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    <title>Research in Progress (RIP)</title>
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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>
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    <item>
      <title>Spatial Modeling to support Supply Chain Policymaking across Metropolitan Areas in
Tennessee</title>
      <link>https://rip.trb.org/View/2684214</link>
      <description><![CDATA[Efficient supply chains are critical for economic growth of metropolitan areas. Despite the strong logistics and manufacturing sectors in Tennessee, a comprehensive understanding of supply chain dynamics across its key Metropolitan Statistical Areas (MSAs) remains limited. This research aims to bridge this gap by applying supply chain metrics and advanced modeling techniques to measure centrality, spread, and dispersion of economic activities. The project will systematically map the logistical landscape in key MSAs of Tennessee, providing a data-driven foundation for identifying economic clustering patterns. This research will serve as a decision-support framework to assist policymakers, transportation agencies, and industry stakeholders in designing supply chain strategies. This research will enhance freight efficiency and resiliency, reduce congestion, and improve economic competitiveness.

A deeper understanding of the spatial organization of economic activity is essential to support data-driven planning and policy development (Holguin-Veras et al., 2021). Effectively mapping the spatial dynamics to inform practical decision-making remains a significant challenge. A comprehensive view of supply chain structure across Tennessee’s MSAs would enhance the state’s economic competitiveness and support better coordination of land use and freight infrastructure. This research addresses that need by estimating spatial metrics to identify economic poles and quantify supply chain dispersion. It integrates spatial analysis and supply chain modeling to examine the distribution of economic activity and supply chain echelons, using network-based distances, industry-specific demand functions, and freight-relevant dispersion metrics. Project insights will help planners to assess freight systems and improve urban logistics efficiency.]]></description>
      <pubDate>Wed, 25 Mar 2026 17:11:43 GMT</pubDate>
      <guid>https://rip.trb.org/View/2684214</guid>
    </item>
    <item>
      <title>Strategic Investment Choice to Reduce Disruptions and Increase Resiliency of Roadway
Freight Network</title>
      <link>https://rip.trb.org/View/2684218</link>
      <description><![CDATA[The proposed research will develop models and algorithms to identify systematic investment strategies by reducing link disruption failure probabilities and enhancing overall roadway resilience for freight flows. A new stochastic programming modeling framework will be developed in which disruption probabilities depend on resource allocation decision variables and new algorithms will be developed to deal with the computational challenges caused by both the large number of scenarios and the nonlinearity in both first-stage and second-stage sub-problems. The framework, including data integration, models, and solution methods, will be programmed and tested with a case based on the freight network in the State of Tennessee.]]></description>
      <pubDate>Wed, 25 Mar 2026 16:46:02 GMT</pubDate>
      <guid>https://rip.trb.org/View/2684218</guid>
    </item>
    <item>
      <title>Exposing the Dangers of Distance: Mining Crash Narratives to Explore Why Pedestrians Face Severe Injury and Death Far From Home</title>
      <link>https://rip.trb.org/View/2625590</link>
      <description><![CDATA[Pedestrian fatalities in the United States have risen by 83% over the past 15 years, with much of the increase occurring on multilane suburban arterials. In Tennessee, deaths nearly tripled between 2009 and 2022, with studies linking crashes to high-speed midblock locations lacking pedestrian infrastructure. Spatial analysis shows pedestrians are being struck farther from home: in 2014 the median distance between residence and crash site was 1.5 miles, compared to four miles by 2023, while the share of crashes within one mile of home fell from 46% to 30%. Relative to city centers, crash locations remain stable, but the distance between city centers and pedestrian residences has grown, indicating that more crashes involve individuals living farther from urban cores. These shifts suggest pedestrians are traveling into distant, high-risk environments, raising essential questions about why they are walking in such areas and what broader urban trends contribute to this exposure. This study applies a hybrid methodology combining structured crash records with insights from unstructured police narratives from Tennessee’s Integrated Traffic Analysis Network (2014–2024). A home-based approach links pedestrian and driver addresses with U.S. Census block group characteristics, including income levels, vehicle ownership, education, commuting modes, and housing density, to better understand who is involved in these crashes. Artificial intelligence is used to analyze crash narratives for trip purposes such as traveling to grocery stores, bus stops, schools, or workplaces, offering contextual information not captured in standard crash reports. Specifically, this study will locally deploy an open-source large language model (e.g., Gemma or Grok) to serve as a traffic crash analysis agent, capable of addressing questions that help uncover the motivations behind pedestrian trips based on police crash narratives. By conducting all processing locally, this approach ensures the privacy of both pedestrians and drivers is preserved. Together, these methods distinguish between near-home and far-from-home crashes, highlight populations more frequently affected, and examine the role of broader urban development patterns. The findings will support city- and neighborhood-level safety strategies, helping target interventions on hazardous arterials and informing policies for improved safety.]]></description>
      <pubDate>Mon, 17 Nov 2025 16:49:27 GMT</pubDate>
      <guid>https://rip.trb.org/View/2625590</guid>
    </item>
    <item>
      <title>Understanding Factors Influencing Truck Crashes with Vulnerable Road Users: A Panel Data Approach</title>
      <link>https://rip.trb.org/View/2625592</link>
      <description><![CDATA[The purpose of this project is to define the spatial, temporal, and socioeconomic factors that most significantly contribute to truck-related accidents involving vulnerable road users (VRU) and to determine how variations in these factors alter the frequency of crashes. VRUs, such as pedestrians and bicyclists, are at the greatest risk when interacting on roadways, and accidents involving trucks and VRUs very frequently result in severe injuries or fatalities. This research will be conducted in New Mexico and Tennessee, both served by major interstate highways and characterized by unique economic patterns. To achieve this, the research will employ panel data regression analysis using crash records from both states, combined with socioeconomic and economic activity indicators at the Zip Code level. The dependent variable will be the frequency of truck-related accidents involving VRUs, while independent variables will include demographic, economic, and contextual factors, with controls such as weather conditions. The models will be tested for robustness, and results from the two states will be compared to identify context-specific patterns and to develop policy recommendations that enhance roadway safety for VRUs.]]></description>
      <pubDate>Mon, 17 Nov 2025 16:15:57 GMT</pubDate>
      <guid>https://rip.trb.org/View/2625592</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>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>RES2020-17: Community Engagement in Rural Communities</title>
      <link>https://rip.trb.org/View/2499165</link>
      <description><![CDATA[Public involvement is defined as a two-way communication aimed at providing information to the public and incorporating the views, concerns, and issues of the public in the transportation decision-making process. By involving the public early in planning transportation projects and throughout the development and implementation 
of projects, a transportation agency can enhance its ability to establish relationships, credibility, and consensus throughout the course of the project. Most of Tennessee consists of rural and small communities. These communities face challenges such as scare resources, technological, geographical, demographic shifts, which can limit effective engagement capabilities. Engagement strategies that are effective for urbanized and metropolitan areas may not be as effective for these rural communities. This study employed a mixed method research approach to identify best practices for engaging rural communities in transportation planning and decision making. The research methodology involves an extensive literature review, interviews with four OCT supervisors, interviews with twenty-four community leaders in four case communities in Tennessee, and two rounds of Delphi community survey. The research process brought together all key stakeholders to build a true consensus of best practices to engage rural communities in transportation planning. Data analysis showed rural communities feel detached and unaware of the Tennessee Department of Transportation (TDOT)’s role in and plans for community transportation. Engaging rural communities using social media and conducting virtual meetings can reach wider sections of the community. However, due to lack of consistent internet and cell phone coverage in rural communities, this type of outreach cannot replace in-person engagement. Securing support of the community leaders, having a presence in the community, and building partnerships will increase trust in TDOT and foster better engagement. A list of recommendations is provided that will enhance rural engagement for long range community transportation planning in Tennessee]]></description>
      <pubDate>Wed, 29 Jan 2025 16:06:08 GMT</pubDate>
      <guid>https://rip.trb.org/View/2499165</guid>
    </item>
    <item>
      <title>RES2020-16: Evaluating Performance and Benefits-Costs of Road Diets in Tennessee</title>
      <link>https://rip.trb.org/View/2499160</link>
      <description><![CDATA[The Pavement Mechanistic Empirical Design (PMED) method was developed to address shortcomings experienced on the AASHTO Guide for Design of Pavement Structures (1993) including environmental/climate considerations. However, the implementation of PMED requires a large number of design inputs that characterize materials, traffic, and climatic conditions. This project was conducted to address the PMED climate input data for the state of Tennessee. Two climatic data sources were considered, North American Regional Reanalysis (NARR), and Modern-Era Retrospective Analysis for Research and
Application (MERRA). First, the sensitivity analysis using 2k factorial design method considering lower and higher extremes of each climatic input and water table was performed to determine climatic inputs sensitive to pavement distresses. Then, Virtual Weather stations (VWSs) were created, and their predicted performance was analyzed in comparison to the existing stations. Lastly, the performance analysis of NARR and MERRA
climatic data sources considered pavement distress predictions, and surface layer optimization. On sensitivity analysis of the EICM model, temperature was the most sensitive climatic input in PMED distress predictions, while humidity had no effect to pavement distress predictions. Performance evaluation of PMED VWSs indicated a significant difference in some of the predicted distresses when comparing PMED VWSs and MERRA stations at identical locations. The performance analysis of NARR and MERRA climatic data sources using surface layer optimization, indicated that MERRA optimized surface layer thicknesses were not significantly different from the original surfaces, while NARR and input Levels 2 and 3 thicknesses were significantly different from the original layer thicknesses.]]></description>
      <pubDate>Wed, 29 Jan 2025 15:57:47 GMT</pubDate>
      <guid>https://rip.trb.org/View/2499160</guid>
    </item>
    <item>
      <title>RES2025-10: Foundation Assessment for Reuse of Existing Foundations</title>
      <link>https://rip.trb.org/View/2499110</link>
      <description><![CDATA[The objective of the research is to develop comprehensive foundation reuse provisions/guidelines to equip Tennessee Department of Transportation (TDOT) engineers with a roadmap for the decision-making process for the reuse of existing foundations for bridges and other structures. The guidelines will be in the form of flow charts/ electronic forms that include detailed instructions on inspection of the structural integrity of existing foundations, determination of as-built geometry of existing foundations, capacity estimation of existing foundations, minimum requirements for foundation reuse, and selection of foundation reuse solutions.]]></description>
      <pubDate>Wed, 29 Jan 2025 10:39:26 GMT</pubDate>
      <guid>https://rip.trb.org/View/2499110</guid>
    </item>
    <item>
      <title>RES2025-07: Active Transportation Quick-Build Program Guidelines</title>
      <link>https://rip.trb.org/View/2499109</link>
      <description><![CDATA[The primary objective of this research is to develop comprehensive guidelines for implementing quick-build safety countermeasures at high-crash locations for pedestrians, bicyclists, and other low-speed users in Tennessee. Principles in this guide can be utilized in other local jurisdictions and may have less-restrictive design constraints. This research aims to address the identified need for temporary safety interventions to completement permanent measures, fostering community engagement and reducing fatalities and serious
injuries of all road users.]]></description>
      <pubDate>Wed, 29 Jan 2025 10:29:22 GMT</pubDate>
      <guid>https://rip.trb.org/View/2499109</guid>
    </item>
    <item>
      <title>RES2025-06: Navigating Possibilities Unlocking Tennessee's Waterways for Interstate Freight Transportation</title>
      <link>https://rip.trb.org/View/2487459</link>
      <description><![CDATA[The problem of underutilized waterways for freight transportation in Tennessee presents a significant opportunity for the state to realize economic, environmental, and infrastructure benefits (see RES 2023-07). By leveraging its inland waterways and investing in transportation infrastructure, Tennessee can enhance its competitiveness, promote sustainable development, and build a more resilient and prosperous future for its residents and businesses. The focus of the study will be to investigate (i) shippers moving cargo, (ii) the specific cargo class(es) transported, (ii) the current navigable routes by which cargo moves, (iv) the estimated total costs of these cargo movements, (v) challenges encountered in moving cargo on the inland waterways, and (vi) how these waterways can be more effectively utilized for handling identified cargo and commodities. The extent of the problem and the potential benefits for Tennessee are significant, multifaceted, and briefly discussed next. Economic Impact: Tennessee's geographical location positions it as a strategic hub for inter/intra-state commerce. By developing its waterways for freight transportation, the state can capitalize on its central location to facilitate the movement of goods between the Great Lakes, the Gulf of Mexico, and potentially other  southeastern regions. This can attract businesses seeking efficient transportation routes, expand market access for Tennessee-based industries, as well as connect other industries to Tennessee.]]></description>
      <pubDate>Wed, 08 Jan 2025 15:05:06 GMT</pubDate>
      <guid>https://rip.trb.org/View/2487459</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>RES2020-23: Peak Flow Estimation in Urban Drainage Areas - PART 2</title>
      <link>https://rip.trb.org/View/2487330</link>
      <description><![CDATA[In 2024, the U.S. Geological Survey, in cooperation with the Tennessee Department of Transportation, updated the methods for predicting the magnitude and frequency of floods at ungaged locations on streams in urban areas in Tennessee. The study area included streamgages in urban areas in Tennessee, Mississippi, Alabama, Georgia, South Carolina, and North Carolina. Regression equations were developed to predict streamflows corresponding to the 50-, 20-, 10-, 4-, 2-, 1-, 0.5-, and 0.2-percent annual excedance probabilities (AEPs) and were incorporated into the StreamStats application.  In generalized least-squares (GLS) regression, the base-10 logarithm of drainage area, the percentages of the streamgage basins in developed land use and the percentages of the streamgage basins in the Piedmont and Ridge and Valley level 3 ecoregions were statistically significant in explaining the variability in annual peak streamflows in the study area.  Pseudo R-squared of the regression equations ranged from 0.86, or 86 percent, for the 0.5 and 0.2 AEPs (the 2- and 5-year floods) to 0.71, or 71 percent, for the 0.002 AEP (the 500-year flood).  The average variance of prediction (in log base 10 units) ranged from 0.023 for the 0.2 and 0.1 AEPs to 0.05 for the 0.002 AEP.  The average variance of prediction can be reported as a percentage of the predicted value, known as the standard error of prediction, which ranged from 35.8 percent for the 0.2 AEP (the 5-year flood) to 55.4 percent for the 0.002 AEP (the 500-year flood).  Methods are presented for estimating annual peak streamflows for gaged locations, ungaged locations on gaged streams, and locations on ungaged streams. ]]></description>
      <pubDate>Tue, 07 Jan 2025 10:28:31 GMT</pubDate>
      <guid>https://rip.trb.org/View/2487330</guid>
    </item>
    <item>
      <title>RES2020-23: Peak Flow Estimation in Urban Areas - PART 1</title>
      <link>https://rip.trb.org/View/2487329</link>
      <description><![CDATA[16. Abstract

This project addressed the need for updating the existing peak flow equations for urban basins in Tennessee. After reviewing the current state of the art, the work reported herein focuses on unraveling the complex, interacting effects that non-stationary precipitation, evolving urbanization levels, and spatial patterns in land development, rainfall, as well as antecedent conditions, all have on the hydrologic response or urbanizing basins. Potential uncertainties and biases in the estimation of extreme rainfall quantiles (IDF-DDF values), due to the low density of weather stations and the use of totalized rainfall data, and in the frequency analysis of frequent floods, due to using annual maxima instead of partial duration (peaks over threshold) series, are also investigated.

All urban basins in Tennessee have experienced growth in the amounts of developed areas in the past 20 years, and there is a significant increase in the frequency of extreme rainfall events in the region. Using rainfall data with the 15-minute resolution typically available in the U.S. introduces a negative bias that is highly variable across stations, while the low density of rain gauges increases the uncertainty in IDF-DDF values.

We derive a novel urbanization index based on hydrologic connectivity that, in contrast with the traditional approach of using percentage of impervious area (IA), is able to reflect the hydrologic effects of different spatial distributions of urbanized patches within a watershed. This index outperforms IA when used as an explanatory variable in regression equations for predicting urban peak flows.

A methodology to perform continuous hydrologic simulation with artificial neural networks is also proposed to investigate the effects of changing land cover, excluding concurrent effects of trends in precipitation.

]]></description>
      <pubDate>Tue, 07 Jan 2025 10:19:33 GMT</pubDate>
      <guid>https://rip.trb.org/View/2487329</guid>
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