assess hydroplaning potential at the network-level, the following pieces of information are essential: transverse profile and rutting, macro- and micro-texture, pavement width, radius of curvature, superelevation, cross slope, and grade. To date, 
Texas Department of Transportation (TxDOT) possesses all these pieces of information except for cross slope, which is one of the most important variables. Therefore, the research teams will gather those data elements and compile a comprehensive project database. The research teams will also identify critical data gaps and develop both a system and methodology for determining cross slope. The research teams will: (1) Develop a set of two alternative models to calculate hydroplaning potential: (i) a model to predict water film thickness (WFT), and (ii) a model to predict hydroplaning speed (HS); (2) Determine hydroplaning potential at the network level across all 25 TxDOT Districts for all PMIS sections; (3) Establish correlations between hydroplaning potential and wet-weather crashes; (4) Generate heatmaps that illustrate hydroplaning potential and wet-weather crash occurrences highlighting areas where hydroplaning potential and wet-weather crashes intersect; (5) Establish correlations between highway geometry and the occurrence of crashes under both wet and dry conditions; and (6) Develop recommendations to be incorporated into TxDOT's Wet Weather Accident Reduction Program.]]></description>
      <pubDate>Fri, 23 Aug 2024 12:14:03 GMT</pubDate>
      <guid>https://rip.trb.org/View/2420099</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>Wet Reflective Pavement Markings Evaluation
</title>
      <link>https://rip.trb.org/View/1732707</link>
      <description><![CDATA[Research has identified several countermeasures to reduce roadway departure crashes with several used to keep drivers from leaving the roadway.  The Ohio Department of Transportation (ODOT) often utilizes raised pavement markers (RPMs) in addition to paint to denote lanes and shoulders.  During winter, RPMs are frequently dislodged and removed by snow plows.  During wet-night conditions, the RPMs that remain may be difficult for drivers to see due to reflectivity issues and missing markers.  This minimizes the safety benefits of this treatment.
Roadway departure is the leading cause of deaths and serious injuries to Ohio's traveling public.  A potential treatment could be the use of wet reflective pavement markings.  These markings are designed to provide increased levels of retro-reflectivity during wet-night conditions. Typically, wet reflective pavement markers are more expensive than standard RPMs and their durability in non-work zone conditions has not been adequately studied in Ohio.   ODOT's Highway Safety Improvement Program has initiated a pilot program to evaluate the performance of wet-reflective pavement markers and their impact on reducing wet-night crashes.  Multiple locations statewide are being selected for the installation of various wet-reflect pavement markers.  To ensure proper evaluation of this pilot program, ODOT's Highway Safety Improvement Program is seeking a research team to collect and analyze data and recommend crash modification factors (CMF) to be considered for FHWA's CMF Clearinghouse. 
The goal of this research is to increase reliability of crash estimation on various facility types along with measuring the effectiveness of grooved wet reflective pavement markings.
The objectives of this research include the following:
(1) Develop and execute a data collection plan to support the pilot program.  
(2) Determine the following aspects of the pavement markings included in the pilot program:
(3) Expected lifespan
(4) Rate of deterioration
(5) Overall effectiveness of reducing roadway departure crashes
(6) Comparison of piloted markers to standard RPMs in terms of safety performance, reflectivity, cost, and lifespan.
(7) Develop crash modification factors based on findings for FHWA CMF Clearinghouse consideration.
Crash modification factors should include at a minimum night vs day and dry vs wet roadways.]]></description>
      <pubDate>Tue, 25 Aug 2020 10:50:38 GMT</pubDate>
      <guid>https://rip.trb.org/View/1732707</guid>
    </item>
    <item>
      <title>SPR-4215: Rumble Stripes and Pavement Markings Delineations</title>
      <link>https://rip.trb.org/View/1498378</link>
      <description><![CDATA[INDOT is seeking to identify cost effective durable pavement markings that provide good visibility during day, night, and wet conditions. Worn pavement markings reduce day and nighttime visibility, which increases driver workload and can lead to increased crashes. This project will define performance measures for pavement marking technology that can perform well over several years, improves safety, and reduces on-road maintenance time.]]></description>
      <pubDate>Thu, 25 Jan 2018 09:56:31 GMT</pubDate>
      <guid>https://rip.trb.org/View/1498378</guid>
    </item>
    <item>
      <title>PPRC14 SPE 4.59: Improved Guidance and Specifications for Full-Depth Reclamation</title>
      <link>https://rip.trb.org/View/1441826</link>
      <description><![CDATA[This task is the continuation of a study to develop project selection and design guidelines and specifications for different full-depth reclamation (FDR) strategies. This phase of the project will assess performance of different FDR stabilization treatments under wet conditions using accelerated pavement testing on existing test sections. This phase will also monitor performance of completed field projects that used the different strategies, including comparing as-built properties with laboratory design properties.]]></description>
      <pubDate>Wed, 04 Jan 2017 10:53:40 GMT</pubDate>
      <guid>https://rip.trb.org/View/1441826</guid>
    </item>
    <item>
      <title>Evaluation of Pavement Surface Micro- and Macro-Texture</title>
      <link>https://rip.trb.org/View/1330272</link>
      <description><![CDATA[The effect of the aggregate texture (micro-texture) and the effect of the texture of compacted hot mix asphalt (macro-texture) on the skid resistance of the highway surface are well recognized. However, there is a lack of a fundamental understanding of the individual effect that each of these two properties, micro- and macro-texture, have on the final skid properties of the road. Most research studies in this regard have been based on theory, assumptions and sound engineering judgment. However, their individual effects have not been quantified and their contribution to skid under different conditions of moisture, speed and highway conditions are not well understood. Recent developments in optics and computers have allowed the development of equipment for the collection of high definition three dimensional (3-D) images of the surface of the highway pavement. This technology was originally applied to detect surface distresses such as cracking and rutting. However, due to recent technological advances, it is now possible to quantify micro-and macro-texture in the field in and effective and efficient manner. This has opened the possibility to investigate and quantify the individual influence that micro and macro-texture have in the final coefficient of friction of the pavement surface and on its skid resistance properties. The characterization of the full texture spectrum of the pavement surface has the potential to identify optimal combinations of aggregate types (based on mineralogy, texture, surface hardness and durability) and hot-mix asphalt type (dense, gap-graded or open-graded mixtures) that can provide the highest skid resistance under dry and wet-weather conditions. Implementation of the results of this research has the potential to significantly affect highway safety by reducing the number of crashes and in particular, the number of wet-weather accidents. During this study, the 3-D laser technology will be utilized to quantify the micro-texture and macro-texture of different pavement surfaces and determine their skid characteristics. Through posterior panel data analyses of the information, the relative contribution of micro- and macro-texture to skid resistance in the field will be investigated and the guidelines for aggregate and mix selection for improved long-term skid will be developed.]]></description>
      <pubDate>Sun, 09 Nov 2014 01:00:53 GMT</pubDate>
      <guid>https://rip.trb.org/View/1330272</guid>
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