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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>
    <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>Impact Study on Increasing Truck Permit Weight Limits: Infrastructure &amp; Economic Considerations</title>
      <link>https://rip.trb.org/View/2724819</link>
      <description><![CDATA[Oregon’s current weight restrictions (105,500 lbs.) for divisible loads are less than neighboring states like Idaho and Nevada, which permit up to 129,900 lbs. In response to industry requests for alignment with these states, Oregon Department of Transportation
(ODOT) needs a comprehensive impact assessment of what raising the weight limits will mean in terms of sustaining the current operational infrastructure its charged with maintaining. This study will evaluate infrastructure effects, highway safety, and maintenance costs, along with the implications for adaptation and community impacts. With neighboring states already designating heavier freight routes, increasing Oregon’s truck permit weight limits may support freight fleet electrification and promote regional integration of the shipping network while assessing the costs to maintain and manage this increased infrastructural burden that’s on ODOT’s horizon. This feasibility and impact study will assess selective extended weight designations in Oregon and survey existing programs nationwide while evaluating potential risks to structural integrity (pavement and bridges), traffic safety impacts, as well as community and environmental considerations. The findings will provide ODOT with data-driven insights to guide policy decisions. This study will also examine vehicle configurations and length factors necessary to maintain legal axle weights in Weight Tables 1 and 2 at a gross weight of 129,900 and determine if those lengths are consistent with the lengths allowed by the LCV (Longer Combination Vehicle) freeze in federal law.

(1) A comprehensive report containing recommendations to support an informed evaluation of increasing weight limits for divisible loads, including an infrastructure impact assessment detailing the effects of heavier loads on bridges, pavements, and highway safety, with a focus on high-frequency freight routes in Oregon. (2) An economic impact assessment will quantify the contributions of oversized freight to Oregon’s economy, balancing potential economic gains from increased freight capacity with the costs of infrastructure maintenance and safety considerations. (3) A strategic implementation plan will outline a phased approach to applying these findings, allowing ODOT to prioritize investments to engage communities and the public effectively.]]></description>
      <pubDate>Wed, 08 Jul 2026 13:35:02 GMT</pubDate>
      <guid>https://rip.trb.org/View/2724819</guid>
    </item>
    <item>
      <title>Developing a Nebraska-Specific Evaluation Framework for Superheavy Load Movements on Pavements</title>
      <link>https://rip.trb.org/View/2689391</link>
      <description><![CDATA[Nebraska continues to receive superload permit requests whose non-standard axle/tire layouts, slow-roll operations, and edge-proximity produce subsurface stress patterns that are not consistently captured by current screening practices. Although the federal framework and SuperPACK provide a sound mechanistic basis, they have not yet been exercised in a Nebraska-focused parametric fashion to reveal which combinations of pavement structure, material properties, axle weights, and spacings govern ultimate capacity and service-limit responses on state routes. Without that evidence, route approvals remain slower and less consistent, and operating conditions or mitigations are difficult to specify with confidence. This study will provide the Nebraska Department of Transportation (NDOT) with a focused, evidence-based screen for superload movements on Nebraska highways. By exercising SuperPACK in a structured parametric study and benchmarking marginal cases with an advanced finite element (FE) tool, the work will yield preliminary acceptance bounds that can be applied directly to permit reviews. The project will also clarify when a simple mechanics-based screen is sufficient and when an advanced check is warranted, improving the efficiency of reviewer time and aligning engineering findings with transparent cost-recovery logic. Because the analysis uses Nebraska-representative sections, inputs, and axle/tire nuclei taken from real permits, the results will be credible to internal reviewers and external stakeholders and will establish a practical pathway to extend the approach to rigid and composite pavements in subsequent phases.]]></description>
      <pubDate>Tue, 02 Jun 2026 12:24:39 GMT</pubDate>
      <guid>https://rip.trb.org/View/2689391</guid>
    </item>
    <item>
      <title>Leading Permitting Practices that Harmonize Enforcement of Divisible Load Permits across Jurisdictions</title>
      <link>https://rip.trb.org/View/2681239</link>
      <description><![CDATA[A February 2023 workshop with industry and state representatives identified challenges related to inconsistent interpretation and enforcement of divisible load requirements. Although 23 CFR 658.5 provides a definition of “divisible load,” both industry and state agencies report variation in how the definition is applied across states and, in some cases, within the same state.

Some states provide written guidance for operators and enforcement personnel, while others offer limited or no formal documentation. These differences can create operational challenges, including route adjustments, additional travel time, increased fuel use, parking constraints, and scheduling complications. Operators may also receive citations in one jurisdiction for loads that are permitted in another.

OBJECTIVE: This scan will examine how divisible load requirements are interpreted and enforced across states, counties, metropolitan areas, municipalities, and other transportation agencies. It will document differences in practice, explore factors contributing to those differences, and incorporate input from industry partners regarding cross-jurisdictional challenges and potential solutions.

The scan team will: Identify and document current interpretation and enforcement practices; Evaluate variations in definitions and applications of divisible load requirements; Highlight successful initiatives that promote clarity and consistency; Assess strategies that support improved compliance across jurisdictions; Develop recommendations for consistent documentation of divisible load requirements; Propose a clear, standardized definition for consideration by AASHTO and the Federal Highway Administration (FHWA).

OBJECTIVE: The goal is to improve clarity, consistency, and coordination across jurisdictions while supporting effective enforcement and industry compliance.]]></description>
      <pubDate>Tue, 17 Mar 2026 14:58:59 GMT</pubDate>
      <guid>https://rip.trb.org/View/2681239</guid>
    </item>
    <item>
      <title>Development of In-Pavement LFBG Sensors for Vehicle WIM System Measurement and Monitoring in Rural Low-Volume Road Conditions Phase One: Theoretical Research</title>
      <link>https://rip.trb.org/View/2596477</link>
      <description><![CDATA[The research aims to address the growing challenge of accurately monitoring overweight truck loads on low-volume roads, which present unique issues for both infrastructure durability and road safety. Low-volume roads, defined as those carrying fewer than 2000 vehicle per day (and often fewer than 400 vehicles per day in rural areas), account for over 80% of the roads in North Dakota. Given the state’s reliance on agriculture and natural resources transport, overload trucks frequently travel these roads, which are not designed to withstand the repeated stress of excessively heavy loads. While special permits are issued for trucks carrying heavy loads under specific conditions, enforcing weight limits on numerous low-volume roads remains a significant challenge. This issue compromises the longevity of the road infrastructure and poses safety risks for all road users. Therefore, accurate monitoring and enforcement of weight limits on low-volume roads is crucial for maintaining infrastructure and enhancing road safety.]]></description>
      <pubDate>Mon, 08 Sep 2025 16:01:37 GMT</pubDate>
      <guid>https://rip.trb.org/View/2596477</guid>
    </item>
    <item>
      <title>Assessment of Infrastructure Damage Cost and Compliance of Truck Weight Limit</title>
      <link>https://rip.trb.org/View/2459071</link>
      <description><![CDATA[This proposal will synthesize a comparison between estimated damage infrastructure costs and violation fines associated with overweight trucks on the Brooklyn-Queens Expresswy (BQE) corridor post-implementation of weigh-in-motion (WIM)-based direct enforcement. Even with a reduction in the number and weight of overweight trucks, some structural damage may still occur. The team will evaluate the total damage caused by overweight trucks before and after direct enforcement to assess whether current fines are sufficient to cover the repair costs. The results will help guide legislative updates and support the creation of policies for setting appropriate violation fees through the use of WIM systems for direct overweight enforcement.]]></description>
      <pubDate>Thu, 21 Nov 2024 17:05:26 GMT</pubDate>
      <guid>https://rip.trb.org/View/2459071</guid>
    </item>
    <item>
      <title>Best Practices for Oversized/Overweight Vehicles</title>
      <link>https://rip.trb.org/View/2420004</link>
      <description><![CDATA[Local transportation agencies are experiencing a surge in permit requests for Oversize/Overweight (OSOW) vehicles weighing up to 104,000 pounds due to changes in urban waste collection practices, mining activities, industrial operations, and more. Pavements are not designed to withstand this recurring weight, which can lead to reduced pavement lifespan, damage, and road failures. The objective of this study is to develop an easy-to-use mechanistic-empirical tool for evaluating the cost/benefit analysis of permitting OSOW vehicles, identifying the cost to the agency (and ultimately the taxpayer) versus the benefit to a hauler. The tool will address the economic impacts of the permit (to the agency and the taxpayer) and can be used to determine and illustrate what axle spacing requirements currently meet pavement design standards for 10-ton loads. Knowing this spacing would help local agencies review permit requests. The study will also develop information to aid communication with elected officials and road users.]]></description>
      <pubDate>Thu, 22 Aug 2024 09:37:21 GMT</pubDate>
      <guid>https://rip.trb.org/View/2420004</guid>
    </item>
    <item>
      <title>Synthesis of Information Related to Highway Practices. Topic 56-20. Pavement Design and Evaluation of Low Volume Roads with Heavy Loads



</title>
      <link>https://rip.trb.org/View/2384708</link>
      <description><![CDATA[Low volume road (LVR) networks function as the primary link to highway transportation systems as well as the connection of communities. The structural capacity of LVRs plays a vital role in providing competent, stable, and durable roads. While state departments of transportation (DOT's) and the Federal Highway Administration (FHWA) have invested significant resources on improving the structural design of high-volume pavements, the structural design of LVRs, particularly local access roads in rural areas, often goes overlooked. LVRs built following a template design or minimum local standards may be sufficient for passenger vehicles, but once LVRs are subjected to heavy traffic from agriculture, renewable and non-renewable energy development, or logging operations the structural capacity of LVRs is compromised and severe damage occurs. The damage from heavy loads can be further exacerbated by seasonal impacts such as spring thaw.

When designing pavements for LVRs, many LVR owners and managers follow the American Association of State Highway and Transportation Officials (AASHTO) design guide, which converts axle loads into equivalent single-axle loads (ESALs) by using load equivalency factors (LEFs). However, these design practices may not adequately account for heavy loads (i.e., overweight standard trucks and nonstandard axle-configurations) nor were they developed to provide designs for all types of LVRs. LVRs that experience a high percentage of heavy standard trucks and overweight non-standard traffic and commensurately high loads suffer rapid and premature road deterioration. Such failures are often attributed to overweight loads applied to a substandard road design.

OBJECTIVES: The objective of this synthesis is to document current state DOT practice for the structural design and evaluation of paved and unimproved LVRs, particularly those exposed to heavy loads. ]]></description>
      <pubDate>Fri, 31 May 2024 20:08:56 GMT</pubDate>
      <guid>https://rip.trb.org/View/2384708</guid>
    </item>
    <item>
      <title>Impact of WIM-based Direct Enforcement on the Service Life of Bridges
</title>
      <link>https://rip.trb.org/View/2283487</link>
      <description><![CDATA[The Brooklyn-Queens Expressway (BQE) in New York City is a crucial corridor connecting the two boroughs of Brooklyn and Queens with other counties. Given its substantial daily traffic for transporting goods and services, the longevity of BQE is crucial to enhance public safety and alleviate congestion. The team has collaborated with the New York City Department of Transportation (NYCDOT) to implement (1) an integrated weigh-in-motion (WIM) systems on the northern part of the BQE corridor for a direct enforcement of the high percentage of overweight (OW) trucks, and (2) a structural health monitoring (SHM) system to estimate the remaining service life of the BQE structures. This project synthesizes WIM and SHM data to study the impact of the reduction in OW percentage over time resulting from direct OW enforcement on extending the service life of the BQE. Furthermore, the team will conduct a life-cycle cost analysis (LCCA) of the network of bridges in NYC based on the established correlation. The output of this project will be a new framework to evaluate the effect of reduced OW percentage on the service life prediction. This framework will help introduce new legislation(s) for direct OW enforcement to mitigate the number of OW trucks and their OW tonnages; thus, improving bridge service life and preserving highway infrastructure. Another aspect of this proposal is to expand the potential uses of physical testbeds to investigate the feasibility of utilizing biometric sensors, including eye tracking glasses, galvanic skin response sensors, and heart rate trackers, to assess the perceived safety of micro-mobility users, encompassing both cyclists and e-scooter riders. The primary objective is to collect pilot data to develop well-structured semi-naturalistic experiment protocols, allowing for the acquisition of reliable psychological data concerning the safety perceptions of micromobility users. The acquired sensor data will be cross-referenced with qualitative survey responses to analyze the advantages and disadvantages of various methods for collecting safety perception data among micromobility users. The data collected from these experiments will play a crucial role in providing insights into the types of infrastructure designs that are well-received by micromobility users and identifying built environments considered unsafe for travel. These findings will be invaluable for informing infrastructure design improvements aimed at enhancing the travel experiences of micromobility users, supporting mode shifts, and mitigating congestion.]]></description>
      <pubDate>Mon, 30 Oct 2023 22:45:43 GMT</pubDate>
      <guid>https://rip.trb.org/View/2283487</guid>
    </item>
    <item>
      <title>Quantify Bridge and Pavement Consumption Due to Permitted Overweight/Oversized (OW/OS) Vehicles</title>
      <link>https://rip.trb.org/View/2256321</link>
      <description><![CDATA[In 2012, the Rider 36 study indicated that damage caused to bridges and pavements by overweight (OW) vehicles surpassed the revenue collected by permit fees by approximately $200 million annually. This finding was corroborated by a recent 2022 study mandated by House Bill 2223, which quantified this gap at $168 million. Besides the revenue shortage to cover bridge and pavement maintenance and rehabilitation costs due to the damage cause by OW vehicles, the 2022 study also identified additional shortcomings that need to be urgently addressed. These shortcomings include: (1) lack of a methodology for periodically adjusting permit fees to account for changes in traffic patterns and configurations and higher inflation rates; (2) lack of accurate data and process for calculating annual vehicles-miles-travelled (VMT) by each permit type; (3) uncertainty in the identification of routes and number of trips for monthly, quarterly, or annual permits; (4) absence of a method and process to assess the damage caused by OW vehicles to the off-system bridges and highways. The research team will develop, recommend, and provide Texas Department of Transportation (TxDOT) a well-established and documented step-by-step method to periodically update the permit fee structure.]]></description>
      <pubDate>Wed, 27 Sep 2023 16:02:19 GMT</pubDate>
      <guid>https://rip.trb.org/View/2256321</guid>
    </item>
    <item>
      <title>Assessing the Consumption Costs of Motor Vehicles on Arizona Roads and Bridges</title>
      <link>https://rip.trb.org/View/2248971</link>
      <description><![CDATA[The Arizona Department of Transportation (ADOT) is responsible for building, operating, and maintaining the roads and bridges of the state highway system; the primary source of funding comes from fuel taxes. Arizona's last fuel tax increase was in 1991 ($0.18 gas/$0.26 diesel), and Arizona is one of the ten states with the lowest fuel tax rates. Meanwhile, electric vehicles (EVs) are becoming more common and weigh much more than passenger vehicles since EV batteries add substantial weight to the vehicle. What are the impacts of heavier and over-dimension/overweight (OD-OW) vehicles on Arizona’s transportation infrastructure compared to other vehicle classes?
This research study will identify and document the current impact on Arizona’s roads and bridges by motor vehicles classified in the following three categories: passenger vehicles, commercial vehicles, and OD-OW vehicles. The study will determine the consumption costs (i.e., the costs to build, maintain, and repair the roads and bridges) for each vehicle category.]]></description>
      <pubDate>Fri, 15 Sep 2023 17:33:37 GMT</pubDate>
      <guid>https://rip.trb.org/View/2248971</guid>
    </item>
    <item>
      <title>Evaluation of Integrated Overweight Enforcement System using High Accuracy WIM System and Non-Proprietary ALPR System</title>
      <link>https://rip.trb.org/View/1942837</link>
      <description><![CDATA[The main objective is to establish the second testbed for overweight enforcement along the BQE corridor in New York City. The team will develop the drawing for the site-specific sensor layout, install the Quartz sensors and automated-license-plate-recognition (ALPR) cameras to measure truck weight data and identify license plate and/or USDOT number, and evaluate the performance of the overweight enforcement system. The team will also estimate the impact of an extreme event using data collected for infrastructure resilience.]]></description>
      <pubDate>Fri, 22 Apr 2022 10:42:10 GMT</pubDate>
      <guid>https://rip.trb.org/View/1942837</guid>
    </item>
    <item>
      <title>SPR-4606: Overweight Divisible Loads: Permit Administration and Impact on Indiana’s Road Infrastructure and Safety</title>
      <link>https://rip.trb.org/View/1858257</link>
      <description><![CDATA[The study will provide information to Indiana Department of Transportation (INDOT) to support deliverables to the legislature. It will also determine the actual infrastructure performance at permitted routes; and identify any need to revise permit fees to incentivize user behavior. The study will measure the anticipated changes in infrastructure consumption due to any fee changes, document impacts of fee structures on shippers, and explore financial levers to facilitate permitting. Deliverables will include a permit Calculator (for carriers) to calculate benefits of axle addition, and a dashboard (for INDOT) to monitor permitting impacts. Finally, carriers will be surveyed for their perspectives and possible responses
to future overweight (OW)-permitting initiatives.]]></description>
      <pubDate>Thu, 10 Jun 2021 15:38:06 GMT</pubDate>
      <guid>https://rip.trb.org/View/1858257</guid>
    </item>
    <item>
      <title>Impact of Increased Allowable Truck Loads on Pavement Life
</title>
      <link>https://rip.trb.org/View/1851853</link>
      <description><![CDATA[Research is needed to investigate the impact of increased axle and vehicle loads on pavement performance. Observations suggest that pavements subjected to a high volume of truck traffic with increased allowable loads have exhibited accelerated rates of rutting and cracking.]]></description>
      <pubDate>Tue, 11 May 2021 14:14:34 GMT</pubDate>
      <guid>https://rip.trb.org/View/1851853</guid>
    </item>
    <item>
      <title>Integration and Operation of an Advanced Weigh-in-Motion (A-WIM) System for Autonomous Enforcement of Overweight Trucks</title>
      <link>https://rip.trb.org/View/1844345</link>
      <description><![CDATA[The project will assist and support the New York City Department of Transportation (NYCDOT) in establishing the legislation to operate the automated enforcement system and extend the service life of the Brooklyn-Queens Expressway (BQE) corridor. The team will utilize two testbeds on both sides of the BQE corridor to develop the guidelines and specifications for the operation of the overweight enforcement system in an urban area.  The deliverables will include, but not be limited to, an updated NYCDOT in-house calibration procedure and methodology to assure weight accuracy, the attainable accuracy target under current roadway conditions, and updates of service life predictions for BQE bridges. ]]></description>
      <pubDate>Thu, 01 Apr 2021 19:46:29 GMT</pubDate>
      <guid>https://rip.trb.org/View/1844345</guid>
    </item>
    <item>
      <title>MnDOT Haul/Detour Routes – Impacts on local roads</title>
      <link>https://rip.trb.org/View/1764601</link>
      <description><![CDATA[The traffic load on local roadways have changed significantly due to the traffic added from detour and haul routes. Minnesota state law limits the weight of vehicles by individual axles and gross weight. While these laws standardize traditional vehicles by size and weight, when a new pavement is being built, large volumes of heavy vehicles are sometimes diverted through local roads. However, the local road network is often inadequate as these roads are not designed to handle such volume and weight of vehicles. The costs of the resulting premature pavement failure, maintenance, and rehabilitation are the responsibility of local roads authorities who are not generally able to absorb these additional costs. Currently, Minnesota Department of Transportation (MnDOT) determines compensation in these circumstances based on gas tax income generated by the truck highway traffic detoured onto a local roadway. However, there are apprehensions regarding the adequacy of this compensation method to address the damages to the roads. Therefore there is a need to objectively investigate alternative approaches to quantify the reduction in pavement life due to additional traffic in haul/detour routes, and costs associated with this traffic. The primary goal of this study is to analyze alternative “equivalent compensation” methods and develop an agreed-upon approach with stakeholders. This will be achieved through four major tasks: (1) identify, quantify, and evaluate the impacts of changed traffic on the current local roadway systems, (2) forensic investigation on statewide sites, (3) conduct compensation analyses via use of different equivalent compensation methods, (4) develop a web-based tool on the agreed-upon compensation method. The outcomes of this research are anticipated to substantially extend the service life of the local Minnesota road system.]]></description>
      <pubDate>Thu, 21 Jan 2021 16:22:56 GMT</pubDate>
      <guid>https://rip.trb.org/View/1764601</guid>
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