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    <title>Research in Progress (RIP)</title>
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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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      <link>https://rip.trb.org/</link>
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    <item>
      <title>Dust Storm Mitigation and Efficacy Research</title>
      <link>https://rip.trb.org/View/2705960</link>
      <description><![CDATA[Using existing data and/or additional monitoring, the team will assess geomorphic and species-level responses to different treatments and/or conditions to determine whether some treatments are improving conditions in some areas more than in others. The data will help to determine future mitigation actions. Analysis will also determine if species in the landscape are from the seedbank rather than the seed mix used at the sites. ]]></description>
      <pubDate>Thu, 21 May 2026 16:31:12 GMT</pubDate>
      <guid>https://rip.trb.org/View/2705960</guid>
    </item>
    <item>
      <title>Requirements of Aggregate Materials as Subbase, Base, Surface, and Shoulder Courses</title>
      <link>https://rip.trb.org/View/2593918</link>
      <description><![CDATA[This project will determine how the type and amount of fine aggregate in subbase, base, surface or shoulder coarse materials impacts aggregate performance under traffic loads. Researchers will evaluate field performance of lab findings from ICT-IDOT project R27-157 using an accelerated pavement testing device to simulate traffic loads on aggregate layers. They aim to determine which material properties improve strength and durability and what dust ratio has the best performance. Illinois Department of Transportation (IDOT) will use the results to update their road construction policies, allowing them to build higher performing roadways that will extend the life of pavement as well as reduce costs.]]></description>
      <pubDate>Thu, 28 Aug 2025 09:46:23 GMT</pubDate>
      <guid>https://rip.trb.org/View/2593918</guid>
    </item>
    <item>
      <title>Dust Mitigation Monitoring Project, Phase II</title>
      <link>https://rip.trb.org/View/2582909</link>
      <description><![CDATA[Since 2015, the New Mexico Department of Transportation (NMDOT) has programmed $2.5 million in Highway Safety Improvement Program {HSIP) funds for dust mitigation activities at the Lordsburg Playa on both sides of I-10. In 2018, dust mitigation efforts in the Southern Playa (Road Forks) area were initiated including livestock exclusion, keyline plowing, printing, seeding, tackifier, and fencing. In 2020 and 2021, dust mitigation efforts in the Northern Playa area were initiated including livestock exclusion, channel/erosion control, keyline plowing, printing, seeding, tackifier and fencing. OBJECTIVE: The objective of Phase II study is to determine the effectiveness of land use interventions on mitigating blowing dust and the frequency of dust-related traffic crashes. The primary goal for future implementation is to determine land use interventions that will be effective in future instances of localized blowing dust to prevent crashes due to visibility loss caused by
blowing dust]]></description>
      <pubDate>Tue, 05 Aug 2025 11:25:03 GMT</pubDate>
      <guid>https://rip.trb.org/View/2582909</guid>
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    <item>
      <title>An Economical and Sustainable Dust Suppressant for Gravel Roads</title>
      <link>https://rip.trb.org/View/2508967</link>
      <description><![CDATA[The 66,000-mile-long network of unpaved gravel roads connect 1.2 million rural Iowa population and serves as a backbone to Iowa’s $27 billion per year agrarian economy. On unpaved roads, fugitive dust emanates from the mechanical interaction between the moving vehicles and the crushed aggregates. Fugitive dust primarily comprises of soil minerals (e.g., oxides of silicon, aluminum, calcium, and iron) with particulate material sizes lower than 10 μm (PM10) [4]. According to the National Transportation Statistics (NTS) report published in 2018, approximately 18.5 million short tons of PM10 and 5.34 million short tons of PM2.5 particulates (size lower than 2.5 μm) are entrained into the air annually. About 35% of this particulate material comes from unpaved roads. From the health, economic, and safety points of view, the generation of fugitive dust poses a serious threat to road users and people living in the vicinity of the unpaved roads. Furthermore, the unpaved roads will deteriorate faster due to the loss of fines that bind the larger aggregates. Fugitive dust lowers the visibility on gravel roads leading to accidents. Examples of some accidents occurred in the past due to fugitive dust include a chain of vehicle crashes near I-39 Wisconsin, accidents near Interstate 5 in Coalinga, California, a fatal ATV rollover crash in Carlton country, Minnesota, crashes in the intersection of Conejo Avenue and Highway 41, California; crashes on U.S. Highway 87 between Great Falls and Fort Benton, accidents in Butler County, Missouri, etc. Currently, chlorides especially Calcium Chloride are applied on gravel roads to lower the fugitive dust. Calcium chloride being a hygroscopic material absorbs moisture from the atmosphere that cements the fine particulate material. However, chlorides are detrimental to concrete, corrode automobiles, lower the fertility of soils, and contaminate water bodies. The objective of this project is to synthesize and characterize a low-cost and sustainable dust suppressant that has both hygroscopic nature and agglomeration capability. To this end, both wet and dry formulations will be synthesized. Evaporation tests and wind tunnel tests will be conducted followed by field tests. Preliminary studies suggest that the wet formulation is at least 6 times better than traditional chloride-based dust suppressants.  ]]></description>
      <pubDate>Wed, 12 Feb 2025 12:37:54 GMT</pubDate>
      <guid>https://rip.trb.org/View/2508967</guid>
    </item>
    <item>
      <title>Desertification Process Investigation on Lordsburg Playa </title>
      <link>https://rip.trb.org/View/2480358</link>
      <description><![CDATA[The Lordsburg Playa in New Mexico is a recognized global hotspot for dust storms, contributing to 17 crash fatalities on I-10 in the area since 2014. In recent years, extreme weather events have contributed to alterations in vegetation and weather dynamics, further influencing the frequency and intensity of dust events in the region. In response to the pressing need for improved traffic safety, the New Mexico Department of Transportation (NMDOT) has implemented static and electronic message boards, a quicker warning system (i.e., the National Weather Service alerts, social media notifications, and website updates), rapid highway closures, and mitigation programs under the Highway Safety Improvement Program (HSIP) to revegetate the Lordsburg Playa area. While these initiatives have been very successful to date, NMDOT remains interested in exploring the relationships between desertification (caused by factors, such as drought, cattle grazing, and moisture loss) and the frequency of dust storms. Research like this could offer valuable insights into the factors influencing dust storms and desertification. By understanding these relationships, NMDOT can develop more effective safety measures to protect both drivers and the environment.
To enhance traffic safety in the Lordsburg Playa area, the research project aims to leverage longitudinal satellite imagery for an in-depth analysis of desertification and its connection to dust storms. The goal of this research is to thoroughly investigate historical satellite imagery, such as Landsat and MODIS, climate data, such as precipitation and temperature data, and other data, such as greenness maps to reveal the connection between the desertification process and the frequency of dust storm activity in the Lordsburg Playa area. Specifically, this research focuses on addressing the following questions: how changes in vegetation and climate over time influence the dynamics of dust storms in the Lordsburg Playa area, and how information on vegetation and extreme weather events can be used to predict dust storms.
Given the volume and format of the satellite data, climate data, and additional data, such as greenness maps involved in this study, the primary objective is to develop an automated analytical workflow that indicates to qualified data analysts or transportation engineers where and when a dust storm event may happen, along with its potential sources. The most effective way to present this information is through a web application that integrates all the data and analytical processes, displaying comprehensive results. Another objective is to promote workforce development on the use of remote sensing technologies for transportation infrastructure management and environmental management, and ultimately, improving the safety and durability and extending the life of transportation.
The tasks involved in this project include: Task 1: Literature review of dust storms and desertification on the Lordsburg Playa; Task 2: Acquire Landsat satellite imagery, climate data, and other data; Task 3: Develop an automated coarse-scale dust storm alarm; Task 4: Conduct a medium-scale analysis of potential dust sources; Task 5: Develop guidebook for toolset implementation and final report, and Task 6: Technology Transfer.
]]></description>
      <pubDate>Wed, 01 Jan 2025 16:47:59 GMT</pubDate>
      <guid>https://rip.trb.org/View/2480358</guid>
    </item>
    <item>
      <title>Aggregate Specification to Reduce Dust and Improve Sustainability of Local Rock-Surfaced Roads</title>
      <link>https://rip.trb.org/View/2255777</link>
      <description><![CDATA[Kansas has large rural areas, which are connected by more than 100,000 miles of county roads. Over 53,000 miles of these county roads are surfaced with aggregates. KDOT Specification Section 1112 provides three types of aggregates for surfacing of county secondary roads: crushed stone, sand-gravel, and limestone gravel. The current specifications for crushed stone surfacing include no Plasticity Index (PI) requirement, but plasticity is an important parameter for binding aggregates together for a smooth surface and limiting the amount of fines lost (dust). The Gravel Roads Construction and Maintenance Guide developed by FHWA (2015) has provided good guidelines for construction and maintenance of gravel roads in the nation and requires a PI of 4-12 for crushed rock surfacing. However, this guide was developed based on the local experiences in South Dakota and may not be fully applicable to the practice of rock-surfaced road construction and maintenance in Kansas. In fact, a certain portion of rocksurfaced roads in Kansas have underperformed and even failed, thus requiring repair and frequent maintenance. Some crushed limestone from local quarries is very porous and absorbs water; therefore, it is not durable. To address these problems, there is an urgent need to develop a specification for crushed rock surfacing that will reduce the amount of fines lost (dust), bind the rock surfacing materials together more cohesively to form a crust and shed water, and reduce required maintenance. This proposed study will be partnered with members of the Kansas Association of Counties who have expressed interest in this study.]]></description>
      <pubDate>Tue, 26 Sep 2023 16:04:24 GMT</pubDate>
      <guid>https://rip.trb.org/View/2255777</guid>
    </item>
    <item>
      <title>Dust Mitigation Monitoring Project</title>
      <link>https://rip.trb.org/View/1708070</link>
      <description><![CDATA[The objective of the project is to determine the effectiveness of land use interventions on mitigating blowing dust and the frequency of dust-related traffic crashes at a dust storm crash hotspot at the Lordsburg Playa (MM5-13) on Interstate 10 in southwest New Mexico.  The primary goal for future implementation is to determine land use interventions that will be effective in future instances of localized blowing dust in order to prevent crashes due to loss visibility loss caused by blowing dust.

Ambient data, including airborne dust levels, soil moisture, and meteorological measurements, will be collected at two sites (Road Forks and North Playa) with intervention and control sites in each location.  ]]></description>
      <pubDate>Thu, 21 May 2020 16:26:49 GMT</pubDate>
      <guid>https://rip.trb.org/View/1708070</guid>
    </item>
    <item>
      <title>Improved Approaches to Environmental Compliance During Highway Construction</title>
      <link>https://rip.trb.org/View/1530099</link>
      <description><![CDATA[Road construction results in large areas of exposed soil which are susceptible to wind and water erosion. These areas are required to be kept under control and sediment should be retained on the project. An erosion and sediment control plan is required, and regular inspections are used to ensure that the plan is followed and practices in place are functioning properly. These inspections are required after >0.5” of rain or weekly, whichever occurs first, with special attention to outfalls to surface waters. On active areas with exposed soils, it can be difficult, dangerous and sometimes impossible to drive around a site to conduct the required inspections after a rain event due to the slippery conditions. However, relatively inexpensive unmanned aerial vehicles (UAVs) have provided new capabilities ideally suited to facilitate these inspections from a single point of easy access. These ‘flying cameras’ can be either be manually controlled or pre-programmed to fly to inspection points and collect either high-resolution images or video of the existing conditions, both of which provide a record and documentation of the inspection. 
Surface drainage and catchment areas of two sediment basins as captured by an inexpensive unmanned aerial vehicle (UAV) and post-processed using modern photogrammetry techniques.

Sediment basins are currently designed based on 10- or 25-year recurrence rainfall events for the local area, and a number of assumptions surrounding drainage area, land cover, and runoff coefficients. Previous work has suggested that changes in surface topography that occur at different stages of construction (Brown 2011) often result in water that doesn’t drain to the basin as expected. While evaluations of sediment retention have been conducted (Brown et al., 2015; McCaleb and McLaughlin, 2008; Line and White, 2001), the hydrological performance of sediment basins with skimmer outlets has not been characterized relative to the watershed conditions. Furthermore, there is little available information on the appropriate factors to use for predicting runoff on construction sites. Using a UAV to collect aerial surveys around an instrumented basin a preliminary investigation into runoff and discharge at an active NCDOT project suggested that even with considerable rainfall, a relatively low fraction (17% of rainfall) reached the basin.
 
Dust control is also required under dry conditions in order to comply with air quality regulations. This is normally achieved with frequent passes of a tanker truck spreading water, often several times per day, which requires a full-time operator, a source of large amounts of water, and which adds to the traffic on haul roads. There are a wide variety of dust control products available which could be more effective, more economical, and more environmentally friendly than running water trucks up and down the road. These are widely used in arid areas and the technology may be transferred readily to construction projects in North Carolina.

Silt fence, used on most construction projects, is currently constructed using steel posts that are required to have 1.25 lb of steel per foot. There is no known testing standard or specification which has been conducted to allows a user to determine whether a post can appropriately if that is an appropriate resist the forces specification based on expected forces exerted by either water or soil backed up behind the silt fence. It is likely that if post designs are optimized, posts could be made from of less steel or from other materials. Optimized, economical posts could be sufficient to withstand the pressures typically exerted on silt fences at considerable cost savings. Wood posts, for example, are a sustainable resource with a much lower environmental footprint.]]></description>
      <pubDate>Thu, 02 Aug 2018 15:00:23 GMT</pubDate>
      <guid>https://rip.trb.org/View/1530099</guid>
    </item>
    <item>
      <title>Early Warning Sensor Network for Brown Out Conditions: Phase III - Pilot Implementation on I-10</title>
      <link>https://rip.trb.org/View/1464478</link>
      <description><![CDATA[The impact of windblown dust and sand on traffic safety has been on the rise in the tri-state area (Nevada, Arizona, and New Mexico), owing in part to prolonged droughts that have dried soils and denuded vegetation and biological crusts. In recent years, large, multi-car pile-ups have occurred in all three states within the SOLARIS domain as well as in other states such as Oklahoma, Texas, and Colorado. 

It is established science that the movement of sand near the ground is responsible for the suspension of visibility impairing dust aloft. As part of an earlier Phase I SOLARIS study, significant improvements were made to a sand sensor prototype that was originally developed by the Investigators as a geomorphic research tool. In Phase II, 
focus shifted to pilot deployments at several key locations and iterative design improvements. Information from those deployments in relevant environments were used to identify areas for improvement. 

In this final phase (III) of this work, a complete pilot implementation of the early warning system will be emplaced in an environment relevant to brownout safety concerns. This Phase III component will be a collaborative effort between the Desert Research Institute (DRI) and the New Mexico State University. Data from this field deployment will be used to determine the utility of an early warning system and provide materials for outreach and technology transfer to the tri-state transportation agencies. 
]]></description>
      <pubDate>Thu, 13 Apr 2017 16:20:57 GMT</pubDate>
      <guid>https://rip.trb.org/View/1464478</guid>
    </item>
    <item>
      <title>Biocement for Road Repair</title>
      <link>https://rip.trb.org/View/1360873</link>
      <description><![CDATA[Road repair is an expensive operation every year. This cost can be greatly reduced if waste materials from mining and biofuel industries can be used to substitute conventional materials for road repair or construction. The objective of this project is to develop methods to produce a new construction material, biocement, using waste products and apply the new material for road repair and construction. Two types of waste will be used in this study. One is limestone fines produced from a limestone mine in Iowa. Another is organic acids, a byproduct produced from pyrolysis-based biofuel manufacturing process. The limestone fines and organic acids can be used to produce biocement under ambient temperature in an inexpensive way. The cost-effective biocement can be used as a substitute for expensive cement for roads repair and construction. Biocement grout, or biogrout, can be injected directly into cavities or cracks in pavement for road repair. As the viscosity of biogrout is low, biogrout can penetrate better into the road pavement than cement grout. Biocement mixed aggregate can be used for base or subbase for road construction. Biocement solution can also be applied directly onto shoulders as a stabilizer on unpaved roads as a dust control agent. The focus of this project will be on the development of cost-effective biocement products and its effectiveness for road repair. Once the methods for biocement production and its applications are established in lab-scale, field experiments will be carried out as a following up study.]]></description>
      <pubDate>Tue, 14 Jul 2015 01:01:00 GMT</pubDate>
      <guid>https://rip.trb.org/View/1360873</guid>
    </item>
    <item>
      <title>Development of an Early Warning Sensor and Network for Brown-out Conditions</title>
      <link>https://rip.trb.org/View/1316208</link>
      <description><![CDATA[Addressing traffic safety issues stemming from dust storm visibility impairment will require a multi-pronged approach in the coming years that may include improved driver training to specifically address such circumstances, targeted commitment of resources to minimize the potential for such events (e.g., by surface treatment), and developing and implementing new engineering good practice measures. In the near-term, early warning sensor networks in specific portions of the roadway network where such events are known to occur could offer the most economical means to mitigate traffic accidents stemming from dust storms. This proposal is for the first phase of a two-phase project that will focus on developing and testing early warning systems for brown-out conditions.]]></description>
      <pubDate>Thu, 17 Jul 2014 01:00:58 GMT</pubDate>
      <guid>https://rip.trb.org/View/1316208</guid>
    </item>
    <item>
      <title>Environmental Impacts of Oil and Gas Brine Applications for Dust and Ice Control in New York</title>
      <link>https://rip.trb.org/View/1313519</link>
      <description><![CDATA[Transportation agencies are required to treat roads for dust and ice control to ensure adequate safety for travelers. This is commonly achieved through application of solid and liquid chemicals. These materials can be conventional rock salt, brine from rock salt, natural brine, or oil and gas brine. Due to the high cost of treating roads for the removal of snow and ice, in states with active oil and gas wells such as New York, the potential for using this brine to control dust or ice on roads is currently being explored. Environmental concerns exist over the use of conventional oil and gas brines due to their potential high total dissolved solids and metals concentrations. They can also be elevated in organic compounds and can contain certain chemical additives. In 2012, New York State production of natural gas was 26.4 billion cubic feet while oil production was 394,507 barrels. It has been estimated that 30 percent of the brine produced alongside the oil and gas is disposed of via road spreading. Although unconventional natural gas drilling in the Marcellus Shale in New York State is currently not permitted, the extraction of Marcellus Shale gas is allowed in other states (e.g., Pennsylvania) where the associated unconventional brine is used for road spreading. If conventional or unconventional oil and gas brine is applied to roadways for dust or ice control, there is the potential for runoff to impact receiving water or roadside soil. The environmental impact of the leaching of chemical components from soil impacted with oil and gas brine applied for transportation purposes is unknown. The objective of this work is to determine the potential for chemicals found in oil and gas brine to leach from soil to groundwater. Leaching studies will be conducted to compare conventional oil and gas brine and unconventional oil and gas brine. A literature review will be conducted to determine the volume and chemical characteristics of brine applied to roadways for dust or ice control. The chemicals of concern will be identified and the leaching potential of these chemicals will be determined through toxicity characteristic leaching (TCLP) tests and synthetic precipitation leaching (SPLP) tests. This work will provide local and national transportation agencies with important data regarding the environmental impacts of oil and gas brine applications.]]></description>
      <pubDate>Tue, 24 Jun 2014 01:00:36 GMT</pubDate>
      <guid>https://rip.trb.org/View/1313519</guid>
    </item>
    <item>
      <title>Performance of Dust Palliatives on Unpaved Roads in Rural Alaska</title>
      <link>https://rip.trb.org/View/1256369</link>
      <description><![CDATA[Dust control in many rural Alaska communities is becoming a priority. Fugitive dust impacts health, quality of life and increases road maintenance costs as material is lost from the road surface. Over the last several years several agencies in Alaska including the Alaska Department of transportation and Public Facilities (ADOT&amp;PF), local governments, and several native corporations have been working on solutions to the problem of fugitive dust. One viable solution these agencies have been attempting is to control dust through the use of chemical palliatives applied to unpaved roads and runways. This method can be expensive depending on the palliative used on the unpaved surface. Agencies are currently focusing on calcium chloride (CaCl2), synthetic fluids and a few promising other products such as enzymatic fluids. While experience in Alaska with CaCl2 is extensive, the longevity of the product on unpaved surfaces under different conditions is only known qualitatively: when is the road getting to dusty from a visual perspective. Hence reapplication is either on a set time schedule (such as done on the Elliot Highway) or when the road becomes too dusty and complaints are received from area residents (as is most likely done on some shorter more rural roads). These methods might work well given the experience, but may not be cost effective. In some cases, reapplication of CaCl2 may come too soon when the previous application is still performing adequately. Further, the longevity of other products on rural Alaska roads is still unknown. The first objective of this project is to assess the longevity of different palliatives newly applied to rural Alaska village roads over two summer seasons. For this study we will monitor three villages (Tanana, Fort Yukon, and Galena) that have or will be receiving palliatives all of which are close to Fairbanks making frequent measurements possible. In addition we will also monitor palliatives that will be applied to sections of road and monitored in North Pole &amp; in Point McKenzie, Alaska. We will monitoring and asses palliative performance using an instrument we developed to measure dust that can be lofted off of unpaved roads (loftable dust) and runways known as UAF-DUSTM. In addition to the proposed project described above the Alaska Department of Environmental Conservation (ADEC) has requested that we try to associate dust concentrations measured with UAF/DUSTM to measurements made using stationary monitors of the type used by regulatory agencies to monitor compliance with the regulatory standard. Hence, the second objective of this proposal is to correlate loftable dust concentrations measured with UAF- DUSTM to fugitive dust concentrations measured with static monitors.  This proposed study will take place on the new test track proposed in the North Pole area &amp; possibly in one more of the proposed study villages (Tanana, Galena, or Fort Yukon, Alaska). Developing this correlation will enable us to determine how much of the measured fugitive dust is due to unpaved roads, a controllable emission source and how much is due to uncontrollable sources.]]></description>
      <pubDate>Fri, 12 Jul 2013 01:00:23 GMT</pubDate>
      <guid>https://rip.trb.org/View/1256369</guid>
    </item>
    <item>
      <title>Development of an Alaska Specification for Palliative Applications on Unpaved Roads and Runways</title>
      <link>https://rip.trb.org/View/1245549</link>
      <description><![CDATA[For the past seven years, Alaska Department of Transportation and Public Facilities (ADOT&amp;PF) Northern Region has been applying different palliatives to runways at rural airports in Alaska's northern region. As of summer 2008 approximately 33 runways had been treated with palliatives. In addition, Kawerak, Incorporated has applied palliatives to roadways in several northwest Alaskan villages. The only guidance in applying these palliatives has come from the manufactures of the palliatives. According to the ADOT&amp;PF, specifications provided to the contractors applying these palliatives have been very loose. Specifically, the specification calls for an "effective and evident dust palliative effect (diminishment of fugitive dust release to a negligible level) for at least two full years after application." Further, the specification instructs that the "dust palliative effect must be available when the dust control product is applied to a wide range of normal and common surfacing aggregates…" In the specification as written, the requirement of effective and evident dust palliative effect is not quantifiable. Thus if the palliative does not perform, the ADOT&amp;PF would have a difficult time arguing that the contractor did not satisfy the terms of the contract. In addition the specification does not provide any specification on dust palliative placement. The objective of this proposed project is to write a set of performance based specifications that cover the application of dust control palliatives to unpaved transportation surfaces in Alaska. To meet this project objective we will assess the effectiveness of palliatives to reduce loftable dust using our newly developed portable dust instrument UAF Dust Monitor (UAF - DUSTM developed by Barnes, Johnson, T. Marsik, and R. Wies). With these results, we will compare the effectiveness of newly laid palliative and palliative that has been applied one to three years prior. From these results we will develop a reasonable performance based specification. We anticipate that the specification will include measurement of palliative performance using UAF-DUSTM or a comparable instrument.]]></description>
      <pubDate>Sat, 09 Mar 2013 01:01:24 GMT</pubDate>
      <guid>https://rip.trb.org/View/1245549</guid>
    </item>
    <item>
      <title>Dust Suppression through Active Control of Vehicle Surfaces</title>
      <link>https://rip.trb.org/View/1236652</link>
      <description><![CDATA[Vehicle wakes result in the entrainment of dust and result in the injection of particulates high into the atmosphere. If the vehicle wake can be minimized in size, less entrainment will take place. A smaller wake will also decrease vehicle drag with the subsequent decrease in the consumption of fuel. The proposed research project will involve the development of novel control surfaces to be placed on the downstream portion of a vehicle. A pressure transducer located on the back of the vehicle will provide feedback on the strength of the wake. A novel control mechanism will be used to maximize the downstream pressure by adjusting the control surfaces. To test this concept, the University of Nevada, Las Vegas (UNLV) wind tunnel will be used to measure the performance of the control algorithm on a scale model of a vehicle trailer. Dimensional similitude limits the results to low vehicle velocities, but the concept can be verified in the wind tunnel and optimal placement of the control surfaces can be found. Fugitive dust presents a significant health problem in southern Nevada where off-road recreational and construction vehicles can generate large plumes of caliche and surface soils high into the air. In addition to producing a visibility hazard, settling dust with small diameter (PM 10) can settle in human lungs producing health problems and evading the body's ability to remove them. We propose to combine computer-activated control surfaces with control software to reduce the size of vehicle wakes and the subsequent injection of fugitive dust into the atmosphere. If successful, vehicle wake management will reduce the production of dust in the Las Vegas Valley with the add benefit of reducing vehicle drag and fuel costs]]></description>
      <pubDate>Thu, 03 Jan 2013 15:50:39 GMT</pubDate>
      <guid>https://rip.trb.org/View/1236652</guid>
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