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    <title>Research in Progress (RIP)</title>
    <link>https://rip.trb.org/</link>
    <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>
    <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>Guidelines and Best Practices for Determining the Life Cycle Cost of Various Superstructure Types</title>
      <link>https://rip.trb.org/View/2731917</link>
      <description><![CDATA[The selection of superstructure type during the study phase of a design project is currently made based on the estimated
construction cost and a subjective and inexact assessment of the life cycle cost of the structure. This method of selecting the
preferred alternative has led to the introduction of bias into the decision-making process and tends to lead to the selection of
concrete superstructures more often than steel superstructures. Rarely is this decision tied to objective data based on historic
maintenance records of similar superstructures and has never accounted for 
Michigan Department of Transportation's (MDOT’S) ability to extend the life of steel
superstructures by incorporating bolted and welded repairs, which are not possible on concrete superstructures. Disregarding
this information in the selection of a superstructure type increases the risk of not using the available bridge funding as
efficiently and effectively as possible.]]></description>
      <pubDate>Fri, 17 Jul 2026 10:05:08 GMT</pubDate>
      <guid>https://rip.trb.org/View/2731917</guid>
    </item>
    <item>
      <title>Effect of Using RAP on Gravel Roads</title>
      <link>https://rip.trb.org/View/2720399</link>
      <description><![CDATA[Recycled Asphalt Pavement (RAP) has been used in several construction applications, including blending of RAP with virgin aggregates in gravel roads. RAP is intended to reduce costs and offer environmental benefits through reduced consumption of natural aggregates, while adding cohesion, which can add strength and bind particles to reduce raveling and loss of aggregate. RAP can also reduce the permeability of the surface course by decreasing the void volume, which may have beneficial effects of reducing dust loss and creating a tighter particle packing that aids stability. However, the beneficial effects of RAP may decrease over time as the oils in the RAP dry out. Furthermore, RAP can make blading operations more difficult as the material adheres to the moldboard in hot weather or becomes hard and brittle in cold weather. The objective of this study is to help agencies better understand the potential advantages and disadvantages of using RAP in gravel roads by synthesizing the existing research, surveying local Minnesota agencies, performing field and laboratory tests on new and existing sections of gravel roads containing RAP, and conducting a life-cycle cost analysis (LCCA). ]]></description>
      <pubDate>Tue, 30 Jun 2026 15:25:11 GMT</pubDate>
      <guid>https://rip.trb.org/View/2720399</guid>
    </item>
    <item>
      <title>Improving Life-Cycle Cost Analysis (LCCA) of Pavements with Geosynthetics Used as Separators with Real Life-Cycle Cost Data</title>
      <link>https://rip.trb.org/View/2712204</link>
      <description><![CDATA[Life-Cycle Cost Analysis (LCCA) is widely used to compare pavement design alternatives and evaluate long-term economic efficiency. Geosynthetics have been widely used in flexible pavements as separator layers between the base, subbase, and subgrade to improve long-term pavement performance and extend service life. LCCA is routinely used as an important asset management tool for evaluating agency and user costs over the life of a pavement. However, the accuracy of current LCCA approaches for pavements with geosynthetic separators remains uncertain because pavement performance prediction models are often based on limited laboratory testing or short-term field monitoring data. Variations in model assumptions, design inputs, maintenance activities, and user cost estimates can significantly affect LCCA results and may obscure the benefits of geosynthetics.

Since many pavements constructed during the early implementation of LCCA have now experienced major rehabilitation activities or reached a substantial portion of their service life, state departments of transportation (DOTs) have accumulated significant field performance, maintenance, and cost data. These data provide an opportunity to compare actual life-cycle costs with the original LCCA predictions and to improve future analyses.

The objective of this research is to (a) use real life-cycle cost data from flexible pavements with geosynthetics used as a separator between the base/subbase and subgrade to validate the LCCA performed at the project design phase, (b) quantify the differences between LCCA results and real life-cycle costs and identify the factors that contribute to any discrepancies, and (c) make recommendations for future LCCA models for other geosynthetic functions. ]]></description>
      <pubDate>Wed, 10 Jun 2026 11:16:58 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712204</guid>
    </item>
    <item>
      <title>Research for the AASHTO Standing Committee on Planning. Task 62. Best Practice Methodology for Calculating Return on Investment (ROI) for Transportation Programs and Projects</title>
      <link>https://rip.trb.org/View/2706283</link>
      <description><![CDATA[Transportation agencies are increasingly considering “return-on-investment” (ROI) when evaluating projects for inclusion in plans and programs.   Projects are commonly evaluated on the basis of costs and benefits.  Costs usually include project development and construction, but not full life-cycle costs.  Benefits typically include safety (reductions in fatalities, injuries and property loss accidents), delay savings and possibly direct economic impacts (effects of labor and material expenditures multiplied appropriately through the local and state economy).  To better consider the public’s return on the investment of it’s transportation funds, “costs” should also reflect life-cycle costs.   “Benefits” should include the economic value of increased capacity and travel time reliability, and economic development/growth stimuli.  The current trend of trying to leverage private capital investments through public-private–partnerships (PPPs) further complicates the evaluation of ROI. The objectives of this project are to: identify the most appropriate criteria for quantifying public transportation project ROIs that will allow comparisons between modal, operational and capacity increasing projects; identify evolving methods for considering the respective returns on public and private investments resulting from public-private partnerships; evaluate currently available methodologies that best address the estimation of ROI and: identify information and methodological gaps that suggest further research opportunities.

 ]]></description>
      <pubDate>Wed, 27 May 2026 15:04:03 GMT</pubDate>
      <guid>https://rip.trb.org/View/2706283</guid>
    </item>
    <item>
      <title>Quantifying Impact of Soil Strength Degradation on Long-term Slope Stability</title>
      <link>https://rip.trb.org/View/2703925</link>
      <description><![CDATA[Soil slopes are integral to embankments, levees, bridge abutments, and natural terrain, and form a vital component of transportation infrastructure, highways, railways, and waterways. Soil strength degrades gradually with time due to unfavorable environmental conditions (e.g., water saturation, wet-dry cycles, freeze-thaw cycles, erosion, and chemical/biological degradation). Soil strength degradation increases chances of slope failures, which will pose significant safety risks to both human and transportation infrastructure. The primary objective of this project is to produce actionable procedures that facilitate the assessment of soil strength degradation tailored to unfavorable environmental conditions, quantify the impact of soil strength degradation on long-term slope stability, and provide informed decision-making procedures for slope safety and economics. The methodology involves a comprehensive review of literature and findings from related projects including the ongoing 
Mid-America Transportation Center (MATC) project at University of Nebraska-Lincoln (UNL). This project will evaluate the soil strength degradation models for different fill materials and their interactions with reinforcement and chemical binders under unfavorable environmental conditions considering the key influence factors. Utilizing numerical software, this project will assess the performance of soil slopes with different fill materials and mitigation methods changing with time by considering soil strength degradation under unfavorable environmental conditions. This project will also perform Life Cycle Cost Analysis to assess all costs incurred during the life of a project, such as initial design, construction, maintenance, repair, and re-construction with different fill materials and construction/mitigation methods.
]]></description>
      <pubDate>Tue, 19 May 2026 13:42:12 GMT</pubDate>
      <guid>https://rip.trb.org/View/2703925</guid>
    </item>
    <item>
      <title>Mixed metal oxide-coated titanium alloy reinforcement for ultra-durable coastal transportation infrastructure -&gt; bridging toward infinity (OSU)</title>
      <link>https://rip.trb.org/View/2663234</link>
      <description><![CDATA[The proposed research will develop and validate a novel class of mixed metal oxide (MMO)–coated titanium alloy structural bars (TiABs) for coastal transportation applications. The bars combine high mechanical performance with integrated corrosion resistance to deliver next-generation, ultra-durable infrastructure. Conventional reinforcing steel is prone to chloride-induced corrosion that requires ongoing maintenance and remediation costs leading to shortened service life and more frequent replacement. This proposal seeks to protect conventional steel bars by integrating them with MMO-coated TiABs. TiABs naturally form a stable passive oxide film that provide exceptional corrosion resistance. By adding MMO coatings to them, including RuO₂ or IrO₂ formulations that are widely used in cathodic protection systems, the TiAB coated bars are expected to have high conductivity, low consumption rates, and remain structurally stabile over decades. Combining and leveraging the MMO and TiAB properties, the proposed approach will provide load-bearing elements and long-life corrosion-resistant members and can function as active, dimensionally stable anodes within an impressed-current cathodic protection scheme to protect a bridge from corrosion damage.
The research will (1) design and fabricate titanium alloy bars with MMO coatings with endurable integrity; (2) characterize the mechanical, fatigue, and electrochemical performance under simulated bridge service environments (chloride exposure, wet/dry cycling, combined mechanical stresses); (3) test large-scale structural elements (column specimens) incorporating the coated bars, to evaluate structural performance and durability; and (4) develop design guidelines, life-cycle cost models, and construction details tailored to field implementation. Success in this project would produce a structural reinforcement technology capable of dramatically extending bridge service life, reducing maintenance costs, and improving resilience for the especially harsh marine environments. Through testing, modeling, and design, this work aims to establish a viable path for adoption of titanium + MMO systems in next-generation infrastructure to provide exceptionally long-lived bridges.
]]></description>
      <pubDate>Sat, 31 Jan 2026 12:19:03 GMT</pubDate>
      <guid>https://rip.trb.org/View/2663234</guid>
    </item>
    <item>
      <title>Data-Driven Resilience Planning for Transportation Infrastructure: Pilot Study in Texas</title>
      <link>https://rip.trb.org/View/2646954</link>
      <description><![CDATA[This one-year pilot proposes marrying three rich but rarely combined data streams—high-resolution weather data (freeze/thaw, temperature, rainfall, snow/ice, etc.) supplied by the Southern Regional Climate Center (SRCC), Connected-Vehicle Data (movements, windshield wiper events, delay, etc.) that capture real-time operating conditions, and Texas Department of Transportation's (TxDOT’s) own asset and condition inventories (e.g.  pavement condition data) into a cohesive, decision-ready framework. The research team will begin by geolinking these datasets and mining them for hazard frequency, traffic exposure, and structural vulnerability signals. Machine-learning and stochastic life-cycle cost models will then translate those signals into corridor-level risk profiles and economic damage curves under three strategies: do-nothing, reactive repair, and proactive hardening.  

Over the course of twelve months, the research team will iterate through four tightly coupled phases: (1) data assembly and quality control; (2) vulnerability assessment that fuses hazard intensity with deterioration and delay models; (3) scenario-based economic analysis to identify the most cost-effective resilience options; and finally, (4) delivery of an interactive web geographic information system (GIS)-based platform that maps risks, ranks projects, and lets engineers explore “what-if” funding scenarios. The researchers will ensure that methods align with agency workflows and that results are immediately actionable.  

Tangible pilot products—open-source modeling code, corridor-level risk maps, and a web-based GIS platform with an implementation guide and training workshop—will give Texas a clear blueprint for maximizing every resilience dollar. These outputs will enable TxDOT to pursue proactive adaptation and pave the way for multi-state deployment in the future. Expected benefits include lower lifecycle costs, fewer weather-related disruptions, and safer travel for Texans. Equally important, the modular design allows the Southern Plains Transportation Center to extend the framework to other Region 6 states in a potential follow-on effort, furthering USDOT goals for safety and infrastructure durability. ]]></description>
      <pubDate>Mon, 05 Jan 2026 23:27:44 GMT</pubDate>
      <guid>https://rip.trb.org/View/2646954</guid>
    </item>
    <item>
      <title>IL-Pave: Development of an Integrated Tool to Optimize Pavement Energy and Cost</title>
      <link>https://rip.trb.org/View/2589089</link>
      <description><![CDATA[Illinois ranks third in total lane miles as well as freight activity, according to the Federal Highway Administration, making it critical to build and maintain its roadways effectively and sustainably. One solution is to account for energy use and expenses throughout the entire life cycle of pavement, from selecting materials to end of life, using life cycle assessment and life cycle cost analysis, respectively. Researchers will develop a tool for Illinois Department of Transportation (IDOT) that will allow users to see energy and economic impacts for pavement projects in Illinois and to compare different pavement options side by side. Successful implementation of the tool will allow IDOT to choose pavement designs and maintenance options that balance performance with costs and energy impact.]]></description>
      <pubDate>Thu, 28 Aug 2025 09:48:01 GMT</pubDate>
      <guid>https://rip.trb.org/View/2589089</guid>
    </item>
    <item>
      <title>Advancing High RAP Asphalt Mixtures toward Pavement Sustainability and Net Zero Carbon Emissions</title>
      <link>https://rip.trb.org/View/2582988</link>
      <description><![CDATA[This project will advance the responsive use of high reclaimed asphalt pavement (RAP) asphalt mixtures in New Mexico, providing the New Mexico Department of Transportation (NMDOT) with significant cost savings and improved transportation systems for the traveling public. Increasing the RAP content in asphalt mixtures from 20% to 40% while improving pavement performance could reduce the material cost by $10 per ton and reduce carbon emissions by 8%. These economic and environmental benefits would be substantial to NMDOT and the people of New Mexico, considering that over 3.5 million tons of asphalt mixtures are produced annually across the state. This research will also position NMDOT at the forefront in advancing pavement longevity and sustainability while allowing NMDOT to participate in the national efforts ot the U.S. Department of Transportation (USDOT) nand collaborate with other state departments of transportation (DOTs) interested in using high RAP asphalt mixtures.

OBJECTIVE: The overall objective of this research is to advance high RAP asphalt mixtures toward pavement sustainability and net zero carbon emissions in New Mexico. Specifically, the research seeks to: Develop mix design strategies to improve the long-term pavement performance and life span of high RAP asphalt mixtures; Determine the multi-cycle recyclability of high RAP asphalt mixtures; Quantify the economic and environmental benefits of high RAP asphalt mixtures through life cycle cost analysis (LCCA) and life cycle analysis (LCA).]]></description>
      <pubDate>Tue, 05 Aug 2025 16:02:11 GMT</pubDate>
      <guid>https://rip.trb.org/View/2582988</guid>
    </item>
    <item>
      <title>Quantifying and Benchmarking the Economy and Durability of North Carolina Pavement Infrastructure</title>
      <link>https://rip.trb.org/View/2563767</link>
      <description><![CDATA[North Carolina Department of Transportation (NCDOT) is committed to constructing and maintaining an economical, durable transportation system that provides the desired service over the lifecycle at an efficient cost.  Additionally, NCDOT has committed to improving its resilience.  Much investment has been made by NCDOT and other agencies to support identification of strategies to improve the economy and durability of new construction and repair, rehabilitation, and reconstruction projects and to increase its resilience through hardening strategies.  Need still exists, however, to develop guidance and tools to support decision-making and to justify investment in technologies and approaches that improve economy, durability, and resilience while also lowering the impact of infrastructure on the state’s natural resources. This project will use Federal Highway Administration (FHWA)-accepted approaches to quantify benefits/impacts and benchmark the current level of durability and economy of typical NCDOT projects and options that could provide improved durability and/or resilience, providing insight into the areas where the improvements could be readily achieved and where investment can be made to support mid-range and longer-term improvements. 
Life cycle cost analysis (LCCA) and Life Cycle Assessment (LCA) will be performed in accordance with FHWA-supported approaches for “typical” design and construction approaches and for approaches using technologies to improve resilience and lower the impacts of several types of asphalt and concrete pavement sections.  Analysis will include alternatives used for aggregate, stabilized soil and bases, asphalt surface layers, concrete surface layers, and both asphalt and concrete overlays. Effort will be made to quantify cost benefits and other impacts to assist NCDOT in (1) identifying potential projects for pilot programs, (2) justifying approaches and investment in emerging technologies, (3) justifying investment in pavement hardening strategies to improve resilience, and (4) soliciting funding for improvements to vulnerable infrastructure and areas that are in need of reconstruction or repair due to adverse events. 
Pilot projects will offer the opportunity to evaluate emerging products or design approaches, longer-life or lower-impact materials, and potentially resilience hardening strategies.  As part of this study, the research team will prepare tools, training, and technology transfer products for projects using pilot project funds, and will engage a range of stakeholders (NCDOT, industry, consulting partners, material suppliers) in the use of technologies proven by NCDOT-supported research (and other research as appropriate) to improve economy, durability, and/or resilience. Targeted technologies will be incorporated into projects as either design or construction approaches for projects currently in the development or design stage, project special provisions for projects already let/bid, or both. 
The end products of this work will include data that benchmarks where NCDOT infrastructure as currently designed, constructed, and maintained currently stands in terms of economy, durability, and resilience, and an improved understanding of what strategies can be readily integrated into practice.  Opportunities for improvements will be identified for asphalt and concrete pavement systems, along with cost analysis to support application for funding for proactive improvements and recovery.  Objectives and activities to support mid-range and longer-range advancements will support future research and implementation activities.  Products will include guidance to support NCDOT’s use of pilot project funds for asphalt and concrete pavement projects, as well as guidance to support stakeholders in these projects.  For pilot projects providing sufficient data, a report will be prepared that quantifies the economic, social, and environmental benefits of the project, as compared to typical approaches.  For other pilot projects not achieving sufficient data to support LCCA and/or LCA, the effort invested into the project will be documented, along with means to best document the remainder of the project to support later analysis.  Stakeholders involved in the pilot projects will gain valuable experience in deploying these technologies and approaches, and data obtained from pilot project efforts can be leveraged to support future initiatives.   Best practices and lessons learned can be transferred to policy, specifications, or practice as appropriate.
]]></description>
      <pubDate>Fri, 13 Jun 2025 12:24:08 GMT</pubDate>
      <guid>https://rip.trb.org/View/2563767</guid>
    </item>
    <item>
      <title>Superstructure Lifecycle Cost Determination: Best
Practices and Guidelines</title>
      <link>https://rip.trb.org/View/2562330</link>
      <description><![CDATA[The selection of superstructure type during the study phase of a design project is currently made based on the estimated
construction cost and a subjective and inexact assessment of the life cycle cost of the structure. This method of selecting the
preferred alternative has led to the introduction of bias into the decision-making process and tends to lead to the selection of
concrete superstructures more often than steel superstructures. Rarely is this decision tied to objective data based on historic
maintenance records of similar superstructures and has never accounted for 
Michigan Department of Transportation's (MDOT’s) ability to extend the life of steel
superstructures by incorporating bolted and welded repairs, which are not possible on concrete superstructures. Disregarding
this information in the selection of a superstructure type increases the risk of not using the available bridge funding as
efficiently and effectively as possible.]]></description>
      <pubDate>Mon, 09 Jun 2025 13:48:53 GMT</pubDate>
      <guid>https://rip.trb.org/View/2562330</guid>
    </item>
    <item>
      <title>Lifecycle Economic and Energy Efficiency Benefits of Managed Lane Corridors in Metro Atlanta</title>
      <link>https://rip.trb.org/View/2508942</link>
      <description><![CDATA[This project will compare the lifecycle economic cost and energy use of the Northwest Corridor Express Lane facility to the alternative of expanding general-purpose lane capacity along the I-75/I-575 corridors. Lifecycle energy will include energy embedded in materials, construction, on-road vehicle operations, and ongoing maintenance.]]></description>
      <pubDate>Tue, 11 Feb 2025 16:13:39 GMT</pubDate>
      <guid>https://rip.trb.org/View/2508942</guid>
    </item>
    <item>
      <title>Long-Term Maintenance Needs and Costs of Green-Colored Pavement Markings and Flexible Post Delineators</title>
      <link>https://rip.trb.org/View/2485225</link>
      <description><![CDATA[In recent years, Virginia localities have expressed interest in installing two specific bicycle infrastructure elements: green-colored pavement markings on bicycle facilities and flexible post delineators (referred to as flexposts) along separated bike lanes to improve visibility and safety. However, the Virginia Department of Transportation (VDOT) lacks information on the long-term maintenance costs (for both green-colored pavement markings and flexposts) and does not have a policy on installing green-colored pavement markings due to the lack of formal provisions in the presently adopted 2009 Manual on Uniform Traffic Control Devices and 2011 Virginia Supplement. This study will assess the use of green-colored pavement markings and flexposts in Virginia to help localities and VDOT make informed decisions concerning which types of bicycle treatments they can reasonably maintain and to inform their maintenance budgets.  

This study will include a literature review of the existing research regarding both design and maintenance considerations and specifications for green-colored pavement markings and flexposts (in the context of bicycle and, less commonly, pedestrian infrastructure). A screening survey will be disseminated to VDOT Districts and Virginia localities that maintain their own roads to identify locations of either infrastructure element. A more in-depth interview of maintenance and operations personnel will be conducted to gather information regarding the materials used and their applications, along with maintenance costs, frequency, labor, and equipment. In addition, three to five case studies will provide specific examples of installation costs and maintenance frequency, costs, labor, and required equipment.

The information gathered will be utilized to develop a range of lifecycle costs, a table showing the estimated frequency of maintenance, and a table depicting the pros and cons for each of the studied bicycle and pedestrian treatments.
]]></description>
      <pubDate>Tue, 31 Dec 2024 11:09:54 GMT</pubDate>
      <guid>https://rip.trb.org/View/2485225</guid>
    </item>
    <item>
      <title>Quantifying the Life Cycle Cost Implications of Preservation Treatments</title>
      <link>https://rip.trb.org/View/2479849</link>
      <description><![CDATA[Pavement engineers and researchers are in agreement that considerable savings can be obtained by adopting a pavement preservation approach. Pavement preservation provides a means for maintaining and improving the functional condition of an existing pavement segment through application of a preventative and responsive set of treatments that slow deterioration or correct isolated defects and thus increase the length of time between major rehabilitation projects which will benefit roadway users and decrease costs related to project administration. These treatments are designed to prolong the service life of the surface or near-surface layer without adding significant structural capacity to the pavement structure. One challenge for preventive maintenance strategies is that it is time-sensitive. Premature or delayed maintenance activities result in unnecessarily high maintenance costs.

The effects of preservation treatments are measurable and should be reflected in the overall models of pavement performance. Figure 1 shows a typical performance curve that illustrates the effects of applying preventive maintenance treatments. While the effects of preservation are easy to illustrate, their implementation and measured benefits are not as easy to quantify for various reasons.

This research proposes a framework for quantifying the effects of preservation treatments on pavement service life and life-cycle costs with a guide document to facilitate implementation of the framework. The proposed framework will investigate the adequacy of the use of collected condition variables such as cracking and rutting of asphalt pavements and cracking and faulting of concrete pavements to quantify the lifecycle cost implications of preservation treatments between pavement management sections that received them and those that did not. In addition, incorporating these cost implications in asset management systems would provide a means for promoting the use of preservation treatments and optimizing the allocation of resources. The findings from this study will be of immediate interest to state pavement design and maintenance engineers and others involved in the different aspects of pavements.]]></description>
      <pubDate>Wed, 18 Dec 2024 15:51:55 GMT</pubDate>
      <guid>https://rip.trb.org/View/2479849</guid>
    </item>
    <item>
      <title>Passenger Station Platform Design Considerations and Innovations for Aesthetics and Durability</title>
      <link>https://rip.trb.org/View/2464332</link>
      <description><![CDATA[The transit industry utilizes a variety of designs for passenger station platforms, incorporating structural elements, surface treatments, paving materials, roofing, seating, and additional features. Some platforms include heating systems for snow and ice control. Many platforms have demonstrated poor durability, leading to costly and disruptive reconstructions that inconvenience transit users and surrounding communities. There is a critical need to develop robust, long-lasting platform designs that prioritize aesthetics and low maintenance while considering community impact, and pedestrian and vehicular safety. 

 OBJECTIVE: The objective of this research is to develop guidelines for the planning, design, construction, and maintenance of passenger platforms in metro, light rail, bus rapid transit, and commuter rail stations. These guidelines will focus on optimizing initial and life-cycle costs while enhancing aesthetics, durability, and ease of maintenance. Factors that should be considered, at a minimum, include the materials utilized, geography (location), environment (climate), and scale of the facility.

]]></description>
      <pubDate>Tue, 26 Nov 2024 05:39:59 GMT</pubDate>
      <guid>https://rip.trb.org/View/2464332</guid>
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