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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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    <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>RES2023-29: Connect and Automated Vehicle (CA) Readiness Plan</title>
      <link>https://rip.trb.org/View/2537312</link>
      <description><![CDATA[The Tennessee Department of Transportation (TDOT) desires an action plan for the implementation, operation, and maintenance of Connect and Automated Vehicles (CAV) technologies and use cases at traffic signals throughout Tennessee. The CAV Readiness Plan will impact how municipalities in Tennessee implement, operate, and maintain traffic signals. This research will build on previous efforts with a focus on research that can lead to actionable items.

TDOT has deployed 132 DSCR units along SR 1 and another 30 units along I-24 within the Smart Corridor limits. TDOT vision is to develop an action plan describing the implementation, operation, and maintenance of CAV technologies and use cases at traffic signals throughout the state. 

The CAV Action Plan should also account for evaluating switching from DSRC to C-V2X and other anticipated industry changes as that will impact how municipalities implement, operate, and maintain their traffic signals. This project will build on previous I-24 Smart Corridor studies and condition assessments with a focus on research that can lead to actionable items.]]></description>
      <pubDate>Mon, 14 Apr 2025 15:52:51 GMT</pubDate>
      <guid>https://rip.trb.org/View/2537312</guid>
    </item>
    <item>
      <title>RES2023-05: Design and Application of Stormwater Conveyance from Bridge Decks</title>
      <link>https://rip.trb.org/View/2487456</link>
      <description><![CDATA[The Tennessee Department of Transportation (TDOT) recently changed its standard for bridge deck drainage, as the previous approach (catch basins) was suspected of contributing to the "bump at the end of the bridge" issue (Camp et al., 2021), because of inadequate drainage or loss of material by erosion (Briaud et al., 1997). The new standard consists of a side-inlet located next to the roadway at the end of the bridge, connecting to a riprap-lined flume or chute that runs down the embankment; it acts as a lateral weir or spillway and is quite similar to a curb-opening inlet but opened at the top. The hydraulic performance (capture efficiency, bypassed flows, water spreads and depths on the pavement, flow depths and velocities in the flume, potential for embankment erosion, etc.) of this new drainage standard under a range of bridge conditions (longitudinal slope, cross-slope,number of lanes or width, etc.) and rainfall intensities is not fully known yet; as a result, there are no specific calculation approaches or engineering recommendations for the placement of the flume and configuration of its inlet. A preliminary literature search found a vast body of research on over-topped riprap design (e.g., Abt et al., 2013; Najazfadeh & Oliveto, 2020), which is directly applicable to ensuring stable conditions in the flume. Thus, the research team propose that the main problem, in this case, has to do with quantifying how stormwater flowing over the bridge deck and approach slab interacts with the design and placement of the inlet and flume, for a range of bridge conditions, under design intensity. This would allow for developing a design method and proposing engineering recommendations for the placement and configuration of the drainage system to minimize water depths and spreads on the deck, thus decreasing traffic interruptions, risk of hydroplaning or skidding, as well as splash and spray, which can reduce visibility]]></description>
      <pubDate>Wed, 08 Jan 2025 14:40:36 GMT</pubDate>
      <guid>https://rip.trb.org/View/2487456</guid>
    </item>
    <item>
      <title>RES2023-27: Internal Project: Regional Rollout of the Super Air Meter (SAM) and Surface Resistivity (SR) for Performance Engineered Mixture Initiative</title>
      <link>https://rip.trb.org/View/2487448</link>
      <description><![CDATA[Performance Engineered Mixture (PEM) initiatives have been the primary focus of concrete research for some time. To date, PEM has targeted projects that further the use of concrete pavements, which does not have a direct impact on the Tennessee Department of Transportation's (TDOT) concrete program. TDOT has partnered with multiple Tennessee universities over the years to build knowledge on the emerging PEM testing requirements. Two projects concluded over the years that support similar acceptance program changes nationwide - Enhancing Freeze-Thaw Resistance of Tennessee Concrete Mixes through Improved Air Void Testing (RES2020-09)/12) conducted by the University of Tennessee - Knoxville (UTK) and Determining Concrete Chloride Permeability Rapidly and Effectively (RES2013-47)(3) conducted by Tennessee Technological University (TTU) understanding of the use of the SAM unit on TDOT mixtures. One of the challenges that this project faced included a limited dataset versus the initial proposed target. Focus from this project skewed attention to eastern Regions of Tennessee. To remedy this shortcoming, TDOT needs to focus its own efforts into data collection statewide. RES2013-41 researched hardened concrete permeability. Rapid Chloride Permeability (RCP) Testing (ASTM C1202)(5) is an accepted method for determining permeability susceptibility. However, it is costly and highly variable upon repeat attempts. During this study, the Surface Resistivity (SR) Test (AASHTO T 358)6 was determined to have similar results to the RCP test for a fraction of the cost. This test allows TDOT to quickly test the resistance as a means of determining permeability. More data is necessary to see where TDOT concrete mixtures stand statewide and whether the observed values compare to the recommended SR values in RES2013-41. Attention to facilitating the growth of Tennessee-specific data set and analyzing the dataset is a critical component in rolling these units out for acceptance testing purposes.]]></description>
      <pubDate>Wed, 08 Jan 2025 11:39:15 GMT</pubDate>
      <guid>https://rip.trb.org/View/2487448</guid>
    </item>
    <item>
      <title>RES2025-05: Case Studies on the Economic Benefits of TDOT's Rail Connectivity Grant Program</title>
      <link>https://rip.trb.org/View/2437330</link>
      <description><![CDATA[As Tennessee's economy continues to expand, the Tennessee Department of Transportation (TDOT) has increasingly recognized the importance of an efficient transportation network in aiding industrial growth. Particularly, the improvement and extension of railroads have garnered attention for their potential to increase job opportunities and attract capital investment while also offering a cost-efficient alternative to roadway transportation. Freight transportation accessibility is critical to enhancing rural area development and providing service to smaller communities, which are often composed of socioeconomically disadvantaged populations. In addition, intermodal solutions reduce fossil fuel consumption and carbon emissions. In 2018, TDOT made strategic investments of approximately $10 million in this sector through the Rail Connectivity Grant Program with three pivotal objectives: to increase job creation and capital investment by facilitating industries that necessitate rail access; to enhance the marketability of available industrial sites through improved rail connections; and to reduce highway and bridge maintenance costs by shifting the bulk of heavy freight transport from the road to rail networks. To date, funding has been allocated for four projects, with three of them having reached completion. Despite these efforts, there remains a lack of comprehensive analytics to calculate the benefits and relative returns on investment outcomes for these projects, and to provide a recommendation of a best investment plan that could be implemented by TDOT. This proposed project will develop a framework to analyze the economic benefits and relative returns on investment outcomes for the rail connectivity projects and conduct an analysis of such projects funded by TDOT. The assessment ensures that TDOT’s investments are validated, thereby informing future investment decisions and optimizing the program's contribution to Tennessee's overall growth agenda.]]></description>
      <pubDate>Mon, 30 Sep 2024 16:07:16 GMT</pubDate>
      <guid>https://rip.trb.org/View/2437330</guid>
    </item>
    <item>
      <title>RES2025-01: Customer Satisfaction Data</title>
      <link>https://rip.trb.org/View/2437172</link>
      <description><![CDATA[Tennessee Department of Transportation (TDOT) diligently measures the performance and success of the agency’s 
various programs and projects using tangible and quantifiable data
including crash data, traffic counts, travel time reliability, incident
response time, vehicle miles traveled, and a host of other mobility,
accessibility, and even environmental measures. TDOT also recognizes
that opinions and perceptions of travelers, residents, and businesses
are an important component of successful transportation projects.]]></description>
      <pubDate>Mon, 30 Sep 2024 13:23:37 GMT</pubDate>
      <guid>https://rip.trb.org/View/2437172</guid>
    </item>
    <item>
      <title>RES2021-06: A Framework for Quantitative Assessment of the Environmental, Social and Economic Benefits of TDOT Infrastructure Projects</title>
      <link>https://rip.trb.org/View/2338577</link>
      <description><![CDATA[Traditional infrastructure planning and design has mostly focused on the economic impacts of a project, while under prioritizing the environmental and social impacts. As state departments of transportation begin to integrate Green Infrastructure (GI) and Low Impact Development strategies into transportation infrastructure—to meet sustainability goals, promote economic growth, and enhance public safety and social objectives—there is a need for a standardized framework that quantifies and considers economic, environmental, and social impacts while also taking public opinion and the hierarchy of importance for these benefits into consideration. This study aims to develop a systematic quantification framework that does just that, with the use of spatially specific and temporally dynamic metrics, objective weights, practical quantification methods, and calculations to value tangential benefits. This framework is meant to be used by practitioners to assess the applicability and quantified benefits of GI practices to be used in transportation projects. To do this, the Analytical Hierarchy Process and Monte Carlo Simulation methods, along with results from two surveys, are employed to build the toolbox, complete with a searchable database of applicable GI measures that can be used for specific field conditions of a project. Additionally, a step-by-step user guide has been developed to facilitate practitioner’s use of the toolbox, and a case study was conducted to demonstrate the toolbox‘ capabilities and benefits.
]]></description>
      <pubDate>Fri, 09 Feb 2024 14:19:46 GMT</pubDate>
      <guid>https://rip.trb.org/View/2338577</guid>
    </item>
    <item>
      <title>RES2019-11: UTK WAZE Data Reporting</title>
      <link>https://rip.trb.org/View/2250282</link>
      <description><![CDATA[The goal of the study is to take a thorough look at archived WAZE data for insights and strategies that could enhance Tennessee Department of Transportation's (TDOT’s) existing traffic incident management program.  To do so, an automated mechanism that could compile and port the WAZE data into TDOT’s SWIFT system is essential.  To that end, several objectives were identified: (Objective 1) Thorough Study of WAZE Data – An extensive study of various WAZE data, primarily the incident reports and link-based travel time data, will be performed to assess their correctness, coverage, and reliability in comparison with TDOT’s existing Locate/IM, SWIFT, RDS, and NPMRDS 2.0 data.  Spatiotemporal incident characteristics and traffic behaviors under major incident, special event, and inclement weather conditions will be examined. (Objective 2) Use Scenario Evaluation and Development – Various scenarios for putting WAZE to aid TDOT’s traffic incident management program will be developed and evaluated.  These include better real-time incident monitoring and active traffic management with HELP and PTQ truck dispatch, DMS, as well as selective and targeted routing in collaboration with WAZE.  Other use scenarios in selected cities with smart apps will also be considered. (Objective 3) WAZE-SWIFT Feed Automation – A major goal of this study is to feed WAZE site data into TDOT’s SWIFT system in an automated fashion.  A batch upload capability of archived WAZE data would be a desirable early accomplishment.  Real-time data linkage with WAZE with automated data import would potentially enhance or even enable many efficient traffic incident management functionalities.
]]></description>
      <pubDate>Mon, 18 Sep 2023 11:07:16 GMT</pubDate>
      <guid>https://rip.trb.org/View/2250282</guid>
    </item>
    <item>
      <title>RES2024-08: Evaluation and Development of Cost Prediction Models for Resurfacing Projects to Improve M &amp; R Analysis and Project Development</title>
      <link>https://rip.trb.org/View/2233700</link>
      <description><![CDATA[Tennessee Department of Transportation (TDOT) needs a methodology and tool to accurately predict costs of resurfacing projects during the project development and M&R analysis that will aid TDOT engineers in selecting the best pavement resurfacing treatment type, prioritizing resurfacing project, and developing project bundling strategy that can increase the competition and decrease the project costs. The research will identify the best practices of predicting quick and accurate resurfacing projects costs, strategy for prioritizing projects, and bundle projects to secure more competitive bids. It will consist of an extensive review of existing literature on the topic. A TDOT-specific automation tool will be developed to predict resurfacing project costs to improve M&R analysis and project development. The tool will utilize historical data and machine learning models. Recommendation to integrate the new estimating tool into existing workflow and business practices will be provided. The findings of the study will be shared with TDOT as well as other interested state DOTs.]]></description>
      <pubDate>Fri, 25 Aug 2023 15:26:17 GMT</pubDate>
      <guid>https://rip.trb.org/View/2233700</guid>
    </item>
    <item>
      <title>RES2024-07: Benchmarking Study of TDOT D Mixtures for Balanced Mixed Design</title>
      <link>https://rip.trb.org/View/2233699</link>
      <description><![CDATA[Like many owner agencies, the Tennessee Department of Transportation (TDOT) is interested in ways to facilitate the increased durability of asphalt mixes to make its roadway network more sustainable, longer lasting, and more economical. The balanced mix design (BMD) method proposes to address this by incorporating performance criteria into mix design and acceptance. TDOT has committed to implementing the BMD method to improve asphalt mix performance. This process will require replacing the prescriptive specifications currently in place. TDOT has two proposed tests that could be used theoretically to stand in for the national tests while utilizing Marshall samples. Implementing a new procedure for asphalt mix design is a critical step for the quality of Tennessee asphalt mixtures and requires high-quality data. ]]></description>
      <pubDate>Fri, 25 Aug 2023 14:57:23 GMT</pubDate>
      <guid>https://rip.trb.org/View/2233699</guid>
    </item>
    <item>
      <title>RES2023-13: Chemical Stabilization of Pavement Subgrade
</title>
      <link>https://rip.trb.org/View/2006282</link>
      <description><![CDATA[Roadway alignments are typically dictated by constraints other than 
the existing conditions. For reason, the design of the roadbed and 
pavement section must accommodate the conditions at each site even 
when poor, low strength soils are present in the subgrade. 
Tennessee Department of Transportation's (TDOT’s) current practice in these situations has been to either remove low 
quality materials or design a thicker pavement section, both at 
substantial cost to the state and its residents. Chemical stabilization is 
often a cost-effective alternative to either of these approaches and 
should be considered on more TDOT projects. TDOT’s usage and 
experience with stabilization has declined with time. In order to reverse 
this trend, TDOT needs to gain knowledge and experience with all 
aspects of the chemical stabilization process from exploratory and
laboratory testing through design to construction.]]></description>
      <pubDate>Fri, 12 Aug 2022 14:06:55 GMT</pubDate>
      <guid>https://rip.trb.org/View/2006282</guid>
    </item>
    <item>
      <title>RES2023-01: Identifying Critical Knowledge Gaps and Assessing
Organizational Readiness for Improved Knowledge
Management</title>
      <link>https://rip.trb.org/View/2005237</link>
      <description><![CDATA[With over 40% of Tennessee Department of Transportation's (TDOT’s) workforce having less than five years’ experience with the agency, nearly 20% eligible for retirement, and
significant private sector competition for mid-career expertise, it is
essential that a robust knowledge management (KM) strategy be
developed that ensures success in achieving TDOT’s mission now and
in the future. The proposed research will provide TDOT with an
understanding of its knowledge assets, current KM practices, and
organizational culture with respect to KM. The ultimate goal is to
enable TDOT to develop a robust and sustainable process for the
efficient transfer of knowledge that improves worker retention,
technical capacity, KM culture, and continued innovation resulting in
successful fulfillment of its mission. ]]></description>
      <pubDate>Wed, 10 Aug 2022 08:57:44 GMT</pubDate>
      <guid>https://rip.trb.org/View/2005237</guid>
    </item>
    <item>
      <title>SPR2013-15 Integration of Resilience into TDOT Agency Practices: Phase III</title>
      <link>https://rip.trb.org/View/1901042</link>
      <description><![CDATA[Tennessee Department of Transportation (TDOT) is in the process of completing an extreme weather vulnerability assessment that includes 
consideration of all major transportation infrastructure located within the state. This study has enabled 
the agency to gain considerable knowledge regarding the resilience of the state's overall transportation 
system to current and anticipated extreme weather events. Having recognized the effect of extreme 
weather on transportation resilience within the state, an important next step is for TDOT to 
institutionalize this knowledge and experience by facilitating the integration of resilience into agency 
decision-making processes and operating procedures.
]]></description>
      <pubDate>Wed, 29 Dec 2021 19:58:49 GMT</pubDate>
      <guid>https://rip.trb.org/View/1901042</guid>
    </item>
    <item>
      <title>RES2016-23: GIS Legacy Database (Phase III)</title>
      <link>https://rip.trb.org/View/1901041</link>
      <description><![CDATA[TDOT has embarked on an initiative to develop data analytics and visualization capabilities using the Microsoft 
Power BI platform to serve the agency’s needs. Critical to the success of this initiative is the ability to identify, 
develop and serve a range of applications across TDOT’s various divisions, covering a variety of operating modes 
within the state. However, to date only a few Power BI applications have been developed by agency staff, largely 
due to the lack of opportunity to design, develop and implement Power BI in ways that leverage information that 
TDOT obtains and manages. As a result, there are missed opportunities associated with performing both basic 
and comprehensive data analytics that become possible once TDOT staff become more aware and proficient in the 
use of Power BI. 
The objective of this project was to create Power BI applications that enable more informed decision-making by 
TDOT in providing safe, secure, efficient and environmentally-friendly passenger and freight transport. This was 
accomplished by working in collaboration with TDOT staff to conceive, develop and implement Power BI
applications for various TDOT divisions. An added goal of this research was to help mainstream the use of Power 
BI across the organization by providing the necessary knowledge, skills and experience to TDOT staff in support 
of workforce development.
This report contains a description of the following Power BI applications that were developed as part of this project. 
The Tennessee Crash and Safety Analytics Tool (TCAST) can be used to facilitate comprehensive safety analyses 
for Tennessee roadways. The Tennessee Pavement Analytics Tool (TPAT) enables users to explore the impact of 
pavement projects on roadway safety for Tennessee roadways.]]></description>
      <pubDate>Wed, 29 Dec 2021 19:47:18 GMT</pubDate>
      <guid>https://rip.trb.org/View/1901041</guid>
    </item>
    <item>
      <title>RES2019-20: Collaborative Forum to Boost Research-Based Solutions to Transformational Technology and Innovation</title>
      <link>https://rip.trb.org/View/1851961</link>
      <description><![CDATA[The overall objective of this project is to assist and guide 
Tennessee Department of Transportation's (TDOT’s) Research Office in identifying and 
evaluating potential opportunities for emerging technologies and innovative solutions for transportation 
in Tennessee. The research involved with this project will culminate in an Innovation to Implementation 
Forum for TDOT employees and researchers from across the state.]]></description>
      <pubDate>Tue, 11 May 2021 17:18:59 GMT</pubDate>
      <guid>https://rip.trb.org/View/1851961</guid>
    </item>
    <item>
      <title>RES2019-10: Quantify Freeway Safety Service Patrol and Protect the Queue Impact 
on Transportation Network Reliability</title>
      <link>https://rip.trb.org/View/1851955</link>
      <description><![CDATA[The primary goal of this study is to better understand and quantify the benefits of 
Tennessee Department of Transportation's (TDOT’s) traffic incident management programs, e.g., HELP and PTQ.  The challenge of such an undertaking is in the accurate and fair estimation of the adverse effects of “bad things” that did not happen or were responded to promptly and removed effectively because of HELP and PTQ.  Examples of such include secondary crashes avoided, fatalities and injuries prevented, major delay significantly reduced, and emission/fuel consumption minimized.  To that end, five phased objectives are identified: (Objective 1) Attain Better Understanding of Incidents/Service Calls and Level of Service.  TDOT has good incident data in its Locate/IM and SWIFT.  TDOT currently reports the aggregated incident statistics by region on quarterly basis.  With the access to WAZE and its crowdsourced incident information and travel time variations, an in-depth spatiotemporal study with much higher granularity would provide new insights in terms of geographical incident distributions, more accurate incident and response times, temporal and spatial clustering of service calls types and incidents, isochronal service information for each region, level of service and response time at different locations, and so on. (Objective 2) Comprehensive Benefits Estimation for HELP Program.  Previous studies performed by UTK focused primarily on delay reduction aspects of the HELP program, based on the findings of dozens of prior studies where near 90% of the benefits derive from delay reduction.  With new data from WAZE and new models on fuel/emission and secondary crashes, a more thorough benefits estimation for all TDOT regions will be conducted. (Objective 3) Comprehensive Benefits Estimation for PTQ Program.  TDOT’s Protect the Queue program is a proactive effort towards better safety and efficiency.  Only a handful of DOTs have implemented some flavors of such initiative and reported different levels of reduction in crashes or near-crashes.  The reduction in delay is relatively low, if any, in comparison to the benefits of reduction of secondary crashes.  A thorough analysis and estimation for Tennessee’s unique circumstance would be a major outcome of this project. (Objective 4) Potential Benefit/Cost Estimation for Rural HELP Deployment/Expansion.  The efficient response and service of HELP program is primarily deployed in the State’s four major metropolitan areas, where in 2017 lane blockage incidents were promptly cleared in less than 30 minutes some 85% of the time and less than 2% of time it took more than 90 minutes to clear.  The promptness was less pronounced during the same year for the fringe/rural areas of these metropolitans where less than half of the time incidents were cleared in 30 minutes and more than 20% of the time it took more than 90 minutes [TDOT TMC/HELP Annual Report 2017].  Using the WAZE reports, which covers the entire State of Tennessee, one could identify rural areas where expansions and additional services could result in significant savings in lives and reduction in delay.  The benefits and costs for these potential expansions and rural deployment will be helpful for the investment decision-making. (Objective 5) Automation for Annual B/C Analysis.  It is logical to automate the preceding data-based analysis process and generate benefit/cost reports on yearly basis.  This automated tool should be able to interface with the incident database and generate statistics for reporting purposes.  Some flexibility for the user to modify and test different scenarios should be considered.

]]></description>
      <pubDate>Tue, 11 May 2021 16:09:56 GMT</pubDate>
      <guid>https://rip.trb.org/View/1851955</guid>
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