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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>
    <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>Enhancing Flexible Pavement System 23 (FPS23) by Incorporating a Top-Down Cracking Model in Texas Mechanistic-Empirical Flexible Pavement Design System (TxME)</title>
      <link>https://rip.trb.org/View/2604524</link>
      <description><![CDATA[Several Texas Department of Transportation (TxDOT) districts have reported early top-down cracking issues linked to the use of Reclaimed Asphalt Pavement (RAP) materials, which can make the surface layer excessively stiff. Unlike bottom-up fatigue cracking—where distress originates at the bottom of the hot mix asphalt (HMA) layer—top-down cracking begins at the surface and propagates downward. While bottom-up fatigue cracking and the negative effects of RAP in lower asphalt layers have been well addressed, top-down cracking remains unaccounted for in Texas Mechanistic-Empirical Flexible Pavement Design System (TxME). As a result, premature top-down cracking cannot currently be predicted at the design stage. With growing economic and environmental incentives for RAP use—and current specifications allowing it in surface layers—integrating a top-down cracking model into FPS23/TxME is essential to assess its impact properly. The research team will: (1) Evaluate and develop an appropriate mechanistic-empirical (ME) top-down cracking model, (2) Implement it in TxME, and (3) Calibrate/validate the model. The research team will review the literature, identify the ME model, integrate it into TxME, and collect test section data—including mixture properties, structure, and field performance—for calibration and validation.]]></description>
      <pubDate>Mon, 29 Sep 2025 16:12:23 GMT</pubDate>
      <guid>https://rip.trb.org/View/2604524</guid>
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    <item>
      <title>Pavement Distress Evaluation and Cracking Indices Generation using Deep Learning</title>
      <link>https://rip.trb.org/View/2563770</link>
      <description><![CDATA[The North Carolina Department of Transportation (NCDOT) manages the nation's second-largest roadway network. To ensure safety and efficiency of this network, it is crucial to implement timely and effective maintenance strategies. This research project aims to address these needs. 

In this research, to help optimize maintenance strategies, non-crack distresses will be classified, segmented, and quantified using cutting-edge deep learning techniques. Since an on-going research project has already completed similar tasks for varying types of cracks, upon completion of this proposed study, all types (crack and non-crack) of distresses across the 14 Divisions monitored by NCDOT can be classified and quantified using deep learning models. With this approach, it is estimated that a comprehensive state-wide pavement performance assessment can be completed in one week. Consequently, the outcomes of this proposed study, combined with those from the on-going research, will enable timely updates of distress indices and Pavement Condition Rating (PCR) values. This enhanced responsiveness of NCDOT’s PMS will significantly benefit North Carolina’s roadway network in terms of durability and sustainability. In addition, specific crack metric and index, namely the Pavement Surface Cracking Metric (PSCM) and the Pavement Surface Cracking Index (PSCI), will be calculated using the ASTM E3303-21 standard. The calculated results will be highly accurate, as the length of every crack is quantified at a pixel level. Moreover, this task will standardize and enhance the reliability of crack assessments, contributing to a more effective PMS managed by NCDOT.

One potential challenge that the UNC Charlotte researchers face is identifying certain types of uncommon non-crack distresses from the raw images provided by NCDOT. The lack of training data for these distresses can directly impact the performance of the corresponding deep learning models. To address this issue, the researchers plan to work closely with NCDOT engineers to pinpoint the locations of these distresses and gather sufficient distress data for model training purposes. Another potential challenge is the time-consuming nature of the image annotation process, a common obstacle in studies utilizing deep learning techniques for image processing. Building on the experience gained from the on-going study, the researchers plan to evaluate both AI-based and self-supervised learning approaches to expedite the annotation process effectively. 

It should be noted that transferred learning from deep learning models developed in the on-going NCDOT research project will be used to develop new models in this study. This approach allows resources spent on one task to be transferred, reused, and adapted for other related tasks, significantly reducing the computational resources and time, and more importantly, leading to improved performance of newly developed models.

In summary, this research project is proposed to improve maintenance efficiency, reduce repair costs, and support NCDOT’s sustainability goals. Various approaches will be utilized to ensure the success of this project. The methods and tools developed in this project can be applied to address other challenges in the future.
]]></description>
      <pubDate>Fri, 13 Jun 2025 12:48:03 GMT</pubDate>
      <guid>https://rip.trb.org/View/2563770</guid>
    </item>
    <item>
      <title>Improving Asphalt Mixture Testing Efficiency</title>
      <link>https://rip.trb.org/View/2563769</link>
      <description><![CDATA[Asphalt mixture design and quality assurance procedures that incorporate performance measures are essential for ensuring long-lasting pavements. However, many performance tests are constrained by time, equipment, and labor demands, which limits their practical application—particularly in quality assurance and quality control processes (collectively referred to as QA herein). Currently, the North Carolina Department of Transportation (NCDOT) specifies the Asphalt Pavement Analyzer (APA) for rutting assessment and the Tensile Strength Ratio (TSR) test for moisture damage evaluation. These tests are among the most resource-intensive asphalt mixture tests required by the NCDOT, in terms of time, labor, and equipment. Moreover, specifying the APA without an accompanying cracking test can unintentionally prioritize rutting resistance over cracking resistance. To address this issue, NCDOT RP 2023-02 is evaluating the IDEAL-CT test for incorporation into mixture design to balance rutting and cracking performance. However, adding the IDEAL-CT to existing tests further emphasizes the need for more efficient testing methods. Implementing efficient alternatives could allow additional performance measures to be integrated into mix design and increase the frequency of performance assessments in QA, despite the limitations of available resources. 

Monotonic indirect tensile (IDT) loading tests offer a promising, cost-effective alternative to the APA for assessing rutting. Furthermore, previous NCDOT research suggests that the Boil test, combined with Asphalt Compatibility Tester (ACT) measurements, may provide a faster method for evaluating moisture damage compared to the TSR. Additionally, the IDT testing used in TSR determination closely resembles the IDEAL-CT test, presenting a potential opportunity for dual-purpose testing. However, further research is needed to systematically evaluate these approaches within the context of NCDOT’s mixture design and QA practices, ensuring that more efficient methods can be implemented without compromising the accuracy of performance assessment.

Accordingly, the objectives of this proposed research are to: (1) identify asphalt mixture testing methods that improve efficiency while accurately assessing performance and (2) provide recommendations for their implementation within NCDOT’s mixture design and QA procedures. These objectives will be achieved through the execution of the following six tasks: (1) Conduct a literature review to identify efficient, alternative test methods and their relationships to existing NCDOT tests in terms of correlation and sensitivity to mixture composition variables. (2) Select, sample, and verify plant-produced mixture and the component materials for six job-mix formulas (JMFs) encompassing different mixture classifications and volumetric properties. (3) Compare NCDOT tests to the efficient alternatives in terms of correlation, sensitivity to mixture composition differences, and precision (repeatability and reproducibility) and establish preliminary thresholds for acceptance. (4) Evaluate alternative scenarios for implementing the viable efficient tests into mixture design and QA using a Strengths, Weakness, Opportunities, and Threats (SWOT) analysis. The analysis will identify implementation scenarios with the highest likelihood of success, balancing potential benefits with practical constraints. (5) Propose changes to mixture design and QA procedures based on the findings of the previous tasks and input from the NCDOT. (6) Prepare a final report documenting the study methodology, findings, and recommendations. 

This research project aims to identify rutting and moisture damage tests that can be integrated into asphalt mix design and/or quality assurance practices to enhance efficiency without compromising performance assessment accuracy. Additionally, the study may offer a practical pathway for incorporating a cracking performance test into mixture design and, potentially, QA processes. Furthermore, in cases where additional testing is deemed unnecessary, the greater efficiency could lead to cost and time savings. 
]]></description>
      <pubDate>Fri, 13 Jun 2025 12:39:11 GMT</pubDate>
      <guid>https://rip.trb.org/View/2563769</guid>
    </item>
    <item>
      <title>Cracking Resistance of Alaskan Asphalt with RAP Material</title>
      <link>https://rip.trb.org/View/2512614</link>
      <description><![CDATA[This research project aims to investigate the impact of reclaimed asphalt pavements (RAP) and rejuvenators on cracking performance of Alaskan hot mix asphalt (HMA) materials containing RAP and to develop a method to estimate RAP content for a given mix. Potential cost savings of up to 36% could be achieved when using the correct RAP combinations.]]></description>
      <pubDate>Fri, 21 Feb 2025 20:44:37 GMT</pubDate>
      <guid>https://rip.trb.org/View/2512614</guid>
    </item>
    <item>
      <title>Full-scale “Living Pavement Testbed” for Testing and Evaluation of Sustainable Pavement</title>
      <link>https://rip.trb.org/View/2310162</link>
      <description><![CDATA[In this study, proven pavement preservation treatments are proposed to be re-engineered using innovative materials that can better withstand the environmental and traffic loading conditions of the future.  In addition, recycled materials are proposed to be introduced to help reduce the carbon footprint of the pavement preservation treatments. It is anticipated that new and innovative approaches to material collection and performance testing will be developed as these practices currently do not exist for pavement preservation materials.

The intended outcome of the project is the development of new sampling practices, specimen molding and fixtures, as well as test procedures for the improvement of the life cycle of the pavement and structure.]]></description>
      <pubDate>Wed, 29 May 2024 09:21:10 GMT</pubDate>
      <guid>https://rip.trb.org/View/2310162</guid>
    </item>
    <item>
      <title>A Practical Method to Determine Reclaimed Asphalt Pavement Binder Availability</title>
      <link>https://rip.trb.org/View/2377842</link>
      <description><![CDATA[Recycled binder availability (RBA) is the proportion of total recycled binder in a reclaimed asphalt pavement (RAP) source that is available to blend with virgin asphalt. RAP binder locked inside of an agglomeration is ‘unavailable’ whereas the binder within the peripheral mastic coating of an agglomeration is ‘available’. However, RBA is not accounted for in the majority of state highway agencies’ design procedures The innovation developed through this project is a practical method to quantify the extent of agglomeration in a given RAP source, and in turn, the RBA using comparative sieve analysis of RAP and recovered RAP aggregate. Several sieve analysis procedural variables were evaluated. The RBA derived from a washed sieve analysis of RAP conditioned at 100°C demonstrated favorable agreement with recycled binder contribution (RBC) measurements, making it the recommended procedure for implementation. The close agreement between RBA and RBC results suggests that all available RAP binder is activated in asphalt mixtures produced at typical production conditions. Tracer-based microscopy analysis of asphalt mixtures fabricated using alternative preheating and conditioning procedures further indicates that RBC in asphalt mixtures does not vary significantly with laboratory production conditions. Consequently, the results suggest promise that the RBA results reflect RBC in asphalt mixtures produced under variable conditions. Statistical analyses indicate that RBA cannot be predicted from the commonly measured constituent RAP properties, thereby suggesting that the established sieve analysis procedure is necessary to precisely quantify source-specific RBA. While exhibiting statistical distinctions, the majority of sources exhibited RBA values near 60 percent, implying that a constant value of 60 percent could serve as a pragmatic alternative when sieve analysis measurements are not possible. The effects of RBA on asphalt mixture design were evaluated by comparing the composition and performance of control asphalt mixtures designed under the assumption of 100 percent RBA with those redesigned according to the availability adjusted mixture design (AAMD) method. The AAMD method generally produced mixtures with enhanced cracking resistance and similar rutting resistance compared to the control mixtures. Also, virgin mixtures and AAMD RAP mixtures prepared with similar available volumetric and effective properties yielded similar cracking resistance performance, suggesting potential for applying the AAMD method to counteract RAP’s detrimental effects on cracking resistance.]]></description>
      <pubDate>Mon, 06 May 2024 16:39:37 GMT</pubDate>
      <guid>https://rip.trb.org/View/2377842</guid>
    </item>
    <item>
      <title>Change: A Resilient Approach for Enhancing Asphalt Pavement Performance under Natural Events</title>
      <link>https://rip.trb.org/View/2363912</link>
      <description><![CDATA[Pavements are strong structures but are subjected to large traffic loading and different atmospheric conditions. Asphalt pavements face problems related to their physical and mechanical characteristics. One of the biggest challenges that asphalt pavement must overcome is its high thermal susceptibility, the relatively low durability and not enough climate resiliency. These problems can result in problems such as permanent deformation at high temperatures, and the expansion-contraction phenomenon trigger the appearance of thermal cracking shortening the durability and resilience of the asphalt pavements. A new recycled-aerogel composite for construction materials, named “RaC”, was developed in the Advanced Pavement Laboratory at Arizona State University (ASU). This novel product includes recycled materials such as crumb rubber particles, oil, fibers, and/or material in the form of aerogel particles or fibers. The recycled-aerogel composite is combined with asphalt binder or asphalt mixtures to yield modified material with improved characteristics. RaC solves shortcomings of asphalt pavements such as high-temperature deformation and thermal cracking making longer-lasting transportation infrastructures. This technology decreases the consumption of raw materials and energy fitting the concept of circular economy. The objective of this project is to thrive in extending the life of asphalt by using recycled materials to make asphalt pavement more durable and provide guidelines for the proper utilization of this new technology.]]></description>
      <pubDate>Fri, 05 Apr 2024 12:15:58 GMT</pubDate>
      <guid>https://rip.trb.org/View/2363912</guid>
    </item>
    <item>
      <title>Prediction of Pavement Damage under Truck Platoons Utilizing a Combined Finite Element and Artificial Intelligence Models</title>
      <link>https://rip.trb.org/View/2329135</link>
      <description><![CDATA[The characterization of platoon configuration encompasses three fundamental parameters: the lateral positioning of trucks, the spacing between them, and the total number of trucks within the platoon. The quantification of pavement damage stands as a paramount concern for roadway agencies, which is pivotal for the formulation of effective maintenance and rehabilitation strategies, ensuring the prolonged serviceability of roadways. Consequently, the development of a comprehensive framework capable of calculating pavement distresses as a direct function of these parameters becomes imperative. Therefore, the objective of this study is to introduce an innovative framework tailored to the investigation of pavement damage induced by truck platooning: (1) developing a new framework to simulate repetitive loading and predict accumulating pavement responses, including rutting prediction via a mechanistic model, and (2) proposing a physics-guided artificial intelligence (AI) model to predict pavement responses using the extensive 3D pavement finite element (FE) response database.
]]></description>
      <pubDate>Sun, 28 Jan 2024 12:35:31 GMT</pubDate>
      <guid>https://rip.trb.org/View/2329135</guid>
    </item>
    <item>
      <title>Field Sample and Test MDOT PMS Sections with SMA and Semi-Rigid LTPP Sections</title>
      <link>https://rip.trb.org/View/2264427</link>
      <description><![CDATA[The total number of sites required to locally calibrate the transfer functions in the AASHTOWare Pavement ME Design (PMED) software for both flexible and semi-rigid pavements was estimated in accordance with the 2010 AASHTO Local Calibration Guide.  Both LTPP and non-LTPP sites located in Mississippi were included to estimate the precision and eliminate any bias of the MEPDG transfer functions relative to Mississippi’s materials, local conditions, and operational policies.

The Mississippi LTPP test sections were identified as priority sites, because the time-series performance, materials, traffic, and other data was readily available for these test sections.  Eleven LTPP semi-rigid pavement sections were included in the experimental factorial  However, the LTPP database for test sections with cementitious stabilized material layers do not contain material properties for this type layer (Von Quintus, et. al.).  In this study the CONSULTANT shall field sample the cementitious stabilized layer(s) in each of these 11 sections and then in the laboratory test the cored samples for required inputs to PMED.

Sixty four non-LTPP test sections were originally included to provide requisite data for locally calibrating the performance models in PMED and this work is being performed via MDOT SS No. 263.  However, at the time this list of 64 sections was developed, MDOT had just started using stone matrix asphalt (SMA) in pavement construction so no sections with SMA having any performance history was available for use in local calibration.  Further, open graded friction courses were not being used in Mississippi at that time.  However, both types of mix are now used extensively within the State.  In this study the CONSULTANT shall field sample multiple test sections of SMA both with and without OGFC to include pavement sections with these type mixes in the experimental factorial for local calibration of the PMED models.

MDOT SSs No. 287 and No. 307 are demonstrating the potential use of ground penetrating radar (GPR) in evaluating the causal mechanisms for surface manifesting cracks and as a tool for identifying distresses occurring within a pavement structure that have not yet manifested at the surface.  In this study the CONSULTANT shall use GPR on the SMA test sections both with and without OGFC to further demonstrate use of GPR with the end goal of possibly incorporating GPR in future pavement rehabilitation projects as a diagnostic tool.  It is envisioned that use of GPR will enable better pavement rehabilitation designs that address the causal mechanisms of distresses within a pavement structure.

]]></description>
      <pubDate>Mon, 09 Oct 2023 09:19:25 GMT</pubDate>
      <guid>https://rip.trb.org/View/2264427</guid>
    </item>
    <item>
      <title>SPR-4824:  Understanding of Reflective Cracking Using Accelerated Pavement Testing</title>
      <link>https://rip.trb.org/View/2253883</link>
      <description><![CDATA[Outcomes from the proposed project will provide a better understanding of asphalt mixture overlay reflective cracking and improved calibration factors for use in the PEMD software.]]></description>
      <pubDate>Fri, 22 Sep 2023 10:24:09 GMT</pubDate>
      <guid>https://rip.trb.org/View/2253883</guid>
    </item>
    <item>
      <title>Sawing and Sealing Joints in Bituminous Pavements to Control Cracking</title>
      <link>https://rip.trb.org/View/2219381</link>
      <description><![CDATA[This research will review and evaluate the practice of saw-and-seal (the practice of sawing joints in an asphalt pavement and sealing them with a sealant) and should help local agencies answer some practical questions: How saw-and-seal compares to the use of modified PG asphalts? If the saw-and-seal process is used, what is the best practice? Why are saw-and-seal cracks more susceptible to “cupping” versus other transverse cracks?]]></description>
      <pubDate>Tue, 25 Jul 2023 15:41:47 GMT</pubDate>
      <guid>https://rip.trb.org/View/2219381</guid>
    </item>
    <item>
      <title>Synthesis of Information Related to Highway Practices. Topic 55-14. Maintenance Practices for Wide Cracks and Joints in Flexible and Composite Pavements</title>
      <link>https://rip.trb.org/View/2204219</link>
      <description><![CDATA[Existing flexible pavement maintenance programs of many state departments of transportation (DOTs) typically involve two kinds of activities: sealing cracks and patching. However, the strategies employed by maintenance crews depend on the width and the severity of the crack and the underlying pavement structure. Wide flexible pavement cracks are frequently larger than those typically repaired by crack or joint sealing efforts but are smaller than repairs requiring remove-and-replace patching procedures. Repairs of these types of distresses with materials such as flexible asphalt-based mastics, sand asphalt, or other patching materials have been shown to extend pavement service life. Engineered products, such as mastics, typically consist of polymer or rubber-modified asphalt binder systems combined with mineral fillers or fine aggregates. Experience has shown that engineered products can provide substantially better performance than more traditional solutions, such as sand asphalt, for wide flexible pavement cracks. Mastic-type materials may be combined with repair techniques such as micro-milling or routing to remove loose pavement material and provide an adequate reservoir to receive the repair material. State DOTs have developed evaluation and approval programs for assessment of available and emerging maintenance materials, and methods of application. The objective of this synthesis is to document practices used by state DOTs for flexible and composite pavement maintenance for wide transverse and longitudinal cracks and joints.
]]></description>
      <pubDate>Mon, 03 Jul 2023 10:10:32 GMT</pubDate>
      <guid>https://rip.trb.org/View/2204219</guid>
    </item>
    <item>
      <title>PEM: Influence of Curing Regimes on Formation Factor</title>
      <link>https://rip.trb.org/View/2077942</link>
      <description><![CDATA[This study will investigate new techniques for quantifying curing effectiveness of concrete materials. The study focuses on the reduction of early age shrinkage cracking.]]></description>
      <pubDate>Tue, 06 Dec 2022 09:48:37 GMT</pubDate>
      <guid>https://rip.trb.org/View/2077942</guid>
    </item>
    <item>
      <title>Reducing Low-Temperature Cracking on Local Roads</title>
      <link>https://rip.trb.org/View/2047344</link>
      <description><![CDATA[Traffic volumes on local roads (e.g., counties, townships, municipalities) differ significantly from traffic volumes on state roads (e.g., state routes, interstates). State roads tend to experience significantly higher average daily volumes of truck traffic than local roads. While 50 trucks per day may be considered low truck traffic volume on a rural state road, on a rural local road 50 trucks per year can be a more accurate representation. As a result, the design needs and distress challenges on local roads can differ from state roads. Low-temperature or thermal cracking is one of the main distresses in asphalt pavements with low to medium traffic volumes. This leads to a significant reduction in the service life and performance of these roads. Low-temperature cracking is also a source of reflective cracks in overlays placed on asphalt pavements. The properties of the binder in asphalt mixture significantly affect its resistance to low-temperature cracking. In addition, the aggregate shape, type and properties as well as the coefficient of thermal expansion of the asphalt mixtures plays a major role in the development of low-temperature cracking and control the mixture resistance to this type of cracking. There are a variety of asphalt mixes available to be used on local roads. Local Public Agencies (LPAs) need recommendations for mixture specifications that will help limit the development of low-temperature cracking on local roads. 

The goal of this research is to identify asphalt mixtures designed for low weather cracking for low volume roads on Ohio's local transportation system. This research will determine changes needed in the specifications of local roads asphalt mixtures and their components (aggregate and binder) to improve the mixtures resistance to low-temperature cracking. This research may lead to modified mixes or new mixes with better low-temperature performance. The results of this research are expected to help LPAs to improve the service life and performance of their roads and reduce their life cycle cost.                ]]></description>
      <pubDate>Tue, 18 Oct 2022 15:36:09 GMT</pubDate>
      <guid>https://rip.trb.org/View/2047344</guid>
    </item>
    <item>
      <title>Viability Assessment and Cost Benefit Analysis of Using Reclaimed Asphalt Pavement (RAP) in Unbound Pavement Layers in Louisiana</title>
      <link>https://rip.trb.org/View/1948610</link>
      <description><![CDATA[In Region 6, Portland cement is widely used in pavement construction to stabilize soil and base
layers. When Portland cement is blended and compacted with soil and water, a hydration process
and chemical alteration of the soil takes place. The hydration process forms a paste, which acts as
a glue to hold the soil particles together. Once this mixture hardens, it forms a rigid material, which
is durable and resistant to rutting. Unfortunately, this mixture also causes the material to contract,
producing shrinkage and reflective cracks. Consequently, in Louisiana, many roadways previously
constructed with soil cement have experienced severe shrinkage and reflective cracks, which
caused premature roadway failures and is aesthetically unappealing to the traveling public.
Therefore, it would be beneficial to South-Central States, including Louisiana, to identify
alternative modifiers to substitute for Portland cement in soil and base layers in the future. One of
these potential promising alternatives is using Reclaimed Asphalt Pavement (RAP) to strengthen
the unbound pavement layers (base/subbase course and subgrade). As such, this project will
determine whether RAP in Louisiana could be utilized in unbound layers, including base, subbase,
and subgrade and will also determine the optimum RAP content while conforming to current
Louisiana Department of Transportation and Development (LaDOTD) specifications.]]></description>
      <pubDate>Fri, 06 May 2022 11:41:57 GMT</pubDate>
      <guid>https://rip.trb.org/View/1948610</guid>
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