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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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    <language>en-us</language>
    <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>
      <url>https://rip.trb.org/Images/PageHeader-wTitle-RIP.jpg</url>
      <link>https://rip.trb.org/</link>
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    <item>
      <title>SPR-5020: Identifying Locations with Abnormally High Wrong Way Driving or Interstate U-Turns</title>
      <link>https://rip.trb.org/View/2577103</link>
      <description><![CDATA[Wrong way driving on Interstate entrance ramps and illegal U-Turns are emerging as safety concerns. These types of crashes are relatively infrequent, highly dependent on crash report narrative, and difficult to track at scale for systematically identifying locations that are candidates for mitigation measures. Connected vehicle data provides an important data source that scales well for developing procedures to identify wrong way driving and illegal Interstate U-Turns.]]></description>
      <pubDate>Thu, 17 Jul 2025 15:59:18 GMT</pubDate>
      <guid>https://rip.trb.org/View/2577103</guid>
    </item>
    <item>
      <title>Improving Holiday Congestion Forecasting on Interstate Highways</title>
      <link>https://rip.trb.org/View/2571772</link>
      <description><![CDATA[Holiday travel periods present a significant challenge for speed and congestion prediction due to highly variable travel behavior, event-driven surges, and inconsistent congestion patterns. The Virginia Department of Transportation (VDOT) currently relies on historical averages of travel speeds based on INRIX TMC data from the past three years, averaged by day and week of the holiday period, to predict likely congestion levels during holidays. While this method has shown good accuracy for holidays that fall on the same day of the week and month, it is less effective for holidays that occur on specific dates, such as the 4th of July and Christmas Day, where travel patterns shift year to year based on the day of the week of the holiday.
This research aims to develop an advanced framework to improve predictions of travel speeds and the expected levels of congestion during holidays designated by the Commonwealth of Virginia. The project will explore a variety of modeling techniques- including machine learning classifiers, regression models, and rule-based systems to determine the most effective method for this application. The models will leverage 30-minute interval INRIX XD speed data between 7:00 AM and 12:00 AM for holidays, on Virginia’s interstate network for 2022–2024.  Additional input features will include such factors as time of day, date context (e.g., "day before holiday," “day after holiday”, day of week), direction of travel (e.g., inbound, outbound, or balanced conditions), urban/rural classification, and VDOT district. In addition to XD data, the research team will evaluate the incorporation of supplementary data sources such as roadway weather information system (RWIS) or National Oceanic and Atmospheric Administration (NOAA) weather data, incident reports, and historical volume trend overlays to enhance model performance. Non-holiday data will also be analyzed to adjust for annual baseline changes in traffic volume, supporting more robust holiday comparisons.     
]]></description>
      <pubDate>Thu, 03 Jul 2025 09:08:00 GMT</pubDate>
      <guid>https://rip.trb.org/View/2571772</guid>
    </item>
    <item>
      <title>Maine Interstate Rutting Research</title>
      <link>https://rip.trb.org/View/2554004</link>
      <description><![CDATA[Performance management data indicates that pavement rutting on the Maine interstate system has been worsening in recent years.  The percent of interstate segments and miles classified as “Good” rutting has steadily declined from greater than 40% in 2011 to less than 10% in 2023.  The Maine Department of Transportation (MaineDOT) Research and Innovation Office evaluated rutting data on I-295 and I-95 from 2015 to 2023 in greater detail.  This evaluation shows that the data suggests initial rutting (the first network data collection after pavement is placed) has increased significantly to nearly 0.2 inches (threshold for “Fair” rutting based on the Highway Performance Monitoring System criteria from FHWA). This evaluation also shows that the average rate of annual rutting across these two major interstate routes has been increasing.  The data suggests that rutting starts from a higher value than it used to and then it increases year-over-year faster than it used to.
During this evaluation timeframe, the interstate paving strategy has changed to rely heavily on a lower cost-per-mile Ultra-Thin Bonded Wearing Course (UTBWC) surface treatment.  The lower cost per mile treatment allows for more miles to be paved per year.  By design, this strategy leads to fewer years between treatments and more miles of paving per year. However, initial results suggest that we are not getting the anticipated treatment life; which forces us to increase the frequency of paving.
The conclusions from this review are alarming if they are taken at face value, however, the accuracy and reliability of the network rutting data has been called into question based on this evaluation and related conversations.  Field work is necessary to test the accuracy of the rutting data and to determine if the high initial rutting is present.  There will also be strategic field pilot sections to determine if UTBWC is rutting differently than other surface pavements in the early months after treatment.
Most of the worst rutting locations on interstate have been long-standing issues for decades.  Field work is required to determine how these locations can be fixed.
This document lists the action items proposed for the proposed interstate rutting effort, as well as the estimated cost and value provided by each item.
The purpose of this project is to ensure MaineDOT uses appropriate strategies to cost effectively and accurately measure and manage the condition of our highest priority roadways.
Several objectives have been identified to deliver the project goals.  Through execution of these objectives, MaineDOT will improve confidence and accuracy of network condition data that is used to make project funding decisions.  MaineDOT staff will also complete detailed analysis of chronic rutting locations to understand why these areas are rutting and to identify treatments that can be used for mitigation. 
The total additional funds needed to execute the action plan over the next three years is $1 million. The actual cost to complete this effort is higher but some costs and staff time will be included in existing projects. The following table lists the objectives proposed and the estimated additional cost required to complete them.
 ]]></description>
      <pubDate>Wed, 02 Jul 2025 10:17:24 GMT</pubDate>
      <guid>https://rip.trb.org/View/2554004</guid>
    </item>
    <item>
      <title>RES2023-30: I-24 Smart Corridor</title>
      <link>https://rip.trb.org/View/2539923</link>
      <description><![CDATA[The I-24 SMART Corridor takes a comprehensive approach to improving the safety and travel time reliability along the corridor utilizing existing infrastructure and emerging technology. Vehicle-to-Everything (V2X) technologies are a key initiative of 
Tennessee Department of Transportation (TDOT) by aligning with several strategic goals of TDOT including safety, mobility, sustainability, and consistent customer experience. To achieve the benefits of successfully applied V2X
technologies along the I-24 SMART Corridor, a clearly defined direction of V2X deployments needs to be established. The path towards applying V2X technologies throughout the I-24 SMART Corridor is described within the I-24 SMART Corridor V2X Roadmap. The I-24 SMART Corridor Roadmap provides an evaluation of
the existing Intelligent Transportation Systems (ITS) infrastructure along the corridor as well as an implementation plan for V2X applications that meet the goals of the I-24 SMART Corridor. The initial deployment locations for V2X applications were based on several safety factors including existing traffic volumes, crash history, and reoccurring
congestion. These safety factor hotspots led to the specific V2X application needs along the I-24 SMART Corridor. Along with the hotspots, geometric factors were included in determining which specific V2X applications were most applicable at each hotspot location. In addition to identifying and locating where specific V2X applications should be provided along the I-24 SMART Corridor, the Roadmap provides the costs associated
with implementing these applications. These costs include software, physical integration, vehicular integration, and annual operations and maintenance costs.]]></description>
      <pubDate>Thu, 17 Apr 2025 13:50:06 GMT</pubDate>
      <guid>https://rip.trb.org/View/2539923</guid>
    </item>
    <item>
      <title>I-25 Gap Project Wildlife Structures </title>
      <link>https://rip.trb.org/View/2417289</link>
      <description><![CDATA[The I-25 South Gap Wildlife Mitigation Study is evaluating the effectiveness of a wildlife mitigation system constructed as part of a highway widening project on I-25 between Castle Rock and Monument. The mitigation system includes four underpasses, a major bridge replacement, small mammal connectivity features, wildlife exclusion fencing and fence end treatments, escape ramps, and wildlife guards.

Mitigation effectiveness is being measured using two general pre- and post- construction measures: the change in wildlife-vehicle collisions as measured by crash and carcass counts, and the numbers of each species using the wildlife crossings and their passage rates. The effectiveness of the other mitigation features is measured via breach and repel rates at wildlife guards or fence end treatments, and intercept and escape rates at escape ramps. These measures will be quantified relative to pre-established performance measures to assess the overall effectiveness of the mitigation and each of its component parts.

This research will provide insight into the value of the mitigation investments on I-25; determine whether adjustments to any of the mitigation components may be warranted to improve the effectiveness of the mitigation; and address gaps in the understanding of biologically and cost-effective mitigation designs for major infrastructure projects. The study findings are expected to inform the design of future mitigation projects in Colorado, western North America, and beyond.]]></description>
      <pubDate>Tue, 13 Aug 2024 17:38:50 GMT</pubDate>
      <guid>https://rip.trb.org/View/2417289</guid>
    </item>
    <item>
      <title>Beaver Dam Analogs Study</title>
      <link>https://rip.trb.org/View/2417288</link>
      <description><![CDATA[At several locations along the I-25 South Gap Project, Carpenter Creek and East Plum Creek cross or run adjacent to I-25. To regenerate riparian habitat that supports Preble’s Meadow Jumping Mouse (PMJM), CDOT installed 8 Beaver Dam Analogs (BDAs) near the Spruce Mountain Road/I25 intersection (E. Plum Creek) and 7 BDAs adjacent to I25 near East Noe Road (Carpenter Creek).
   The installation of BDAs provides an opportunity to understand the value of BDAs for regenerating habitat along streams, particularly PMJM habitat. If BDAs are a viable PMJM habitat regeneration tool, they may be an an effective method for recovering PMJM populations. Connecting PMJM habitat and populations, by restoring degraded riparian habitats, is a priority for recovering PMJM and delisting the subspecies from the Endangered Species Act.
   The goal of this Study is to conduct sampling of the number of PMJM in, and adjacent to BDAs installed by CDOT, to determine the level of PMJM use prior to, and after BDA installation. Recommendations will  be made for the use of BDAs on future habitat restoration and PMJM mitigation projects, if applicable.  
]]></description>
      <pubDate>Tue, 13 Aug 2024 17:30:30 GMT</pubDate>
      <guid>https://rip.trb.org/View/2417288</guid>
    </item>
    <item>
      <title>Retrofit Design of Seismically Deficient Bridges on and Over the Interstates and Parkways in Western Kentucky</title>
      <link>https://rip.trb.org/View/2417062</link>
      <description><![CDATA[Over 6,600 Kentucky bridges will experience ground accelerations between 0.10 g and 1.00 g during the American Association of State Highway and Transportation Officials (AASHTO) Maximum Credible Earthquake. These structures are being evaluated as part of another study (SPR 24-656) to identify bridges that require retrofits to increase their capacities and meet the demand based on AASHTO’s 2022 Specifications. Most bridges on and over the interstates and parkways in Western Kentucky are expected to exhibit deficiencies ranging from inadequate seat support to lack of foundation capacity. Ongoing research, however, is not developing a retrofit design. Kentucky Transportation Cabinet (KYTC) can use project findings to generate construction cost estimates and prioritize funding for retrofit or replacement of seismically vulnerable bridges.]]></description>
      <pubDate>Mon, 12 Aug 2024 13:26:29 GMT</pubDate>
      <guid>https://rip.trb.org/View/2417062</guid>
    </item>
    <item>
      <title>Work Zone Analytics</title>
      <link>https://rip.trb.org/View/2167095</link>
      <description><![CDATA[Over the past 3 years, Purdue University and the Indiana Department of Transportation have been monitoring congestion and hard braking data across all 2600 miles of Indiana interstates using connected vehicle data.  One such report for I-465 shows the impact of the 2021 construction activities on congestion.

These reports have evolved over the past 3 years in Indiana and there is a need to develop a multi-state consensus on the most effective reports.  This will provide a framework to formalize the reporting models, data reduction processes and decision making process so these techniques can be scaled to other states so they can pro-actively identify emerging safety concerns in their work zones, conduct effective after action reviews of past work zones, and ultimately identify best practices for future work zones that minimize congestion, hard braking and ultimately crashes.]]></description>
      <pubDate>Thu, 04 May 2023 16:31:10 GMT</pubDate>
      <guid>https://rip.trb.org/View/2167095</guid>
    </item>
    <item>
      <title>Phase II: After Study Evaluation of Interstate 4 (I-4) Florida's Regional Advanced Mobility Elements (FRAME) Project (During/After Analysis)</title>
      <link>https://rip.trb.org/View/2150880</link>
      <description><![CDATA[The objective of this research project is to develop the evaluation plan for the after conditions of the I-4 FRAME project. Then, before/after study for the evaluation metrics will be conducted to identify the degree of improvement (or not) for every metric from the before to the after observations. The study findings will be analyzed and documented. To conduct the task, the research team will perform the following activities:
(1) Determine the evaluation criteria tailored to the I-4 FRAME project objectives; 
(2) Describe the data collection procedures tailored to these criteria that are needed to report on the achievement of project objectives; 
(3) Document how the I-4 FRAME project addressed the safety challenges on the project corridors.]]></description>
      <pubDate>Wed, 12 Apr 2023 09:25:27 GMT</pubDate>
      <guid>https://rip.trb.org/View/2150880</guid>
    </item>
    <item>
      <title>Virginia Weathering Steel Assessment on I-66 Corridor</title>
      <link>https://rip.trb.org/View/2100881</link>
      <description><![CDATA[New uncoated weathering steel bridges are being built on the I-66 corridor and offer a very unique opportunity to track their corrosion performance since their birth.]]></description>
      <pubDate>Wed, 18 Jan 2023 11:17:28 GMT</pubDate>
      <guid>https://rip.trb.org/View/2100881</guid>
    </item>
    <item>
      <title>Military Under 21 CMV Driver Pilot Program (FAST Act Section 5404, Phase III)</title>
      <link>https://rip.trb.org/View/2093177</link>
      <description><![CDATA[Section 5404 of the Fixing America's Surface Transportation Act, 2015 (FAST Act) requires the Secretary of Transportation to establish a pilot program to study the feasibility, benefits, and safety impacts of allowing a "covered driver" to operate a CMV in interstate commerce. For the purposes of this pilot program, a "covered driver" is between the ages of 18 and 21, is a member or former member of the armed forces, and is qualified in a military occupational specialty to operate in a CMV or a similar vehicle.]]></description>
      <pubDate>Tue, 03 Jan 2023 13:53:37 GMT</pubDate>
      <guid>https://rip.trb.org/View/2093177</guid>
    </item>
    <item>
      <title>Best Practices for MOT on Interstate Pavement Rehabilitation Projects</title>
      <link>https://rip.trb.org/View/2039846</link>
      <description><![CDATA[On interstate pavement rehab projects, the Kentucky Transportation Cabinet (KYTC) often finds it challenging to maintain two lanes of traffic in each direction. The standard practice is to use a full-width shoulder as a thru lane while work is done on adjacent lanes. But difficulties arise when the shoulder is not wide enough to operate as a thru lane — particularly when the required depth for rehabilitation demands more lateral clearance for lanes under construction. Designers can also face maintenance of traffic (MOT) challenges at interchanges due to the widths of mainline bridges, lateral clearances of cross-road structures, and ramp lengths. Researchers will review ongoing and completed interstate rehab projects where KYTC found it challenging to maintain desired lane widths during construction and document negative impacts of MOT on completed facilities.  
The objective of this study is to develop best practices for MOT to help Project Managers mitigate risks on pavement rehab projects.]]></description>
      <pubDate>Wed, 12 Oct 2022 12:57:50 GMT</pubDate>
      <guid>https://rip.trb.org/View/2039846</guid>
    </item>
    <item>
      <title>RES2023-18: Evaluating the Impacts of I-24 Smart Corridor Strategies</title>
      <link>https://rip.trb.org/View/2006611</link>
      <description><![CDATA[The primary traffic improvement strategies traditionally consist of road 
widening type of major infrastructural undertakings. However, due to 
physical, environmental, and financial constraints, further widening is 
not feasible, nor will it permanently reduce congestion on the I-24 
corridor. Instead, several smarter and often less expensive strategies 
are to be implemented in phased deployments in the corridor. This 
study will identify appropriate performance measures for gauging the 
conditions of corridor traffic operations and crash safety. By comparing 
these performance measures before and after the deployment of 
various countermeasure strategies, one could evaluate the 
effectiveness and benefits of different strategies, or the combination of 
them. The primary focuses here are on traffic operational condition 
and crash safety condition before and after the implementation of the 
strategies in Phases 1 and 2 of the I-24 Smart Corridor]]></description>
      <pubDate>Fri, 12 Aug 2022 15:16:40 GMT</pubDate>
      <guid>https://rip.trb.org/View/2006611</guid>
    </item>
    <item>
      <title>Wrong-Way Driving Entry Points on interstate highways Using land-use Impact Assessment and 911 calls</title>
      <link>https://rip.trb.org/View/1948950</link>
      <description><![CDATA[The intense severity of wrong-way driving (WWD) accidents is alarming for traffic management agencies and incentivizing the need for economical, convenient, and efficient management to ensure safety of motorists. Most of the WWD crashes are the result of intoxicated driving, where the driver out of consciousness takes the wrong entrance to highway and put other motorists into a life-threating danger. This study aims to identify WWD entry points of urban highway ramps and develop an analysis methodology. The methodology examines the origin and driving behavior of impaired drivers by utilizing a land-use impact assessment (alcohol-serving establishments (ASE) proximity to exit ramps) and 911 call and crash database. These entry points will help traffic control agencies to apply cost-effective countermeasures for detecting WWD in real time. Even though there are established WWD countermeasures exist in Bexar County highway such as- WWD sign, those countermeasures are not sufficient to solve the problem of WWD. The outcome of this research is to assist DOTs to reduce the number of WWD incidents in state highways. It will help the authorities to geolocate the potential hotspots of WWD in a specific region in which they can implement the warning WWD sensor countermeasure and alarm the motorists in their opposite way and call for law enforcement to intervene. Also, it will provide effective countermeasures that can be implemented region-wide and state-wide particularly at hot-spots zones with frequent incidents of WWD events.]]></description>
      <pubDate>Mon, 09 May 2022 06:12:26 GMT</pubDate>
      <guid>https://rip.trb.org/View/1948950</guid>
    </item>
    <item>
      <title>SPR-4600: Impacts to Traffic Behavior from Queue Warning Truck – Current Pilot 
Project</title>
      <link>https://rip.trb.org/View/1849175</link>
      <description><![CDATA[Indiana Department of Transportation (INDOT) is implementing a pilot project using traffic queue warning (TQW) trucks for advanced warning of traffic queues on selected interstate projects The objective of this proposal is to develop guidelines for placement considerations adjacent to exits, procedures for monitoring impact of diverting traffic, and assessment protocols for monitoring the effectiveness of TQW on the Interstate.]]></description>
      <pubDate>Mon, 26 Apr 2021 20:22:49 GMT</pubDate>
      <guid>https://rip.trb.org/View/1849175</guid>
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