<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <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" />
    <description></description>
    <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>
    </image>
    <item>
      <title>Developing Guidelines for Right-Turn Lane Pockets for Intersections in Nevada</title>
      <link>https://rip.trb.org/View/2713605</link>
      <description><![CDATA[Nevada is overrepresented in intersection-related crashes and has been designated as an Intersection-Focused state by the Federal Highway Administration (FHWA).  Further research exploring how dedicated right-turn lane pockets could mitigate fatal and serious injury crashes is needed.  Currently, the criteria used to determine when an exclusive right-turn lane is required may be inconsistently applied given today’s traffic volumes, vehicle mix, pedestrian activity, and safety expectations. In some cases, right-turn lanes are omitted even when they could improve operations or safety, while in others, they are added despite limited benefits and significant cost or right-of-way impacts.
The main objective of this research is to produce an updated, data-driven, and context-sensitive framework for determining when and where exclusive right-turn lane pockets should be required or clearly not required at access points in Nevada.  In particular, a tool will be provided that will improve the Nevada Department of Transportation’s (NDOT’s) ability to consistently evaluate access points to the state highway system and will maximize the safety and operational benefits of exclusive right-turn lanes. Additionally, the research results will provide NDOT with a process model that supports consistent, transparent, and technically-sound decision making for new developments and access modifications.
The University of Nevada, Reno team plans to reach the research objective by: (1) Synthesizing the current state of knowledge and practice for right-turn lane warrants nationally and among peer agencies. (2) Collecting high-resolution field data and developing calibrated VISSIM microsimulation models.  (3) Conducting systematic scenario-based simulations using the calibrated VISSIM models and crash data analyses.  (4) Developing guidelines, using the empirical findings from the aforementioned tasks, for determining when an exclusive right-turn lane pocket is warranted. (5) Developing a user-friendly, implementation-ready decision-support tool for use by NDOT reviewers, local agency staff, developers, and consulting engineers. (6) Compiling all research findings, guidelines, and tools into a comprehensive final report and conducting a training workshop to facilitate implementation.
The final deliverables will be designed from the outset for direct integration into NDOT’s policies, procedures, and operations. 
Additionally, the implementation plan will be structured as a phased approach that transitions from research completion through pilot application, full deployment, and sustained use.]]></description>
      <pubDate>Thu, 11 Jun 2026 14:33:30 GMT</pubDate>
      <guid>https://rip.trb.org/View/2713605</guid>
    </item>
    <item>
      <title>Transportation Asset Management Guidance and Framework for Ancillary Highway Assets</title>
      <link>https://rip.trb.org/View/2712210</link>
      <description><![CDATA[Ancillary assets represent a significant portion of state department of transportation (DOT) asset inventory. Current research on the state of practice summarizes ancillary asset management processes; however, state DOTs still face challenges in developing procedures and guidelines to establish comprehensive practices or improve existing programs. The Federal Highway Administration (FHWA) 2019 Handbook for Including Ancillary Assets in Transportation Asset Management Programs shows progress in this area, though knowledge gaps in data management and systems, life-cycle planning (LCP), and preservation and maintenance programs still exist for managing ancillary assets. Research is needed to identify and assess state DOT practices for performing ancillary asset assessments and managing these asset classes. 

The objective of this project is to develop a guide and framework for state DOTs to manage multiple ancillary asset classes, including hydraulics, signals, barriers, culverts, intelligent transportation systems, and other relevant assets.]]></description>
      <pubDate>Wed, 10 Jun 2026 11:45:51 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712210</guid>
    </item>
    <item>
      <title>Identifying, Assessing, and Managing Events for Critical Infrastructure Resilience in Surface Transportation</title>
      <link>https://rip.trb.org/View/2712209</link>
      <description><![CDATA[State departments of transportation (DOTs) play an important role in protecting critical transportation infrastructure from natural hazards, human-caused events, and emerging threats. However, there is currently no consistent methodology for identifying and assessing critical infrastructure within surface transportation systems. Definitions of “criticality” vary across agencies, and existing approaches often lack integration with broader resilience, security, and emergency management frameworks.

Previous research has focused on specific threats, such as terrorism or cybersecurity, or on resilience to natural hazards, but gaps remain in developing proactive, risk-based approaches that address the full range of threats and system interdependencies. Transportation systems are closely linked with other infrastructure sectors, such as power and water systems, and disruptions can have cascading impacts across regions.

Research is needed to help state DOTs better define their role in coordinating with law enforcement, emergency responders, and other planning partners and system owners to enhance preparedness, response capabilities, proactive resilience planning, stakeholder coordination, and implementation of national infrastructure protection frameworks.

The objectives of this research are to (1) identify and assess surface transportation system interdependencies and develop a risk-based approach to managing a wide range of threats; and (2) develop an infrastructure resilience guide with case studies, a list of stakeholder roles and responsibilities, and decision-making tools to help state DOTs identify, assess, and manage risks to critical infrastructure within surface transportation systems.]]></description>
      <pubDate>Wed, 10 Jun 2026 11:41:46 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712209</guid>
    </item>
    <item>
      <title>State and Local Agency Guide on Implementing Safer Land Use Principles</title>
      <link>https://rip.trb.org/View/2712208</link>
      <description><![CDATA[While state departments of transportation (DOTs) are typically not responsible for land use decisions, the connection between transportation and land use is strong. Transportation agencies nationwide have adopted the Safe System Approach (SSA) to reduce roadway fatalities and serious injuries by addressing and/or accommodating vehicle design, roadway environments, speed management, user behavior, and post-crash care. Yet, land use has not been systematically integrated into transportation safety planning.

Safer Land Use recognizes that decisions about development density, zoning, parking standards, access management, building siting on parcels, and multimodal connectivity affect crash exposure, likelihood, and severity. Coordinating land use and transportation planning brings homes, workplaces, schools, and amenities into closer proximity, with better interconnectivity of developments that allow for more efficient trip chaining. In addition, this makes walking, biking, and transit more practical, reduces vehicle trips, and contributes to a shared culture of traffic safety.

The objective of this research is to develop a resource guide that enables state and local agencies to integrate Safer Land Use principles into the SSA framework. The guide will quantify how land use decisions—such as development density, zoning regulations, parking requirements, access management, and multimodal connectivity—influence crash exposure, likelihood, and severity; assess how roadway safety improvements can mitigate adjacent land use; and identify land use-related countermeasures that improve safety outcomes for all users. The guide will include case studies, policy templates, and potential procedures for interagency collaboration and land use plan review.]]></description>
      <pubDate>Wed, 10 Jun 2026 11:38:43 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712208</guid>
    </item>
    <item>
      <title>Two-Lane to Three-Lane Roadway Conversions: Active Transportation Safety Implications</title>
      <link>https://rip.trb.org/View/2712207</link>
      <description><![CDATA[Land development patterns often shift two-lane collector roadways from serving primarily through traffic to accommodating a greater mix of through and local access traffic. In other cases, local destinations remain while downstream development increases through-traffic demand. In both scenarios, turning movements and through traffic increasingly conflict with each other. Where no alternative corridor options exist, through traffic remains on the road along with increased traffic volumes generated by new land uses. Prior to development, these roads may have included paved shoulders occasionally used by pedestrians and bicyclists, though active transportation activity was generally limited because fewer nearby destinations existed. As development intensifies, pedestrian and bicycle activity increases alongside turning conflicts, creating pressure on agencies to widen the roadway cross-section by adding center turn lanes, bicycle lanes, sidewalks, or shared-use paths.

While active transportation users benefit from dedicated facilities, they may not benefit from roadway changes that increase vehicle speeds, traffic volumes, or unprotected crossing distances. Meanwhile, motorists on two-lane roadways with frequent left-turning vehicles may experience more rear-end crashes, driver frustration, and risky drive-around maneuvers. Drivers making left turns under these conditions may also accept smaller traffic gaps or perform less thorough scans for pedestrians and bicyclists. When agencies determine that adding pedestrian and bicycle facilities alone is insufficient to meet operational needs, an important question remains: how can transportation agencies improve traffic operations while optimizing safety for active transportation users?

The objective of this research is to evaluate and compare the safety performance of two-lane roadway cross-sections without dedicated turn lanes and three-lane cross-sections with center two-way left-turn lanes along corridors that include bicycle lanes, sidewalks, and effective pedestrian crossing treatments. The research will identify the traffic, land use, and operational conditions under which each cross-section is more effective at improving pedestrian and bicyclist safety while balancing multimodal operational performance.

A secondary objective is to develop a guide with evidence-based recommendations, design considerations, and implementation strategies for improving multimodal safety along suburban and urbanizing corridors with current or projected high through-motorist travel and left-turn motorist demand.]]></description>
      <pubDate>Wed, 10 Jun 2026 11:36:42 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712207</guid>
    </item>
    <item>
      <title>Improving Stormwater Systems for Debris and Contaminant Capture</title>
      <link>https://rip.trb.org/View/2712206</link>
      <description><![CDATA[Highway runoff carries a complex mix of pollutants, including debris, heavy metals, and nutrients. Oil, grease, and combustion byproducts from vehicles further add to the contaminant load. In addition to these conventional pollutants, scientific advances have highlighted contaminants of emerging concern (CECs) that were not fully recognized when most departments of transportation’s (DOT’s) stormwater programs were first developed.

Unlike conventional pollutants that degrade over time, many of these debris and CECs persist. They clog inlets and ponds, reduce hydraulic conductivity, and increase pollutant loads to downstream waters. For DOTs, this creates two major challenges: rising costs to maintain stormwater assets, and regulatory risk under municipal separate storm sewer system permits if pollutant control cannot be demonstrated.

The objective of this research is to develop a guide for reducing broad pollutants, which include macro-debris, microplastics, and tire wear particles, which have been demonstrated to contain compounds toxic to certain aquatic organisms.]]></description>
      <pubDate>Wed, 10 Jun 2026 11:28:41 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712206</guid>
    </item>
    <item>
      <title>Establishing a Unified Data Governance Framework for Reliable Project Prioritization in Transportation Agencies</title>
      <link>https://rip.trb.org/View/2712205</link>
      <description><![CDATA[Project prioritization is a cornerstone of effective transportation planning and investment. However, many state departments of transportation (DOTs) struggle with fragmented data systems, inconsistent data definitions, and unclear data ownership. These challenges result in decision-making that is often delayed, misinformed, or misaligned with strategic goals. The absence of  centralized, authoritative data source leads to duplication of effort, conflicting reports, and a lack of transparency. Moreover, undefined policies around data governance—such as who owns the data, who can access it, and how it should be maintained and secured—further exacerbate inefficiencies.

To address the fragmented data ecosystem that hinders effective decision-making, this research will examine successful strategies from leading transportation agencies, drawing on case studies that highlight the importance of interagency coordination, standardization of data formats, and robust digital delivery workflows. The research will identify scalable solutions to common workflow and workforce challenges, including the need for clear roles and responsibilities in data stewardship, ongoing workforce training, and adoption of compatible software infrastructure. The resulting data governance model and blueprint will be informed by national and international best practices, positioning state DOTs to deliver efficient, transparent, and high-impact transportation investments.

The objective of this research is to develop a unified data governance model and delivery framework that enables transportation agencies to provide timely, accurate, and reliable data for project prioritization.]]></description>
      <pubDate>Wed, 10 Jun 2026 11:26:04 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712205</guid>
    </item>
    <item>
      <title>Improving Life-Cycle Cost Analysis (LCCA) of Pavements with Geosynthetics Used as Separators with Real Life-Cycle Cost Data</title>
      <link>https://rip.trb.org/View/2712204</link>
      <description><![CDATA[Life-Cycle Cost Analysis (LCCA) is widely used to compare pavement design alternatives and evaluate long-term economic efficiency. Geosynthetics have been widely used in flexible pavements as separator layers between the base, subbase, and subgrade to improve long-term pavement performance and extend service life. LCCA is routinely used as an important asset management tool for evaluating agency and user costs over the life of a pavement. However, the accuracy of current LCCA approaches for pavements with geosynthetic separators remains uncertain because pavement performance prediction models are often based on limited laboratory testing or short-term field monitoring data. Variations in model assumptions, design inputs, maintenance activities, and user cost estimates can significantly affect LCCA results and may obscure the benefits of geosynthetics.

Since many pavements constructed during the early implementation of LCCA have now experienced major rehabilitation activities or reached a substantial portion of their service life, state departments of transportation (DOTs) have accumulated significant field performance, maintenance, and cost data. These data provide an opportunity to compare actual life-cycle costs with the original LCCA predictions and to improve future analyses.

The objective of this research is to (a) use real life-cycle cost data from flexible pavements with geosynthetics used as a separator between the base/subbase and subgrade to validate the LCCA performed at the project design phase, (b) quantify the differences between LCCA results and real life-cycle costs and identify the factors that contribute to any discrepancies, and (c) make recommendations for future LCCA models for other geosynthetic functions. ]]></description>
      <pubDate>Wed, 10 Jun 2026 11:16:58 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712204</guid>
    </item>
    <item>
      <title>Evaluating Construction Workforce Conditions and Their Effects on Productivity and Project Scheduling</title>
      <link>https://rip.trb.org/View/2712203</link>
      <description><![CDATA[Transportation construction projects often involve accelerated schedules, extended work hours, and work performed in challenging environmental and safety-sensitive conditions. These conditions can affect the physical and mental well-being of state department of transportation (DOT) and contractor staff and may negatively influence workforce productivity, safety, and project delivery outcomes.

Long work hours, demanding schedules, and changing environmental conditions have contributed to growing concerns regarding workforce stress, burnout, fatigue, and mental health challenges within the construction industry. Research and industry surveys have highlighted the need to better understand how workforce conditions influence productivity and project performance. However, there is limited guidance on incorporating workforce well-being considerations into project scheduling, phasing, and construction management practices.

The objective of this research is to develop a guide to assist state DOTs in evaluating environmental, physical, and mental conditions affecting the transportation construction workforce and their impact on productivity and scheduling expectations. The research is intended to support healthier, safer, and more sustainable project delivery practices.]]></description>
      <pubDate>Wed, 10 Jun 2026 11:14:16 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712203</guid>
    </item>
    <item>
      <title>Guidance for Selecting Pedestrian Safety Treatments at Signalized Intersections to Address Permitted Turn Conflicts</title>
      <link>https://rip.trb.org/View/2712202</link>
      <description><![CDATA[State departments of transportation (DOTs) and local agencies work to improve pedestrian safety at signalized intersections while maintaining efficient vehicle operations. Traditional signal timing practices often allow pedestrians to cross concurrently with permitted turning vehicles, which can create unsafe or stressful conditions for pedestrians, particularly at intersections with high turning volumes and speed or complex geometries. Agencies have implemented treatments such as leading pedestrian intervals (LPIs), delayed-turn strategies, and protected-only turn phases, but these applications are often applied without nationally consistent, data-driven guidance.

Existing resources identify available pedestrian safety treatments but provide limited guidance on when specific strategies are most appropriate. This can lead to inconsistent practices and difficulty balancing pedestrian safety improvements with operational impacts to vehicles.

The objective of this research is to develop a data-driven guide for selecting pedestrian safety treatments at signalized intersections to address conflicts with permitted turning vehicles. Using field-collected data, the research will evaluate treatments under varying traffic, geometric, and signal timing conditions, with results to help agencies identify appropriate strategies.]]></description>
      <pubDate>Wed, 10 Jun 2026 11:11:14 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712202</guid>
    </item>
    <item>
      <title>Advancing AI Applications for Knowledge Discovery, Capture, And Delivery at State DOTs</title>
      <link>https://rip.trb.org/View/2712201</link>
      <description><![CDATA[State departments of transportation (DOTs) are facing a critical workforce transition as large numbers of experienced engineers, planners, maintenance managers, and technical experts approach retirement. This demographic shift threatens the loss of institutional and tacit knowledge that supports effective decision-making, project delivery, operations, and innovation. Existing knowledge-management approaches are often fragmented and insufficient for systematically capturing and transferring experiential knowledge across agencies.

At the same time, transportation agencies are becoming increasingly digital and data-driven, relying on technologies such as intelligent transportation systems, analytics, digital twins, and artificial intelligence (AI)-enabled tools. Advances in AI, particularly in Large Language Models (LLMs), semantic models, and Retrieval Augmented Generation (RAG), offer opportunities to improve knowledge discovery, synthesis, retrieval, and delivery within transportation agencies. AI applications such as chatbots, intelligent assistants, semantic search, and interactive knowledge exploration tools can help employees quickly locate technical standards, business processes, lessons learned, datasets, and expert guidance.

Several DOTs are independently piloting AI-based knowledge discovery and delivery (KDD) applications, but there is limited research on scalable, transferable frameworks that support knowledge capture, workforce onboarding, training, and enterprise-wide information access. There is also a need to address governance, data quality, privacy, interoperability, model transparency, and long-term maintenance of AI-enabled knowledge systems.

The objective of this research is to advance AI applications for knowledge discovery, capture, and delivery within state DOTs by developing a scalable transportation-specific LLM framework that captures, organizes, synthesizes, and disseminates institutional knowledge. The research will assess current AI-based KDD practices; identify promising applications and use cases; develop standardized protocols for data ingestion, annotation, and evaluation; and establish governance frameworks for responsible AI deployment.]]></description>
      <pubDate>Wed, 10 Jun 2026 11:08:22 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712201</guid>
    </item>
    <item>
      <title>Refining Volumetric Boundaries for Balanced Mix Design (BMD) Approaches</title>
      <link>https://rip.trb.org/View/2712200</link>
      <description><![CDATA[Volumetric parameters have played a foundational role in asphalt mix design, acceptance, and quality assurance (QA). In both the Marshall and the Superpave mix design methods, volumetric criteria guide the selection of materials, aggregate gradation, and binder content. In more recent balanced mix design (BMD) approaches, particularly Approaches A and B, the initial mix design still relies on traditional volumetric properties.

However, the integration of performance-related testing in BMD has raised questions about the continued relevance and appropriate limits of volumetric criteria. Modern asphalt mixtures increasingly incorporate modified binders, additives, reclaimed asphalt pavement (RAP), and other recycled or innovative materials that may result in volumetric properties that differ from conventional hot mix asphalt. Strictly enforcing conventional volumetric criteria may unnecessarily restrict the design flexibility that BMD seeks to promote. At the same time, volumetric properties are relatively easy to measure, monitor, and adjust during mix design, production, and QA, and they provide an additional layer of assurance in mix consistency and constructability.

There is currently no consensus on how volumetric boundaries should be defined to appropriately reflect mixture performance and support effective mix design within the BMD framework. As transportation agencies transition toward performance-related mix design specifications, there is a need to revise current volumetric boundaries to better align with modern materials, performance objectives, and QA practices.

The objective of this research is to investigate the impact of variations in volumetric parameters on modern asphalt mixtures and determine the volumetric boundaries that are suitable for BMD approaches and QA.]]></description>
      <pubDate>Wed, 10 Jun 2026 11:05:18 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712200</guid>
    </item>
    <item>
      <title>Streamlining Compliance Criteria and Preemptively Identifying Slowdowns for Hastened Project Delivery – Lessons from Efficient Agencies</title>
      <link>https://rip.trb.org/View/2712199</link>
      <description><![CDATA[Transportation agencies and decision-makers increasingly prioritize timely project delivery, including shorter durations between funding allocation and construction. This emphasis is reflected in a growing focus on schedule performance and transparent communication of project timelines. Stakeholder expectations—including those of elected officials and the public—underscore the importance of clearly understanding and managing factors that influence project schedules.

Quantitative, project-level data are essential for identifying patterns of delay, informing process improvements, and supporting the development of realistic and reliable schedules. With robust data, departments of transportation (DOTs) can more effectively assess project readiness, using performance-informed metrics to guide decision-making. In addition, information on the effectiveness of mitigation strategies—particularly measured reductions in delay duration—can help agencies prioritize resources and apply approaches that offer the greatest benefit.

State DOTs have developed a strong understanding of common sources of delay in areas such as environmental review and permitting. However, the availability of quantitative, project-level data for other types of delays remains limited. In particular, agencies may not consistently have data on the typical schedule impacts associated with specific issues or the relative effectiveness of different mitigation strategies. While existing research often identifies causes of delay, it less frequently quantifies their schedule impacts—especially for complex projects—or estimates potential time savings associated with mitigation measures. This limits agencies’ ability to take a comprehensive, data-driven approach to comparing delay drivers, identifying process efficiencies, and evaluating tradeoffs between mitigation benefits and costs.

This scan will identify and examine organizations that have developed effective procedures to: (1) Identify measurable sources of delay, (2) Collect project-level quantitative data on the schedule impacts of those delays, and (3) Apply mitigation strategies that support recovery of schedule time.

The resulting observations will provide practical, transferable lessons to support agencies in managing project development schedules and improving overall program efficiency.    ]]></description>
      <pubDate>Wed, 10 Jun 2026 11:02:25 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712199</guid>
    </item>
    <item>
      <title>Develop a Risk-Based Framework for Selecting Hydrologic, Hydraulic, and Scour Criteria for Temporary Hydraulic Structures and Encroachments</title>
      <link>https://rip.trb.org/View/2712198</link>
      <description><![CDATA[Temporary hydraulic structures, such as bridges, culverts, and temporary access fills, are widely used during construction and emergency response to maintain transportation access and restore mobility following infrastructure damage. Unlike permanent structures, these installations are often designed for shorter service lives and may not meet the same hydrologic and hydraulic criteria. However, current design practices vary significantly across state departments of transportation, with no consistent national guidance for determining appropriate risk levels or design storm frequencies.

 Recent studies indicate that many agencies rely on case-by-case assessments, qualitative risk evaluations, or inconsistent application of evaluation criteria for temporary structures. Additionally, there is limited use of quantitative risk models and little integration of factors such as traffic impacts, environmental considerations, and failure consequences. The lack of standardized guidance can result in designs potentially contributing to increased conservatism and lifecycle costs, or to reduced system resilience and increased risk in some scenarios. Research is needed to identify and incorporate factors such as costs, structure lifespan, traffic, scour conditions, environmental impacts, failure risks, and regional variability to help determine how to select hydrologic, hydraulic, and scour criterion for temporary structures and to measure performance.

The objectives of this research are to develop (1) a practitioner’s guide and a data-driven risk-based decision-making framework for selecting hydrologic, hydraulic, and scour design criteria for temporary hydraulic structures and encroachments; and (2) a standalone memorandum with language suitable for AASHTO’s consideration in evaluating potential updates to the AASHTO Drainage Manual.]]></description>
      <pubDate>Tue, 09 Jun 2026 17:42:06 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712198</guid>
    </item>
    <item>
      <title>Evaluation of Surveying Workforce Needs to Support Highway Construction</title>
      <link>https://rip.trb.org/View/2712197</link>
      <description><![CDATA[The U.S. surveying and geomatics profession is a multidisciplinary field requiring extensive knowledge of math, science, and geography. Civil engineering curricula may provide only limited exposure to surveying and geographic information systems (GIS), which may contribute to the growing shortage of the technical talent needed for delivering accurate and timely survey data. This challenge is further compounded across all education levels with limited enrollment in existing geomatics programs and limited availability of geomatics and geospatial technology courses, even as the use of geospatial information through digital devices continues to increase.

In addition to the intellectual and technical considerations associated with effectively utilizing geospatial data, several factors can influence its broader adoption and application. One key consideration is the learning investment needed to fully leverage geospatial datasets while adapting to this evolving field to maintain proficiency. Furthermore, recent studies have highlighted growing workforce demand in geomatics engineering and related disciplines nationwide. Therefore, research is needed to identify and assess the current surveying workforce status and needs for supporting highway construction.

The objective of this research is to help state departments of transportation (DOTs) to: (1)       Identify the educational and knowledge gaps contributing to workforce shortages, (2)      Develop data-driven fundamentals for workforce planning, program development, and recruitment investments, and (3) Develop strategies to prepare for emerging technologies and future needs in highway construction and digital project delivery.]]></description>
      <pubDate>Tue, 09 Jun 2026 17:38:49 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712197</guid>
    </item>
  </channel>
</rss>