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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <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>Bridge Weigh in Motion For Simultaneous Multiple Vehicles
</title>
      <link>https://rip.trb.org/View/1686484</link>
      <description><![CDATA[The significance of this study is two-fold. Firstly, it will
demonstrate an application-centric example of ITS and SHM
integration. According to a review on ITS and SHM
integration by Khan et al. [4], few examples exist in the
literature which relate to the estimation of structural features.
These types of applied studies are important to establish
credibility in these techniques as solutions to practical
problems. Secondly, through data fusion techniques, the study
will explore alternative sensing methods to complement
camera-based measurements, which can suffer from poor
performance at night or during inclement weather. A subset of
ITS systems, called Bridge-Weigh-InMotion (BWIM)
systems, have been developed over several decades to
estimate number of axles and vehicle weight using only
contact sensors (no cameras). However, positional tracking
and vehicle classification has not traditionally been part of the
BWIM approach. Furthermore, weight estimation of vehicles
on long bridges like the Varina-Enon has not been commonly
studied for BWIM [3]. The use of complementary ITS
methodologies is a key feature of this study, intended to
improve the long-term reliability of these systems. ITS and
SHM systems have the potential to save highway
infrastructure managers millions in traffic control and
maintenance operations, respectively. However,
implementation of these systems individually by industry has
been slow [4]. The integration of the two systems is more
attractive to practitioners because it brings improved
performance at a lower cost. That is, on one hand, ITS can
make SHM estimates more accurate by providing load
information. On the other hand, SHM can complement ITS
data to help estimate vehicle weights and overcome]]></description>
      <pubDate>Thu, 13 Feb 2020 12:15:49 GMT</pubDate>
      <guid>https://rip.trb.org/View/1686484</guid>
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    <item>
      <title>Research Program to Support the Research, Development, and Deployment of System Operations Applications of Vehicle Infrastructure Integration (VII)</title>
      <link>https://rip.trb.org/View/1366546</link>
      <description><![CDATA[Through a set of pooled fund studies, the Virginia Department of Transportation (VDOT) is working with federal, state and local departments of transportation, to establish a multi-phase program to facilitate the field demonstration, and deployment of Connected Transportation Systems infrastructure applications.  In Phase I, the participants are focused on modeling, development, engineering and planning activities that will aid transportation agencies in justifying and promoting the large scale deployment of Connected Transportation Systems. Phase 2, of the program will continue research and development to prepare agencies to deploy connected vehicle environments.]]></description>
      <pubDate>Sat, 22 Aug 2015 01:01:19 GMT</pubDate>
      <guid>https://rip.trb.org/View/1366546</guid>
    </item>
    <item>
      <title>Integrated Land-Use, Transportation and Environmental Modeling: Complex Systems Approaches and Advanced Policy Applications</title>
      <link>https://rip.trb.org/View/1359765</link>
      <description><![CDATA[This project develops, evaluates, calibrates, and validates combinations of integrated frameworks for agent-based land use and transportation models using Chittenden County as a test-bed. The project proposes to implement UrbanSim with TRANSIMS for Chittenden County and to integrate the two models together with an activity model developed by partners at RSG Inc. Future conditions shall be simulated based on alternative scenarios generated in stakeholder meetings and ranging from changed land use policy constraints to construction of new infrastructure. The impacts of the transportation sector on mobile source air pollution will be conducted using data from Vermont UTC Signature Project #2. Researchers in other projects will be providing new model output metrics to consider land cover and carbon; storm water; impacts on plants and soils; network robustness; and commodity transportation. The researchers will develop code for processes to integrate these new output metrics into the combined model in a format that services the MPO context and models. The most important aspect of project 1B is evaluating which of the combined model architecture components are necessary for which set of regional planning and policy questions.]]></description>
      <pubDate>Thu, 02 Jul 2015 01:01:17 GMT</pubDate>
      <guid>https://rip.trb.org/View/1359765</guid>
    </item>
    <item>
      <title>Modeling Transportation Alternatives</title>
      <link>https://rip.trb.org/View/1359764</link>
      <description><![CDATA[This project develops an "outreach model" that isolates and simplifies the most essential dynamics of the complete integrated model in a way that is more transparent and that facilitates outreach to stake holders. The immense complexity of the combined UrbanSim and TRANSIMS models complicates any attempts to facilitate outreach with stakeholders. A simplified systems oriented "outreach model" will be designed to facilitate such outreach and dialogue. The purpose of this model is to help convey to stakeholders how transportation issues relate to the other major issues with which they are interdependent, including land use, energy, economics, environment and quality of life. Through a web interface stakeholders will be able to run their own simplified versions of the model under different scenarios and vary parameters in a way that makes the key dynamics and assumptions of the model clear and easy to understand. If there is general convergence between the results of both, this may be a good indication of the overall robustness of both approaches. If there is extreme difference in the results, an analysis of the sources of these differences may help us better understand some of the sensitivities and assumptions of both model approaches. Development of the outreach model will consist of the following tasks: * Regular stakeholder workshops to verify model design and components, to review preliminary results, and to design and review scenarios. * Intensive model development activities between workshops. This would include model coding, calibration, and testing, as well as development of user interfaces. Existing more complex models (i.e. URBANSIM) would be used for cross-calibration and testing. * Problem-based (atelier) courses structured around the project and involving students from many departments on campus. * Web-based outreach. A sophisticated, interactive web site will be developed that will serve to connect stakeholders during project development and to serve as the major portal for delivery of the Integrated Modeling Package after completion.]]></description>
      <pubDate>Thu, 02 Jul 2015 01:01:16 GMT</pubDate>
      <guid>https://rip.trb.org/View/1359764</guid>
    </item>
    <item>
      <title>Vermont Transportation and Land Use Carbon Calculator: Modeling Transportation Alternatives - Part 2</title>
      <link>https://rip.trb.org/View/1359763</link>
      <description><![CDATA[The objective of this project is to develop the "Vermont Integrated Land Use and Transportation Carbon Estimator". The estimator will be used by regional transportation planners and will advance the current state of the practice by considering directly the greenhouse gas (GHG) implications of alternative land use strategies. Currently, only GHGs from tailpipe emissions are estimated using existing transportation demand forecasting models. While land use arrangement indirectly affects the amount of travel and thus GHG emissions, land use also has a direct impact as well (forest versus parking lot for example). For input, the team will be guided by the typical and readily available datasets used by regional planners. The calculator or estimator will be deployed on the web with expert guidance from RSG Inc.]]></description>
      <pubDate>Thu, 02 Jul 2015 01:01:15 GMT</pubDate>
      <guid>https://rip.trb.org/View/1359763</guid>
    </item>
    <item>
      <title>Agricultural Freight: Network Access and Issues</title>
      <link>https://rip.trb.org/View/1359762</link>
      <description><![CDATA[The modeling framework and tools under development throughout Signature Project 1 focus on informing policy related to passenger transportation. Yet, the concept of evaluating transportation in light of environmental impacts and resiliency to disruption applies equally well to freight transportation. View Full Summary The modeling framework and tools under development throughout Signature Project 1 focus on informing policy related to passenger transportation. Yet, the concept of evaluating transportation in light of environmental impacts and resiliency to disruption applies equally well to freight transportation. In a state where agriculture is one of the largest sectors of the economy, contributing about a half billion dollars in gross receipts annually (USDA ERS, 2006), and is important for attracting tourists who bring another $20 million (USDA NASS, 2004) to the state each year, agricultural freight deserves attention. Because the majority of agricultural freight transportation in Chittenden County either originates or has destinations outside of the county, it is not appropriate to model within the closed-system model used for passenger transportation. However, by gaining a better understanding of agricultural freight networks within Vermont, modelers and planners will have a more complete picture of the transportation network under study. The issues related to agricultural freight, including potential impacts on road surface integrity, air and environmental quality need to be better understood before models can be extended or developed for this context. This project will describe how milk moves from farms to first collection points or processing plants and analyze the robustness of the road networks carrying this agricultural freight. This information will be useful to public and private sector entities concerned with how transportation relates to sustainable agriculture.]]></description>
      <pubDate>Thu, 02 Jul 2015 01:01:14 GMT</pubDate>
      <guid>https://rip.trb.org/View/1359762</guid>
    </item>
    <item>
      <title>Agricultural Freight: Network Access and Issues (Part 2)</title>
      <link>https://rip.trb.org/View/1359723</link>
      <description><![CDATA[The modeling framework and tools under development throughout Signature Project 1 focus on informing policy related to passenger transportation. Yet, the concept of evaluating transportation in light of environmental impacts and resiliency to disruption applies equally well to freight transportation. View Full Summary The modeling framework and tools under development throughout Signature Project 1 focus on informing policy related to passenger transportation. Yet, the concept of evaluating transportation in light of environmental impacts and resiliency to disruption applies equally well to freight transportation. In a state where agriculture is one of the largest sectors of the economy, contributing about a half billion dollars in gross receipts annually (USDA ERS, 2006), and is important for attracting tourists who bring another $20 million (USDA NASS, 2004) to the state each year, agricultural freight deserves attention. Because the majority of agricultural freight transportation in Chittenden County either originates or has destinations outside of the county, it is not appropriate to model within the closed-system model used for passenger transportation. However, by gaining a better understanding of agricultural freight networks within Vermont, modelers and planners will have a more complete picture of the transportation network under study. The issues related to agricultural freight, including potential impacts on road surface integrity, air and environmental quality need to be better understood before models can be extended or developed for this context. This project will describe how milk moves from farms to first collection points or processing plants and analyze the robustness of the road networks carrying this agricultural freight. This information will be useful to public and private sector entities concerned with how transportation relates to sustainable agriculture.]]></description>
      <pubDate>Thu, 02 Jul 2015 01:00:37 GMT</pubDate>
      <guid>https://rip.trb.org/View/1359723</guid>
    </item>
    <item>
      <title>Modeling Transportation Alternatives</title>
      <link>https://rip.trb.org/View/1357382</link>
      <description><![CDATA[This project develops an "outreach model" that isolates and simplifies the most essential dynamics of the complete integrated model in a way that is more transparent and that facilitates outreach to stake holders. The immense complexity of the combined UrbanSim and TRANSIMS models complicates any attempts to facilitate outreach with stakeholders. A simplified systems oriented "outreach model" will be designed to facilitate such outreach and dialogue. The purpose of this model is to help convey to stakeholders how transportation issues relate to the other major issues with which they are interdependent, including land use, energy, economics, environment and quality of life. Through a web interface stakeholders will be able to run their own simplified versions of the model under different scenarios and vary parameters in a way that makes the key dynamics and assumptions of the model clear and easy to understand. If there is general convergence between the results of both, this may be a good indication of the overall robustness of both approaches. If there is extreme difference in the results, an analysis of the sources of these differences may help us better understand some of the sensitivities and assumptions of both model approaches. Development of the outreach model will consist of the following tasks: * Regular stakeholder workshops to verify model design and components, to review preliminary results, and to design and review scenarios. * Intensive model development activities between workshops. This would include model coding, calibration, and testing, as well as development of user interfaces. Existing more complex models (i.e. URBANSIM) would be used for cross-calibration and testing. * Problem-based (atelier) courses structured around the project and involving students from many departments on campus. * Web-based outreach. A sophisticated, interactive web site will be developed that will serve to connect stakeholders during project development and to serve as the major portal for delivery of the Integrated Modeling Package after completion.]]></description>
      <pubDate>Fri, 12 Jun 2015 01:01:40 GMT</pubDate>
      <guid>https://rip.trb.org/View/1357382</guid>
    </item>
    <item>
      <title>Commercial Vehicle Infrastructure Integration (CVII)</title>
      <link>https://rip.trb.org/View/1264507</link>
      <description><![CDATA[This project supports the, New York State Department of Transportation (NYSDOT), the  New York State Thruway Authority (NYSTA) and New York State Bridge Authority (NYSBA) Commercial Vehicle Infrastructure Integration (CVII) efforts as part of a permanent demonstration and deployment of a regional, multi-agency, real-time communications and roadside infrastructure for existing 915 MHz and developing 5.9GHz Dedicated Short Range Communication (DSRC) based systems.   The project builds upon the previous and ongoing national VII efforts which focus almost exclusively on passenger vehicles, and will assist with the integration of the commercial vehicle industry's operational requirements, as reflected by the Federal Commercial Vehicle Information Systems and Networks (CVISN), Expanded CVISN and Smart Roadside initiatives, into the national VII program. The commercial vehicle based operational functionalities to be pursued include various driver and vehicle based data exchanges that build upon previous and ongoing research efforts such as the I-95 Corridor Coalition funded project NCSHP/Volvo Enforcement Application of Commercial Vehicle to Infrastructure Communication: Vehicle to Roadside. This proposed program will advance the previously demonstrated effort using a permanently deployed VII/CVII corridor utilizing the future ITS standard 5.9GHz DSRC technology and infrastructure. This project builds off the work conducted in the I-95/North Carolina project which identified data element requirements regarding driver/vehicle/cargo for communication from vehicle to roadside for commercial vehicle safety and security screening. This system will be developed and tested under real world conditions involving driver identification and verification using TWIC and biometrics integrated with the operating system of the truck; expanding demonstrated dash board light indicators with more direct vehicle safety status information involving various safety data such as tire pressure and brake status; and real-time roadside safety warning information to the driver such as work zone location and speed reduction zones.]]></description>
      <pubDate>Tue, 08 Oct 2013 01:01:41 GMT</pubDate>
      <guid>https://rip.trb.org/View/1264507</guid>
    </item>
    <item>
      <title>Human Factors Engineering Integration</title>
      <link>https://rip.trb.org/View/1259590</link>
      <description><![CDATA[The objective of this research project is the development of a qualified pool of contractors capable of performing human factors related research on short notice. To date, one contract, Human Factors Requirements for Effective Fuel Economy Displays, has been awarded.]]></description>
      <pubDate>Sat, 17 Aug 2013 01:01:05 GMT</pubDate>
      <guid>https://rip.trb.org/View/1259590</guid>
    </item>
    <item>
      <title>Heavy Vehicle Safety at Traffic Signals (Phase A)</title>
      <link>https://rip.trb.org/View/1233054</link>
      <description><![CDATA[This project will develop new traffic signal control logic to improve the safety of heavy vehicles on high speed approaches to signalized intersections using wireless communication between a heavy vehicle and a roadside traffic signal controller. The project will build on the Trusted Truck™ onboard computer system using the Vehicle Infrastructure Integration (VII) concept for deployment of communication technology between vehicles and roadside infrastructure. This technology for heavy vehicles can also be migrated to emergency responders.]]></description>
      <pubDate>Thu, 03 Jan 2013 14:50:04 GMT</pubDate>
      <guid>https://rip.trb.org/View/1233054</guid>
    </item>
    <item>
      <title>Trusted Trucks® 2(Phase B)</title>
      <link>https://rip.trb.org/View/1232737</link>
      <description><![CDATA[In Phase B the project will build off the system built in year 1 and the work being done in the wireless trailer communications arena, including work currently being undertaken by the University of Tennessee to identify and demonstrate the ability to do remote inspections of trailer safety criteria. As part of this phase the project will investigate if the in-vehicle hardware and wireless communications channel can be moved over to the DSRC (Digital Short Range Communication) technology that is being promoted with VII (Vehicle Infrastructure Integration). This project would also be synergistic with the University of Tennessee project investigating truck priority at traffic signals which would also use DSRC. The deliverable for year two will be a demonstration of the remote inspection of trailer related data along with a detailed report on the lessons learned.]]></description>
      <pubDate>Thu, 03 Jan 2013 14:43:54 GMT</pubDate>
      <guid>https://rip.trb.org/View/1232737</guid>
    </item>
    <item>
      <title>Trusted Trucks® 2 (Phase B)</title>
      <link>https://rip.trb.org/View/1232731</link>
      <description><![CDATA[In Phase B the project will build off the system built in year 1 and the work being done in the wireless trailer communications arena, including work currently being undertaken by the University of Tennessee to identify and demonstrate the ability to do remote inspections of trailer safety criteria. As part of this phase the project will investigate if the in-vehicle hardware and wireless communications channel can be moved over to the DSRC (Digital Short Range Communication) technology that is being promoted with VII (Vehicle Infrastructure Integration). This project would also be synergistic with the University of Tennessee project investigating truck priority at traffic signals which would also use DSRC. The deliverable for year two will be a demonstration of the remote inspection of trailer related data along with a detailed report on the lessons learned.]]></description>
      <pubDate>Thu, 03 Jan 2013 14:43:47 GMT</pubDate>
      <guid>https://rip.trb.org/View/1232731</guid>
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