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    <title>Research in Progress (RIP)</title>
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    <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>
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    <item>
      <title>Use of Nanomaterials to Enhance HPC and UHPC for Ready-Mix and Precast/Prestressed Infrastructure Applications</title>
      <link>https://rip.trb.org/View/2752277</link>
      <description><![CDATA[The aim of this project is to develop and scale up engineered high performance concrete (HPC) and ultra high performance concrete (UHPC) with enhanced mechanical properties and adaptive rheology for ready-mix and precast/prestressed concrete infrastructure. The joint research framework between the University of Texas at Arlington (UTA) and Missouri University of Science and Technology (S&T) focuses on enhancing the bulk properties of engineered concrete by fine-tuning nano- and micro- scale properties of the cementitious matrix using multi-dimensional carbon- and cellulose-based nanomaterials UTA’s research team will lead the development of strain-resilient HPC and UHPC with enhanced structural build-up, increased modulus and first-crack strength, and improved strain-hardening response. This will be achieved by redefining the structure–property relationships of the cementitious matrix using cement-compatible, liquid-based graphitic enhancers formulated with highly dispersed carbon nanotubes (CNTs), cellulose nanofibers (CNFs), and exfoliated few-layer Graphene Nanoplatelets (GNPs). Complementary research at S&T will advance HPC and UHPC properties through cellulose nanofibril and nanocrystal systems aimed at improving mixture rheology, viscoelastic behavior, and early-age mechanical performance. Together, the project will establish property benchmarks for engineered HPC and UHPC that exceed performance targets by the American Association of State Highway and Transportation Officials (AASHTO), the Federal Highway Administration (FHWA), the National Ready Mixed Concrete Association (NRMCA), and the American Concrete Institute (ACI), creating a scalable pathway for high-performance concrete in ready-mix and precast/prestressed applications.]]></description>
      <pubDate>Thu, 13 Aug 2026 15:32:18 GMT</pubDate>
      <guid>https://rip.trb.org/View/2752277</guid>
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    <item>
      <title>Evaluating Structural Performance and Durability of Precast Elements Incorporating Nano-Engineered Concrete</title>
      <link>https://rip.trb.org/View/2752284</link>
      <description><![CDATA[Low-clinker concrete (LCC) offers a sustainable alternative by replacing Ordinary Portland Cement (OPC) with high volume of supplementary cementitious materials (SCMs) and fillers. Limestone filler and clay deposits present promising options to prepare LCC due to their global abundance and consistent quality, offering a viable replacement for diminishing SCM supplies.
Despite LCC having demonstrated potential in laboratory studies, one major concern is whether LCC can provide sufficient strength and durability to meet the requirements for precast structural members. Precast concrete elements, including beams, slabs, and columns, are essential in modern infrastructure, including bridges, tunnels, and highway barriers, due to their load-bearing capabilities, efficiency, and durability. Replacing high-clinker cement with SCMs alters hydration kinetics, setting time, and mechanical properties, which could impact load-bearing capacity, cracking resistance, deflection behavior, and fatigue performance of precast components. Additionally, shrinkage, creep, and early-age strength development are critical factors for precast applications, as these influence handling, transportation, and installation in real-world conditions.
LCC has low reactivity, so there is a critical need to incorporate nanomaterials (NM) to accelerate hydration, enhance early-age strength, and densify the microstructure to ensure adequate performance for precast applications. In particular, NM can mitigate the slow hydration associated with high SCM/filler replacement and help restore early-age stiffness and strength, which are essential for demolding and early handling.
This research aims to evaluate the feasibility of LCC made with high content of LF in precast structural elements by conducting a rigorous assessment of structural behavior, durability, and compliance with industry standards. Furthermore, the integration of NM is expected not only to refine the microstructure and reduce porosity but also to improve transport properties, mechanical performance, and long-term durability, addressing key limitations of current LCC systems. The potential of the role of NM improving the structural performance of LCC precast elements will also be assessed. 
Through experimental testing and mixture design optimization, the study will provide data-driven insights to ensure structural integrity while promoting sustainability. The findings will contribute to the advancement of resilient and high-performance transportation infrastructure.
]]></description>
      <pubDate>Thu, 13 Aug 2026 15:31:53 GMT</pubDate>
      <guid>https://rip.trb.org/View/2752284</guid>
    </item>
    <item>
      <title>Field Implementations for Concrete with Nontraditional and Natural Pozzolans</title>
      <link>https://rip.trb.org/View/2752286</link>
      <description><![CDATA[The objective of this project is to systematically evaluate how varying limestone content in Type IL cement influences the performance of concretes incorporating natural and nontraditional pozzolans (NNPs), and to identify the optimal nanosilica (nS) dosage for enhancing hydration kinetics, mechanical properties, and long-term durability. The project advances durable and high-performance concrete for transportation infrastructure through the development of optimized cementitious systems incorporating Type IL cement, nontraditional and natural pozzolans, and nanosilica(nS). By quantifying the synergistic effects among limestone content, NNPs, and nS, the study aims to reduce the clinker content of concrete while enhancing fresh properties, mechanical performance and durability. These improvements are expected to extend the service life of concrete structures and lower lifecycle costs.  ]]></description>
      <pubDate>Thu, 13 Aug 2026 15:31:30 GMT</pubDate>
      <guid>https://rip.trb.org/View/2752286</guid>
    </item>
    <item>
      <title>Integrating Concrete 3D-Printing and UHPC Spray Techniques for Improved Structural Performance</title>
      <link>https://rip.trb.org/View/2745082</link>
      <description><![CDATA[Concrete 3D printing has gained rapid momentum as an emerging construction
method offering reduced labor, faster construction, enhanced design flexibility,
and minimal formwork requirements. However, its broader adoption in structural
and bridge applications remains limited due to inherent weaknesses, including
insufficient interlayer bonding, lack of conventional reinforcement, and early-age
shrinkage cracking. These limitations reduce durability and restrict the load-carrying capacity of 3D-printed elements. Currently, Innovative Bridge Technologies/Accelerated Bridge Construction University Transportation Center (IBT/ABC-UTC) at Florida International University (FIU) has pioneered the development and successful field deployment of pneumatic spray
technology for ultra-high-performance concrete (UHPC). This technique provides
high-quality, rapid, and cost-effective strengthening solutions for deteriorated or
deficient bridge components. Recent full-scale demonstrations have shown that
sprayed UHPC can deliver superior bonding, enhanced toughness, and substantial
improvements in structural performance. Despite the individual advancements of
concrete 3D printing and UHPC spray technology, their integration remains largely
unexplored. This project aims to evaluate the feasibility of using pneumatically
sprayed UHPC as an external reinforcement layer for 3D-printed concrete
components. The research will: (1) quantify the interfacial bond strength between
sprayed UHPC and 3D-printed substrates; (2) assess structural enhancements
through flexural strength, ductility, and post-cracking performance; and (3)
investigate improvements in durability, including resistance to chloride
penetration and freeze-thaw deterioration. The findings will provide foundational
knowledge for advancing a hybrid construction approach that merges concrete 3D
printing with sprayable UHPC. The expected outcomes will support the
development of practical guidelines, promote adoption in bridge infrastructure,
and enable future field-scale validation studies.]]></description>
      <pubDate>Fri, 07 Aug 2026 08:26:00 GMT</pubDate>
      <guid>https://rip.trb.org/View/2745082</guid>
    </item>
    <item>
      <title>Development and Implementation of Performance Engineered Concrete</title>
      <link>https://rip.trb.org/View/2742730</link>
      <description><![CDATA[As the pace of innovation in the concrete industry has rapidly accelerated over the past decade and novel cementitious materials, manufacturing processes, and admixtures have led to drastic changes in product availability, Performance Engineered Mixtures (PEM) ensure that projects are built to last and delay or avoid costly overlays or replacement. Recent Wyoming Department of Transportation (WYDOT) experiences communicated to the project team have indicated that implementation of novel mixes using silica fume for bridge decks resulted in significant levels of surface cracking that invite durability issues and incur significant cost to the DOT, similar to experiences in other states like Iowa and Montana.  By current WYDOT estimates, the cost of repairing one bridge deck with a rigid overlay is a minimum $350,000, bridge deck full-replacement is $1M and replacing one mile of concrete pavement costs $4-5M. The smallest of these costs is twice the cost of this project, and use of PEM specifications would likely limit similar issues. Additionally, as Portland limestone cement (PLC) became one of the only available option for cement, it resulted in contractors scrambling to adapt. This project strategically introduces specifications to improve durability and constructability. 
One pathway to prevent these issues from recurring is adopting a WYDOT PEM specification. While WYDOT has adopted some provisions in AASHTO R-101 for pavements, gaps exist in the adoptions for constructability and durability – particularly regarding aggregate gradation, workability, and chloride ion transport – that could markedly improve the quality and durability of concrete pavements and structures in the state, significantly reducing maintenance and rehabilitation costs.
]]></description>
      <pubDate>Tue, 04 Aug 2026 15:53:16 GMT</pubDate>
      <guid>https://rip.trb.org/View/2742730</guid>
    </item>
    <item>
      <title>Identifying and Quantifying Microplastics Generated from the Roadway Environment: Field Monitoring and Analysis</title>
      <link>https://rip.trb.org/View/2742704</link>
      <description><![CDATA[Microplastics (MPs) generated from roadway materials and vehicle activity are an emerging environmental concern, yet their sources, behavior, and impacts remain poorly quantified. Transportation agencies use plastics in erosion control netting, road markings, and increasingly in recycled plastic modified (RPM) asphalt, all of which have the potential to shed MPs through weathering and abrasion. Tire wear particles further dominate MP emissions. At the same time, the lack of standardized analytical methods limit reliable measurement of MPs in stormwater and roadside soils. 

This research will improve understanding of roadway-derived MPs and advanced analytical consistency by (1) comparing TGA-FTIR and Py-GC-MS to develop a validated mass-based quantification workflow: (2) quantifying polymer-specific MPs across rural, urban, and RPM asphalt sites; (3) evaluating relationships between traffic volume and MP abundance; and (4) examining how antecedent dry periods influence MP mobilization during storm events. Integrated laboratory testing and field sampling will link analytical precision with real-world roadway conditions. 

The results will provide transportation agencies, including Virginia Department of Transportation (VDOT), with robust methods, source-specific MP data, and insights needed to anticipate and inform future regulations and guide more sustainable roadway material and stormwater management practices.
]]></description>
      <pubDate>Tue, 04 Aug 2026 09:56:52 GMT</pubDate>
      <guid>https://rip.trb.org/View/2742704</guid>
    </item>
    <item>
      <title> Evaluate PVC Water Main Materials in Roadway Projects</title>
      <link>https://rip.trb.org/View/2731924</link>
      <description><![CDATA[Water main breaks within Michigan Department of Transportation (MDOT) R.O.W. pose significant risks to the Department and stakeholders, including complete road
closures, detours, as well as boil water advisories. MDOT is obligated to replace municipal water mains that are impacted by
Road and Bridge projects, typically at Project costs. The Department currently only specifies ductile iron water main (DIWM)
materials within the influence of its roadways. Rising costs of and supply issues with DIWM in recent years have caused
significant project delays. Municipalities are increasingly requesting the use of PVC water main materials within MDOT R.O.W.
to maintain material continuity of their facilities. Allowing use of alternative materials could reduce costs and/or delays to the
Department. MDOT needs data to address Municipal Engineers and Industry questions on the suitability of allowing PVC water
main on MDOT projects. Several factors must be evaluated in comparison to DIWM; the durability and expected design life,
historical leakage and breakage rates, cause of failures, the long-term safety of PVC water main materials on public health,
and life cycle costs. The research must provide data guidance and recommendations on the advantages and disadvantages of
PVC versus DIWM to allow consideration of a change to current policy.]]></description>
      <pubDate>Fri, 17 Jul 2026 14:29:12 GMT</pubDate>
      <guid>https://rip.trb.org/View/2731924</guid>
    </item>
    <item>
      <title>Efficacy, Advancement, and Monitoring of Carbon Fiber Composite Cable (CFCC)</title>
      <link>https://rip.trb.org/View/2724770</link>
      <description><![CDATA[Carbon Fiber Composite Cable (CFCC), and the Carbon Fiber Reinforced Polymer (CFRP) materials are being used for prestressing
applications in Michigan bridge rehabilitation and replacement projects with the most recent generation of CFCC is a 0.7-inch strand
configuration. The quantity of stands is similar to conventional strands, and concomitant updated design criteria. Determining the
efficacy of the new 0.7-inch CFCC strand long-term behavior is essential for future design and construction considerations.
Monitoring the CFCC elements in newly constructed bridges (with 0.7-inch strands) and some prior construction (from OR14-039)
will provide an understanding of the long-term behavior and realizations of recommendations on future designs, and continued
considerations of field deployment.]]></description>
      <pubDate>Tue, 07 Jul 2026 10:05:57 GMT</pubDate>
      <guid>https://rip.trb.org/View/2724770</guid>
    </item>
    <item>
      <title>Effect of Using RAP on Gravel Roads</title>
      <link>https://rip.trb.org/View/2720399</link>
      <description><![CDATA[Recycled Asphalt Pavement (RAP) has been used in several construction applications, including blending of RAP with virgin aggregates in gravel roads. RAP is intended to reduce costs and offer environmental benefits through reduced consumption of natural aggregates, while adding cohesion, which can add strength and bind particles to reduce raveling and loss of aggregate. RAP can also reduce the permeability of the surface course by decreasing the void volume, which may have beneficial effects of reducing dust loss and creating a tighter particle packing that aids stability. However, the beneficial effects of RAP may decrease over time as the oils in the RAP dry out. Furthermore, RAP can make blading operations more difficult as the material adheres to the moldboard in hot weather or becomes hard and brittle in cold weather. The objective of this study is to help agencies better understand the potential advantages and disadvantages of using RAP in gravel roads by synthesizing the existing research, surveying local Minnesota agencies, performing field and laboratory tests on new and existing sections of gravel roads containing RAP, and conducting a life-cycle cost analysis (LCCA). ]]></description>
      <pubDate>Tue, 30 Jun 2026 15:25:11 GMT</pubDate>
      <guid>https://rip.trb.org/View/2720399</guid>
    </item>
    <item>
      <title>Development of an Innovative, Bio-Mediated, Self-Healing Concrete Technology</title>
      <link>https://rip.trb.org/View/2717327</link>
      <description><![CDATA[Cracks in concrete structures significantly compromise their durability, and it is difficult and expensive to timely inspect transportation assets and treat concrete cracks. Self-healing concrete has a unique advantage in this regard. Concrete exhibits a self-healing capability as a result of hydrating unhydrated cement. However, such healing performance is limited to cracks less than 0.1mm wide. Several approaches to self-healing concrete have been tried in the past, but so far none has been shown to be adequate. For example, self-healing based on encapsulated chemicals offers only one-time healing. Microbial induced mineral precipitation heals only concrete cracks no more than 0.4 mm wide. 

For NCHRP 20-30/IDEA 261, the research team will develop a fungi-mediated, self-healing concrete technology for fast and efficient healing of cracks greater than 1mm wide autogenously. Another feature of this technology is that the treated concrete shows strong hydrophobicity that inhibits the ingress of water and deicing salt solution into the concrete. The autogenous self-healing concrete technology is based on bio-mineralization through fungi. Fungi strains that can survive and grow in concrete’s high alkaline environment will be identified, and microcapsules filled with these fungi will be introduced into the concrete. Cracks appearing in the concrete will be quickly covered by fungi fibers through the process of biomineralization. The fungi fibers, being hydrophobic, will also inhibit the ingress of water into the concrete and protect it from damage caused by freezing and thawing of pore water and corrosion of reinforcement steel by deicing salt solution entering through the cracks. 

Field evaluations will follow laboratory-scale evaluation and optimization. Field work will require scaling up the fungi microcapsules production process. One option will be to use multiple peristaltic pumps in parallel to enhance the rate of microcapsule production. Concrete mixture designs will be developed and optimized with respect to the quantity of fungi microcapsules. Ohio Department of Transportation will collaborate in field tests and has committed to providing active construction projects as possible field sites for testing the technology.]]></description>
      <pubDate>Tue, 23 Jun 2026 13:29:43 GMT</pubDate>
      <guid>https://rip.trb.org/View/2717327</guid>
    </item>
    <item>
      <title>Alternative Constituent Materials for Use in Low-Carbon Cement Concrete – Part II</title>
      <link>https://rip.trb.org/View/2716607</link>
      <description><![CDATA[The Massachusetts Department of Transportation (MassDOT) needs performance-based guidance to implement low-carbon concrete while maintaining durability, safety, and service life under Massachusetts exposure conditions, including deicing salts and freeze–thaw cycling. OBJECTIVES:  The objective of this project is to evaluate emerging binders, admixtures, and alternative constituent materials as lower-carbon alternatives to traditional cementitious systems for MassDOT highway concrete, while maintaining or improving constructability, strength, durability, and service life. Key objectives include: Review current practices, knowledge gaps, and implementation barriers for EBAs in highway concrete; Characterize hydration, microstructure, and phase development in EBA-based cement systems; Develop MassDOT-relevant concrete mixture designs incorporating EBAs and alternative materials; Evaluate fresh, mechanical, and durability performance of the selected mixtures. Validate promising mixtures through field-relevant mock-ups and support implementation guidance.]]></description>
      <pubDate>Thu, 18 Jun 2026 09:55:41 GMT</pubDate>
      <guid>https://rip.trb.org/View/2716607</guid>
    </item>
    <item>
      <title>3D-Printed Lattice-Based Structures for Next Generation Bridge Bearings and Bridge Isolation Bearings</title>
      <link>https://rip.trb.org/View/2714398</link>
      <description><![CDATA[Bridge bearings are installed between the bridge substructure and the superstructure to transfer loads and allow controlled translations to reduce stresses in the structure. In deteriorated and aging bridges, the old bearing system commonly needs to be replaced, and these replacements are currently very costly. Recent progress in 3D printing applications through a recent Massachusetts Department of Transportation (MassDOT) Phase I research project examined a new promising, customizable design for typical bridge bearings and isolation bearings. The current project will develop a prototype bearing system using concepts from architected lattice materials and aspire to manufacture and test the 3D printing bearing systems. OBJECTIVES: The objectives of the proposed research include computational and experimental work to develop a new architected material bridge bearing product and test it for vertical, transverse, and other load conditions. In addition, the proposed research will aim to develop recommendations regarding the technoeconomic decision-making process (including cost models) informing how to apply the new prototype and identify the technical capabilities to achieve a cost-effective solution that can be implemented in the field. ]]></description>
      <pubDate>Mon, 15 Jun 2026 15:23:59 GMT</pubDate>
      <guid>https://rip.trb.org/View/2714398</guid>
    </item>
    <item>
      <title>Development of a Materials Sampling and Testing Safety Guide</title>
      <link>https://rip.trb.org/View/2709245</link>
      <description><![CDATA[Materials sampling and testing technicians work in laboratory, field, and plant site settings that present a wide range of occupational hazards. These hazards may include exposure to hazardous chemicals, airborne particulates, radioactive substances, hot materials, heavy equipment, live traffic, moving plant components, and specialized testing equipment. While safety information is available through product labels, safety data sheets, company policies, agency procedures, and some standards, the information is inconsistent and not always widely available to all workers.

There is currently no standard practice or guide specifically tailored to the transportation materials sampling and testing industry. Many standard practices and test methods state that they do not address all safety concerns and that users are responsible for establishing appropriate safety and health practices. However, safety guidance for some sampling and testing technicians may not exist in a consistent or accessible form. A comprehensive guide would help define and clarify relevant safety requirements, relate existing industry safety practices to transportation materials sampling and testing, and provide a baseline standard that can be applied across state departments of transportation, other public agencies, consulting firms, materials producers, and contractors.

OBJECTIVE: The objective of this research is to develop draft language for a comprehensive safety guide for consideration by the AASHTO Committee on Materials and Pavements (COMP) to help mitigate the risk of harm to materials sampling and testing technicians from occupational hazards. The guide should combine existing safety practices across many industries, guides, and documents and relate them to transportation materials sampling and testing processes. The guide should include recommended safety practices that can be used in laboratory, field, or plant site settings.

]]></description>
      <pubDate>Tue, 02 Jun 2026 15:00:57 GMT</pubDate>
      <guid>https://rip.trb.org/View/2709245</guid>
    </item>
    <item>
      <title>High-Strength, Corrosion-Resistant Reinforcement for Empirical Deck Design </title>
      <link>https://rip.trb.org/View/2689407</link>
      <description><![CDATA[The Nebraska Department of Transportation (NDOT) seeks to maximize the long-term durability and minimize the lifecycle maintenance costs of the bridge deck for an upcoming major river-crossing replacement, where future deck rehabilitation or replacement would be exceptionally costly, disruptive, and hazardous. Although NDOT has adopted guidance intended to improve deck durability, current practices still rely primarily on empirical deck design provisions developed decades ago using Grade 60 reinforcing steel. These provisions specify total reinforcing area but do not require explicit evaluation of crack control parameters, do not account for the use of higher-strength reinforcing (e.g., Grade 80 or Grade 100), and do not provide direction on how reduced steel area enabled by higher yield strength may affect crack formation, crack widths, or long-term durability. At the same time, while recent European research has proposed durability-focused design approaches that incorporate explicit crack-width considerations, there remains significant disagreement within the research and practitioner communities regarding the extent to which crack width directly correlates with reinforced concrete durability. As a result, it is not yet clear whether or how such approaches should be adopted by NDOT; however, a thorough review and synthesis of this work is essential to inform any future deck reinforcement guidelines. As NDOT considers transitioning to higher-grade reinforcement to reduce material quantities and construction complexity, it currently has no validated methodology to configure bar size, spacing, and reinforcement ratios to ensure adequate crack control, residual crack behavior, and ultimate strength performance. ]]></description>
      <pubDate>Tue, 02 Jun 2026 12:26:14 GMT</pubDate>
      <guid>https://rip.trb.org/View/2689407</guid>
    </item>
    <item>
      <title>The Use of Recycled Plastic in Asphalt Pavements - Phase II</title>
      <link>https://rip.trb.org/View/2689392</link>
      <description><![CDATA[The Nebraska Department of Transportation (NDOT) is exploring sustainable alternatives for roadway construction. Among these, recycled plastics represent a particularly promising pathway, as both the United States and Nebraska face pressing environmental challenges, with more than 75% of waste plastics currently landfilled. In 2023, NDOT partnered with the University of Nebraska–Lincoln (UNL) asphalt research team to launch the first Nebraska feasibility project on this topic, "The Use of Recycled Plastic in Asphalt Pavements: Feasibility Study". Initial findings from Phase 1 demonstrated that, when melted and potentially coating the aggregates, the WP can improve both rutting and moisture damage resistance to a greater extent compared to solid (not melted) WP particles within the mixture. The Phase 1 project could demonstrate the feasibility of producing plastic-modified reclaimed asphalt pavement (RAP) recycled asphalt mixtures (NDOT SPR) mixtures in actual asphalt plants, leading to the construction of the first Nebraska plastic road in South Sioux City (SSC), in collaboration with South Sioux City administration and funding support from the Nebraska Environmental Trust. Based on initial findings of the NDOT funded research, 1% low-density polyethylene (LDPE) dosage (by aggregate mass) was selected for the SSC project. Despite these successes, the feasibility work was limited in scope. Laboratory-produced mixtures were not fully validated against the variability of plant production, long-term field performance remains unknown, and the recyclability of plastic-modified mixtures was not addressed. The findings of this research will demonstrate the feasibility of modifying asphaltic materials through the use of recycled plastics which can potentially improve the durability of asphalt pavements, resulting in significant cost savings and more sustainable asphalt pavements.]]></description>
      <pubDate>Tue, 02 Jun 2026 12:25:00 GMT</pubDate>
      <guid>https://rip.trb.org/View/2689392</guid>
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