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    <title>Research in Progress (RIP)</title>
    <link>https://rip.trb.org/</link>
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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>Advanced Transportation Optimization and Modeling (ATOM)</title>
      <link>https://rip.trb.org/View/2676009</link>
      <description><![CDATA[The U.S. transportation system is experiencing increasing complexity driven by evolving infrastructure, land-use patterns, travel demand, demographic shifts, and rapid advances in vehicle and mobility technologies. Emerging behaviors such as telecommuting, ridesharing, and micromobility, along with changing attitudes toward public transit and vehicle ownership, are reshaping how people and goods move across regions. To ensure that transportation investments remain efficient, resilient, and cost-effective, transportation agencies require advanced, data-driven tools to anticipate and evaluate the system-level impacts of these changes.  

This project develops an advanced transportation modeling and optimization pipeline in Austin, Texas, to evaluate the impacts of alternative strategies and technologies through scenario-based analysis. The system will be built around the Behavior, Energy, Autonomy, and Mobility (BEAM) model. BEAM is an open-source, agent-based regional transportation model that enables realistic simulation of travel behavior, mode choice, fuel consumption, and system performance, and associated community-level impacts under different “what-if” scenarios.  

By leveraging BEAM’s scalable, modular architecture, the project will address key limitations of conventional four-step and activity-based transportation models, providing a robust framework for testing strategies such as emerging technologies, infrastructure enhancements, and new mobility services before deployment. The pipeline will be developed and extended to assess additional impacts (via coupling to additional models) and therefore to serve as a decision-support tool for engineers, planners, and service providers, allowing them to evaluate performance outcomes and trade-offs across multiple metrics relevant to both economic productivity and community outcomes. Model calibration and validation of the Austin BEAM Core pipelines will utilize highly resolved local datasets on traffic flows, speeds, and network performance. These data will enable precise representation of real-world operating conditions in the Austin region and ensure the model’s reliability for planning and investment analysis.  

Scenario development will be coordinated with implementation partners regional stakeholders identified through a stakeholder mapping exercise. These scenarios will reflect practical policy and technology options under active consideration in Texas, ensuring alignment with state and regional priorities. The resulting pipeline will be structured for extensibility, allowing future integration with additional datasets and modeling components for use in other applications. Project outcomes will be shared broadly through technical reports, workshops, and data portals to facilitate adoption by other agencies, research institutions, and industry partners.  

Ultimately, this project supports goals of enhancing efficiency, safety, and reliability, while strengthening economic competitiveness and enabling informed, data-driven investment decisions. By combining open-source modeling innovation with public–private collaboration, the project will provide a replicable framework for modern, performance-based transportation system management.  

Moreover, the pipeline embraces and deploys advanced and transformative research: using an open-source, agent-based framework (BEAM) exceeds conventional planning methods. The stakeholder-co-development model (with public and industry partners) ensures that this research is not only theoretically innovative but also rooted in real-world deployment potential. This initiative empowers decision-makers to implement policies that enhance safety, the economy, and with various co-benefits to communities.  ]]></description>
      <pubDate>Tue, 03 Mar 2026 16:42:33 GMT</pubDate>
      <guid>https://rip.trb.org/View/2676009</guid>
    </item>
    <item>
      <title>Quantitative Evaluation of Select Materials in Subgrade Alternatives</title>
      <link>https://rip.trb.org/View/2671990</link>
      <description><![CDATA[Wisconsin Department of Transportation (WisDOT) has had a statewide policy in place for approximately 20 years where a select materials layer should be included beneath the pavement section in areas deemed difficult for subgrade construction. These areas are well-distributed throughout the state and notably include subgrades comprising silty soils, silty clay soils, soft clay soils, soils with high organic content, and other soils with a history of problems for construction. The WisDOT Facilities Development Manual (FDM) identifies and maps areas where problematic subgrade soils predominate in the form of Standard Inclusion Areas and warrant the design and application of a select materials layer. Ten select materials alternatives are provided in the FDM 11-5 and are assumed to provide an equivalent level of subgrade improvement. While the FDM provides 10 “equivalent” options, there is uncertainty regarding the true equivalency of each alternative. There is an urgent need to systematically and quantitatively evaluate the equivalency of alternative materials and options to address this limitation. Doing so will (1) provide cost savings by mitigating expenses and limited availability of select materials in many locations of the state, (2) provide designers with the confidence that alternatives will effectively perform, (3) reduce energy consumption and transportation emissions (e.g., long hauling distances) by more frequent use of locally sourced materials, and (4) foster sustainable development with beneficial use of alternatives including industrial by-products and recycled materials.]]></description>
      <pubDate>Wed, 18 Feb 2026 11:37:12 GMT</pubDate>
      <guid>https://rip.trb.org/View/2671990</guid>
    </item>
    <item>
      <title>Novel concretes made using supplementary cementitious materials and seawater (UM)</title>
      <link>https://rip.trb.org/View/2663226</link>
      <description><![CDATA[The production and curing of concrete utilizes billions of tons of freshwater every year. This is a major concern, especially in regions with water shortfalls. The research team has previously explored seawater-mixed concretes, and shown promising performance of such concrete, as long as steel reinforcement is not used. The objective of this research project is to show a proof-of-concept of using supplementary cementitious materials (SCMs) and seawater. Specifically: (1) Cement pastes will be designed with 60% PLC, 20% limestone, and 20% fly ash as binder. Freshwater and seawater will be compared. Cement paste hydration will be studied using isothermal calorimetry (7 days), thermogravimetric analysis and Fourier-transform infrared spectroscopy (up to 91 days). (2) Cement mortars will be made and the flow measured in fresh state; and strength and bulk resistivity will be measured up to 91 days. (3) Concretes will be made and their slump, air content, and density measured in fresh state, and strength, and bulk resistivity will be measured up to 91 days. (4) In total four mixtures with varying water types will be tested to develop concrete utilizing SCMs and seawater that maintains performance with respect to control concrete mixtures.
]]></description>
      <pubDate>Sat, 31 Jan 2026 11:06:52 GMT</pubDate>
      <guid>https://rip.trb.org/View/2663226</guid>
    </item>
    <item>
      <title>Evaluating Polymer Concrete As A Bonding Agent in Segmental Bridge Construction</title>
      <link>https://rip.trb.org/View/2633311</link>
      <description><![CDATA[Segmental bridge construction is a widely used technique that enables efficient assembly and cost-effective infrastructure development. However, its long-term performance depends on the bonding material used to connect individual segments. Traditional grout, while commonly used, lacks the flexibility and durability required to withstand cyclic loading and environmental stressors. This research investigates polymer concrete (PC) as an alternative bonding agent, aiming to enhance structural resilience, load distribution, and long-term durability in segmental bridge construction. The study will evaluate the performance of five scaled bridge specimens: one bonded with grout and four with different polymer concrete formulations. These include Epoxy Polymer Concrete, Polyester Polymer Concrete, Polymethyl Methacrylate Polymer Concrete, and Poly Vinyl Ester Polymer Concrete, all of which are currently used in bridge deck overlays. Through laboratory testing and large-scale cyclic load testing, the study will assess their bonding strength, stress distribution, flexibility, and resistance to permanent deformation compared to traditional grout.]]></description>
      <pubDate>Tue, 02 Dec 2025 16:04:11 GMT</pubDate>
      <guid>https://rip.trb.org/View/2633311</guid>
    </item>
    <item>
      <title>DOT Application of the Palmiter Stream Management Technique in Small Streams

</title>
      <link>https://rip.trb.org/View/2633332</link>
      <description><![CDATA[Ohio Department of Transportation (ODOT) has one large experimental installation of the Palmiter Method in Clark County along the Mad River.  ODOT is interested in expanding the use of this technique across the state. Rapid deployment/implementation of the method on smaller streams with erosion concerns near infrastructure is potentially a better application of the method.  It is unclear how the method can be deployed and what benefits and drawbacks are likely in a small stream.  There is potential that the Palmiter Method is much better suited for small stream erosion issues, using low-cost materials, and potentially beneficial to stream habitat (as measured using OEPA sampling methods).  

The Palmiter Method was initially vetted using a Researcher-On-Call (ROC) contract with Ohio University who looked at what was known about the technique and potential applications in the DOT. No actual installations were constructed and monitored for risks/benefits/cost comparisons with traditional methods. ODOT manages thousands of stream erosion issues across the state. The most predominant stream type and stream/road interaction in the system are smaller streams that erode around culverts, into embankments, and undermine road shoulders. Research is needed to investigate the use of the Palmiter Methods on small streams comparing the cost, time, success/failure, biological impact, permitting, stream hydrology, and structure longevity compared to more traditional methods used to maintain erosion on small streams.

The goal of this research is to compare the Palmiter Method to traditional methods for erosion control in small streams.]]></description>
      <pubDate>Tue, 02 Dec 2025 13:37:51 GMT</pubDate>
      <guid>https://rip.trb.org/View/2633332</guid>
    </item>
    <item>
      <title>Develop a Data-Driven Intersection &amp; Interchange Control Evaluation (DIICE) Tool</title>
      <link>https://rip.trb.org/View/2614516</link>
      <description><![CDATA[Innovative intersection and interchange designs and smart technologies (e.g. adaptive traffic signal systems, connected vehicle technology, and real time traffic management) are often considered as methods to reduce congestion and promote safety. However, these designs are challenging and time-consuming to consider for a given project. The research team will develop a data-driven innovative design recommendation tool to provide guidance toward feasible design selections of innovative intersections and interchanges. The tool will be applicable in urban settings and consider factors like traffic volumes, safety enhancements, constructability, pedestrian and bicyclist accommodations, and costs. The tool will be complimented by guidance gathered from the literature and stakeholder interviews to help provide context and considerations that cannot be incorporated into the too. This will promote a consistent solution to aid in the intersection design selection process that can be used to reduce costs for considering innovative intersections and can be presented to policymakers as a data-driven recommendation. The research team will vet this prototype tool by applying the tools to existing innovative intersection/interchange design selections within Texas to demonstrate the effectiveness of the design selection solution.]]></description>
      <pubDate>Tue, 28 Oct 2025 11:20:20 GMT</pubDate>
      <guid>https://rip.trb.org/View/2614516</guid>
    </item>
    <item>
      <title>Freeway Corridor Economic Impact</title>
      <link>https://rip.trb.org/View/2606590</link>
      <description><![CDATA[The aim of this research is to provide a framework to better estimate the impacts of freeway corridor alternative projects by also considering mode, scale, land uses, community engagement practices and environmental impacts.

A planning-level evaluation tool will be developed to objectively estimate the economic impacts of alternatives considered for a freeway redesign. The tool will operationalize findings from the preceding research in terms of the three key elements of economic value: mobility benefits, developable land opportunity, and environmental impacts.]]></description>
      <pubDate>Fri, 03 Oct 2025 15:21:21 GMT</pubDate>
      <guid>https://rip.trb.org/View/2606590</guid>
    </item>
    <item>
      <title>Overlays with Rapid Setting Cement and a Liquid Low P Admixture</title>
      <link>https://rip.trb.org/View/2587118</link>
      <description><![CDATA[The Virginia Department of Transportation (VDOT) has long relied on latex-modified concrete (LMC) overlays with rapid setting cement to extend the service life of bridge decks by providing low permeability and early strength gain. However, advancements in concrete admixture technology offer alternative solutions that may enhance durability, workability, and sustainability. This study proposes replacing the latex modifier in LMC overlays with Liquid Low P admixture. The research will evaluate the feasibility of this substitution by assessing permeability, strength, length change, freeze-thaw durability, and constructability. The project will involve field evaluations to compare the performance of Low P modified concrete to traditional LMC. If successful, this approach could streamline overlay placement, reduce material handling complexities, and provide a cost-effective alternative for VDOT bridge deck rehabilitation projects.]]></description>
      <pubDate>Sat, 09 Aug 2025 09:26:59 GMT</pubDate>
      <guid>https://rip.trb.org/View/2587118</guid>
    </item>
    <item>
      <title>Strategies for Controlling Cost and Schedule Growth on Alternative Delivery Projects






</title>
      <link>https://rip.trb.org/View/2558415</link>
      <description><![CDATA[State departments of transportation (DOTs) and other transportation agencies across the United States increasingly use alternative project delivery methods (APDMs) to deliver transportation projects, rather than the traditional design-bid-build (DBB) approach. APDMs include design-build (DB), progressive design-build, construction manager/general contractor, and public-private partnerships. Several factors are driving this trend, including the need for project cost-certainty, expediting project delivery, identifying and mitigating risks earlier in the project lifecycle, and shifting risks to or sharing risks with the parties most capable of managing them. 

Previous studies have focused on comparing the cost and schedule performance of DBB and DB projects, rather than APDMs at-large, and these studies tended to rely on small sample sizes and opinion-based data. Research is needed to better understand how to control the cost and schedule of projects utilizing APDMs from project planning through design and construction. 

The objective of this research is to provide a guide for transportation agencies on strategies to identify and manage risks that have led to cost and schedule growth on projects delivered with APDMs. ]]></description>
      <pubDate>Tue, 27 May 2025 20:31:48 GMT</pubDate>
      <guid>https://rip.trb.org/View/2558415</guid>
    </item>
    <item>
      <title>High-Polymer Asphalt Binder and Asphalt Mixture for Enhanced Durability and Cost-Effectiveness in Urban Transportation Infrastructure</title>
      <link>https://rip.trb.org/View/2475695</link>
      <description><![CDATA[While traditional materials have performed satisfactorily across a wide range of roads in the past, road failures are now occurring at an accelerated rate. Increased traffic loading—encompassing axle loads, tire pressures, and the number of load passes—has exposed limitations in the performance of asphalt binders and mixtures. To address this growing challenge, the asphalt industry has shifted over the past 50 years toward using polymers as modifiers for asphalt binders, especially in pavements exposed to severe climatic conditions and heavy truck traffic.  
More recently, researchers have developed polymer-modified asphalt with styrene-butadiene-styrene (SBS) content of 7–8% by weight of the binder, offering enhanced elasticity and potentially improved pavement performance compared to traditional polymer-modified asphalt. An experimental study by the Florida Department of Transportation compared three asphalt binder types: a neat asphalt binder, a conventional polymer-modified asphalt binder (3% SBS), and a high-polymer asphalt binder (6% SBS). Results demonstrated that mixtures prepared with the high-polymer asphalt binder exhibited greater fracture energy, indicating superior fracture resistance compared to mixtures using conventional polymer-modified asphalt or neat asphalt binders. Furthermore, accelerated pavement testing showed that polymer-modified asphalt mixtures significantly outperformed mixtures prepared with neat asphalt binders in terms of rutting resistance. 
The ultimate goal of this study is to conduct a comprehensive laboratory evaluation of high-polymer modified asphalt binder and to assess the cost-effectiveness of this emerging class of asphalt binder as compared to conventional polymer-modified asphalt and neat asphalt binders. To this end, research activities will evaluate and compare the binder rheological, chemical, and aging characteristics of high-polymer asphalt, conventional polymer-modified asphalt, and neat asphalt binders. Based on the results of the binder study, researchers will evaluate the cracking, rutting, and moisture-damage resistances of asphalt mixtures prepared with high-polymer asphalt, conventional polymer-modified asphalt, and neat asphalt binders. In addition, cohesive and adhesive failure mechanisms will be evaluated for high-polymer asphalt, conventional polymer-modified asphalt, and neat asphalt binders. The tasks involve in this project are as follows: Task 1: Materials selection and development of test factorial; Task 2: Prepare and characterize asphalt binder blends; Task 3: Prepare and characterize the mechanistic properties and failure mechanisms of asphalt mixes; Task 4: Analyze performance and cost effectiveness of high-polymer asphalt and conventional polymer-modified asphalt, and Task 5: Prepare final report.
]]></description>
      <pubDate>Fri, 20 Dec 2024 19:46:47 GMT</pubDate>
      <guid>https://rip.trb.org/View/2475695</guid>
    </item>
    <item>
      <title>Determine Feasibility of Alternative Tests for the Standardized Field Sobriety Test</title>
      <link>https://rip.trb.org/View/2447245</link>
      <description><![CDATA[Roadside tests of alcohol impairment are often used by police officers as part of Driving While Intoxicated/Impaired (DWI) arrests. During a typical investigation, an officer, who has reason to believe a driver is impaired, will administer a series of tests to the driver. These tests serve to confirm the initial suspicion and may provide probable cause to arrest the driver for DWI. Also, the driver's performance on these tests is sometimes a critical part of the evidence presented in court to support the DWI charge. The National Highway Traffic Safety Administration (NHTSA) developed the Standardized Field Sobriety Test (SFST), which is widely used today. It was initially calibrated to assist officers in determining whether the blood alcohol concentration (BAC) of a person stopped for suspicion of DWI was at or above .10g/dL. As states began lowering illegal BAC limits to .08, NHTSA conducted further investigation into the SFST to examine the validity at .08. The SFST program is now managed by the NHTSA Office Safety Programs and the International Association of Chiefs of Police, who provide impaired driving training courses for officers. The three (3) tests which comprise the SFST, when conducted together, provide a proven method to determine whether a person is likely above .08. Tests may be omitted, with reduced accuracy. NHTSA is now interested in exploring whether other individual tests may be beneficial for use in atypical situations, or with certain populations, when an officer cannot administer the SFST. For example, it may be difficult in some situations (such as the marine environment), and for some people (with weight or mobility issues) to perform the walk and turn and the one-leg-stand. For individuals with medical conditions that affect eye movement, another test may provide more meaningful results than horizontal gaze nystagmus (HGN). The objectives of this task order are to examine the feasibility of additional tests for determining whether a person is at or above the illegal BAC limit. Specifically, these tests shall avoid the need for the suspect to stand, or do not involve tracking a suspect’s eye movement. Law enforcement agencies and others in the criminal justice system look to NHTSA for information to improve the DWI arrest process, including determining whether a suspect is likely to be at or above the illegal limit. This study will provide information about a broader range of alcohol impairment measures that could be used when an officer is conducting an investigation of a potentially alcohol-impaired suspect. 
]]></description>
      <pubDate>Fri, 01 Nov 2024 12:46:28 GMT</pubDate>
      <guid>https://rip.trb.org/View/2447245</guid>
    </item>
    <item>
      <title>Virtual Reality as a Tool to Enhance Public Involvement Process</title>
      <link>https://rip.trb.org/View/2447165</link>
      <description><![CDATA[This project explores the use of Virtual Reality (VR) as a public involvement tool in transportation planning, offering an immersive experience to engage communities in proposed project designs. By comparing traditional visualizations (e.g., maps, 2D renderings), 3D videos, and VR immersion, the study aims to assess the effectiveness of VR in communicating complex design elements to the public. The research involves developing a VR simulation of a double roundabout in Bristol, Virginia, enabling participants to experience and provide feedback on the design from the perspectives of drivers, pedestrians, and cyclists. Ultimately, the project will produce a guidance document to aid the Virginia Department of Transportation (VDOT) in implementing VR for future public involvement efforts.]]></description>
      <pubDate>Wed, 30 Oct 2024 15:36:10 GMT</pubDate>
      <guid>https://rip.trb.org/View/2447165</guid>
    </item>
    <item>
      <title>Durability of Diamond Ground HMA with and w/o Tack Coat</title>
      <link>https://rip.trb.org/View/2431174</link>
      <description><![CDATA[The proposed research will identify several duplicate Hot Mix Asphalt paving projects around the state in different climate/traffic areas.  Duplicates are needed to ensure adequate sites are included in the research project as evaluation of diamond ground tacked versus untacked areas will only be done based on smoothness corrective action areas per the contract.  Upon completion of smoothness acceptance testing/identification of corrective work areas, different areas in the same travel lane would be designated to remain uncoated with tack.  Sites would be monitored annually, with performance monitored through visual distress assessment/photos.  Sand patch (surface texture testing) would also be performed to document surface texture changes from year to year]]></description>
      <pubDate>Mon, 16 Sep 2024 09:32:58 GMT</pubDate>
      <guid>https://rip.trb.org/View/2431174</guid>
    </item>
    <item>
      <title>Identify and Evaluate Innovative Pedestrian Safety Countermeasures for Rural and Nighttime Environments</title>
      <link>https://rip.trb.org/View/2420076</link>
      <description><![CDATA[The research team will investigate effective countermeasures to reduce nighttime pedestrian crashes across the state of Texas. A systems-oriented approach will be central to the analysis, recognizing that pedestrian safety involves infrastructure, driver behavior, and pedestrian actions. This approach moves beyond assigning blame to individuals and focuses on collective responsibility for creating a safer environment. This work will focus on nighttime-specific pedestrian crossing safety countermeasures by identifying and evaluating the costs and feasibility of implementation. Based on experiences in other cities and communities, this work will identify high-interest pedestrian safety crossing treatments. The research team will develop a targeted, prioritized list of potential benefits, cost, considerations, and gaps in knowledge about these treatments.]]></description>
      <pubDate>Thu, 22 Aug 2024 16:43:24 GMT</pubDate>
      <guid>https://rip.trb.org/View/2420076</guid>
    </item>
    <item>
      <title>Speed Impacts from Roundabouts and Other Traffic Control Devices</title>
      <link>https://rip.trb.org/View/2414011</link>
      <description><![CDATA[Roundabouts are widely acknowledged to be very effective at reducing drivers’ speeds. These lower speeds are one of the reasons why roundabouts tend to experience significantly fewer injuries and fatalities as compared to other types of intersection control. Roundabouts are also a promising speed control measure, particularly on corridors with high volumes of pedestrian and bicycle traffic. However, the specific impacts on speeds are found to vary across locations due to geometric differences, the presence of supplementary traffic control devices, and other factors. Furthermore, it is unclear the degree to which speeds vary on the entry and exit approaches as compared to other types of intersections. This provides motivation for research to compare entry and exit speeds between roundabouts and intersections with alternative types of traffic control. This information would help to improve geometric design and provide metrics that are useful for intersection control evaluation reports, as well as in aligning target speeds, design speeds, and operating speeds as part of a Safe Systems approach to road design. A better understanding of the impacts on speed selection may also serve to address public concerns that often arise with the introduction of roundabouts. This information may also allow for more accurate estimates of other performance measures, including capacity and delay. To that end, this research proposes to examine how various speed metrics differ between roundabouts and intersections with other forms of traffic control. Field data will be collected to examine vehicle speeds upstream, downstream, and at the intersection entries and exits. The results of this study will provide critical insight and guidance for forecasting the operational and safety implications of various design decisions.]]></description>
      <pubDate>Wed, 07 Aug 2024 09:25:08 GMT</pubDate>
      <guid>https://rip.trb.org/View/2414011</guid>
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