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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=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJzdWJqZWN0aWQiIHZhbHVlPSIxNzkyIiAvPjxwYXJhbSBuYW1lPSJkYXRlaW4iIHZhbHVlPSI3MzAiIC8+PHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMTYiIC8+PC9wYXJhbXM+PGZpbHRlcnMgLz48cmFuZ2VzIC8+PHNvcnRzPjxzb3J0IGZpZWxkPSJwdWJsaXNoZWQiIG9yZGVyPSJkZXNjIiAvPjwvc29ydHM+PHBlcnNpc3RzPjxwZXJzaXN0IG5hbWU9InJhbmdldHlwZSIgdmFsdWU9InB1Ymxpc2hlZGRhdGUiIC8+PC9wZXJzaXN0cz48L3NlYXJjaD4=" 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>
    <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>Transportation Asset Management Guidance and Framework for Ancillary Highway Assets</title>
      <link>https://rip.trb.org/View/2712210</link>
      <description><![CDATA[Ancillary assets represent a significant portion of state department of transportation (DOT) asset inventory. Current research on the state of practice summarizes ancillary asset management processes; however, state DOTs still face challenges in developing procedures and guidelines to establish comprehensive practices or improve existing programs. The Federal Highway Administration (FHWA) 2019 Handbook for Including Ancillary Assets in Transportation Asset Management Programs shows progress in this area, though knowledge gaps in data management and systems, life-cycle planning (LCP), and preservation and maintenance programs still exist for managing ancillary assets. Research is needed to identify and assess state DOT practices for performing ancillary asset assessments and managing these asset classes. 

The objective of this project is to develop a guide and framework for state DOTs to manage multiple ancillary asset classes, including hydraulics, signals, barriers, culverts, intelligent transportation systems, and other relevant assets.]]></description>
      <pubDate>Wed, 10 Jun 2026 11:45:51 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712210</guid>
    </item>
    <item>
      <title>Identifying, Assessing, and Managing Events for Critical Infrastructure Resilience in Surface Transportation</title>
      <link>https://rip.trb.org/View/2712209</link>
      <description><![CDATA[State departments of transportation (DOTs) play an important role in protecting critical transportation infrastructure from natural hazards, human-caused events, and emerging threats. However, there is currently no consistent methodology for identifying and assessing critical infrastructure within surface transportation systems. Definitions of “criticality” vary across agencies, and existing approaches often lack integration with broader resilience, security, and emergency management frameworks.

Previous research has focused on specific threats, such as terrorism or cybersecurity, or on resilience to natural hazards, but gaps remain in developing proactive, risk-based approaches that address the full range of threats and system interdependencies. Transportation systems are closely linked with other infrastructure sectors, such as power and water systems, and disruptions can have cascading impacts across regions.

Research is needed to help state DOTs better define their role in coordinating with law enforcement, emergency responders, and other planning partners and system owners to enhance preparedness, response capabilities, proactive resilience planning, stakeholder coordination, and implementation of national infrastructure protection frameworks.

The objectives of this research are to (1) identify and assess surface transportation system interdependencies and develop a risk-based approach to managing a wide range of threats; and (2) develop an infrastructure resilience guide with case studies, a list of stakeholder roles and responsibilities, and decision-making tools to help state DOTs identify, assess, and manage risks to critical infrastructure within surface transportation systems.]]></description>
      <pubDate>Wed, 10 Jun 2026 11:41:46 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712209</guid>
    </item>
    <item>
      <title>State and Local Agency Guide on Implementing Safer Land Use Principles</title>
      <link>https://rip.trb.org/View/2712208</link>
      <description><![CDATA[While state departments of transportation (DOTs) are typically not responsible for land use decisions, the connection between transportation and land use is strong. Transportation agencies nationwide have adopted the Safe System Approach (SSA) to reduce roadway fatalities and serious injuries by addressing and/or accommodating vehicle design, roadway environments, speed management, user behavior, and post-crash care. Yet, land use has not been systematically integrated into transportation safety planning.

Safer Land Use recognizes that decisions about development density, zoning, parking standards, access management, building siting on parcels, and multimodal connectivity affect crash exposure, likelihood, and severity. Coordinating land use and transportation planning brings homes, workplaces, schools, and amenities into closer proximity, with better interconnectivity of developments that allow for more efficient trip chaining. In addition, this makes walking, biking, and transit more practical, reduces vehicle trips, and contributes to a shared culture of traffic safety.

The objective of this research is to develop a resource guide that enables state and local agencies to integrate Safer Land Use principles into the SSA framework. The guide will quantify how land use decisions—such as development density, zoning regulations, parking requirements, access management, and multimodal connectivity—influence crash exposure, likelihood, and severity; assess how roadway safety improvements can mitigate adjacent land use; and identify land use-related countermeasures that improve safety outcomes for all users. The guide will include case studies, policy templates, and potential procedures for interagency collaboration and land use plan review.]]></description>
      <pubDate>Wed, 10 Jun 2026 11:38:43 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712208</guid>
    </item>
    <item>
      <title>Establishing a Unified Data Governance Framework for Reliable Project Prioritization in Transportation Agencies</title>
      <link>https://rip.trb.org/View/2712205</link>
      <description><![CDATA[Project prioritization is a cornerstone of effective transportation planning and investment. However, many state departments of transportation (DOTs) struggle with fragmented data systems, inconsistent data definitions, and unclear data ownership. These challenges result in decision-making that is often delayed, misinformed, or misaligned with strategic goals. The absence of  centralized, authoritative data source leads to duplication of effort, conflicting reports, and a lack of transparency. Moreover, undefined policies around data governance—such as who owns the data, who can access it, and how it should be maintained and secured—further exacerbate inefficiencies.

To address the fragmented data ecosystem that hinders effective decision-making, this research will examine successful strategies from leading transportation agencies, drawing on case studies that highlight the importance of interagency coordination, standardization of data formats, and robust digital delivery workflows. The research will identify scalable solutions to common workflow and workforce challenges, including the need for clear roles and responsibilities in data stewardship, ongoing workforce training, and adoption of compatible software infrastructure. The resulting data governance model and blueprint will be informed by national and international best practices, positioning state DOTs to deliver efficient, transparent, and high-impact transportation investments.

The objective of this research is to develop a unified data governance model and delivery framework that enables transportation agencies to provide timely, accurate, and reliable data for project prioritization.]]></description>
      <pubDate>Wed, 10 Jun 2026 11:26:04 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712205</guid>
    </item>
    <item>
      <title>Advancing AI Applications for Knowledge Discovery, Capture, And Delivery at State DOTs</title>
      <link>https://rip.trb.org/View/2712201</link>
      <description><![CDATA[State departments of transportation (DOTs) are facing a critical workforce transition as large numbers of experienced engineers, planners, maintenance managers, and technical experts approach retirement. This demographic shift threatens the loss of institutional and tacit knowledge that supports effective decision-making, project delivery, operations, and innovation. Existing knowledge-management approaches are often fragmented and insufficient for systematically capturing and transferring experiential knowledge across agencies.

At the same time, transportation agencies are becoming increasingly digital and data-driven, relying on technologies such as intelligent transportation systems, analytics, digital twins, and artificial intelligence (AI)-enabled tools. Advances in AI, particularly in Large Language Models (LLMs), semantic models, and Retrieval Augmented Generation (RAG), offer opportunities to improve knowledge discovery, synthesis, retrieval, and delivery within transportation agencies. AI applications such as chatbots, intelligent assistants, semantic search, and interactive knowledge exploration tools can help employees quickly locate technical standards, business processes, lessons learned, datasets, and expert guidance.

Several DOTs are independently piloting AI-based knowledge discovery and delivery (KDD) applications, but there is limited research on scalable, transferable frameworks that support knowledge capture, workforce onboarding, training, and enterprise-wide information access. There is also a need to address governance, data quality, privacy, interoperability, model transparency, and long-term maintenance of AI-enabled knowledge systems.

The objective of this research is to advance AI applications for knowledge discovery, capture, and delivery within state DOTs by developing a scalable transportation-specific LLM framework that captures, organizes, synthesizes, and disseminates institutional knowledge. The research will assess current AI-based KDD practices; identify promising applications and use cases; develop standardized protocols for data ingestion, annotation, and evaluation; and establish governance frameworks for responsible AI deployment.]]></description>
      <pubDate>Wed, 10 Jun 2026 11:08:22 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712201</guid>
    </item>
    <item>
      <title>Streamlining Compliance Criteria and Preemptively Identifying Slowdowns for Hastened Project Delivery – Lessons from Efficient Agencies</title>
      <link>https://rip.trb.org/View/2712199</link>
      <description><![CDATA[Transportation agencies and decision-makers increasingly prioritize timely project delivery, including shorter durations between funding allocation and construction. This emphasis is reflected in a growing focus on schedule performance and transparent communication of project timelines. Stakeholder expectations—including those of elected officials and the public—underscore the importance of clearly understanding and managing factors that influence project schedules.

Quantitative, project-level data are essential for identifying patterns of delay, informing process improvements, and supporting the development of realistic and reliable schedules. With robust data, departments of transportation (DOTs) can more effectively assess project readiness, using performance-informed metrics to guide decision-making. In addition, information on the effectiveness of mitigation strategies—particularly measured reductions in delay duration—can help agencies prioritize resources and apply approaches that offer the greatest benefit.

State DOTs have developed a strong understanding of common sources of delay in areas such as environmental review and permitting. However, the availability of quantitative, project-level data for other types of delays remains limited. In particular, agencies may not consistently have data on the typical schedule impacts associated with specific issues or the relative effectiveness of different mitigation strategies. While existing research often identifies causes of delay, it less frequently quantifies their schedule impacts—especially for complex projects—or estimates potential time savings associated with mitigation measures. This limits agencies’ ability to take a comprehensive, data-driven approach to comparing delay drivers, identifying process efficiencies, and evaluating tradeoffs between mitigation benefits and costs.

This scan will identify and examine organizations that have developed effective procedures to: (1) Identify measurable sources of delay, (2) Collect project-level quantitative data on the schedule impacts of those delays, and (3) Apply mitigation strategies that support recovery of schedule time.

The resulting observations will provide practical, transferable lessons to support agencies in managing project development schedules and improving overall program efficiency.    ]]></description>
      <pubDate>Wed, 10 Jun 2026 11:02:25 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712199</guid>
    </item>
    <item>
      <title>Develop a Risk-Based Framework for Selecting Hydrologic, Hydraulic, and Scour Criteria for Temporary Hydraulic Structures and Encroachments</title>
      <link>https://rip.trb.org/View/2712198</link>
      <description><![CDATA[Temporary hydraulic structures, such as bridges, culverts, and temporary access fills, are widely used during construction and emergency response to maintain transportation access and restore mobility following infrastructure damage. Unlike permanent structures, these installations are often designed for shorter service lives and may not meet the same hydrologic and hydraulic criteria. However, current design practices vary significantly across state departments of transportation, with no consistent national guidance for determining appropriate risk levels or design storm frequencies.

 Recent studies indicate that many agencies rely on case-by-case assessments, qualitative risk evaluations, or inconsistent application of evaluation criteria for temporary structures. Additionally, there is limited use of quantitative risk models and little integration of factors such as traffic impacts, environmental considerations, and failure consequences. The lack of standardized guidance can result in designs potentially contributing to increased conservatism and lifecycle costs, or to reduced system resilience and increased risk in some scenarios. Research is needed to identify and incorporate factors such as costs, structure lifespan, traffic, scour conditions, environmental impacts, failure risks, and regional variability to help determine how to select hydrologic, hydraulic, and scour criterion for temporary structures and to measure performance.

The objectives of this research are to develop (1) a practitioner’s guide and a data-driven risk-based decision-making framework for selecting hydrologic, hydraulic, and scour design criteria for temporary hydraulic structures and encroachments; and (2) a standalone memorandum with language suitable for AASHTO’s consideration in evaluating potential updates to the AASHTO Drainage Manual.]]></description>
      <pubDate>Tue, 09 Jun 2026 17:42:06 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712198</guid>
    </item>
    <item>
      <title>Establishing Operating Characteristics for Non-Motorized Road Users</title>
      <link>https://rip.trb.org/View/2712196</link>
      <description><![CDATA[State departments of transportation (DOT) have qualitative design guidance available to them for walkable and bikeable transportation system improvements. However, the specific design of non-motorized transportation facilities is often selected based on the amount of space available, rather than the physical and operational characteristics of their users and equipment.

Bicycle-related research into operational characteristics is limited, and more information about bicycles and their riders is needed. Recently completed research has improved our understanding of bicyclist acceleration and speed on conventional bicycles, but more information is needed related to reaction time, deceleration, braking, lean angle, coefficients of friction, and lateral shy distance. Further, the research does not capture the full range of users, such as those using e-bikes and other micromobility devices.

Pedestrian traits such as walking speed and space requirements have been well-studied, but only in certain contexts. Pedestrian walking speed influences traffic signal timings, and walking speed information has been collected through a variety of methods. Sophisticated modeling of pedestrian flow is available to apply toward the design of infrastructure such as transit stations. However, available guidance does not fully capture how pedestrians, including those using mobility devices, operate in a typical transportation context.

 The objective of this research is to collect information about the basic operating characteristics of a wide range of pedestrians, bicyclists, and other micromobility users to better understand their spatial requirements along sidewalks, bikeways, and roadways. This research will be useful to transportation planners and designers seeking to develop safe and effective infrastructure for non-motorized users.]]></description>
      <pubDate>Tue, 09 Jun 2026 17:35:19 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712196</guid>
    </item>
    <item>
      <title>Create a Performance Management 'Blue Book'</title>
      <link>https://rip.trb.org/View/2712195</link>
      <description><![CDATA[Transportation performance management (TPM) is a strategic approach that uses system performance data to guide decision-making and optimize the planning, operation, and maintenance of transportation networks. As states, regions, and local governments increasingly face challenges like budget constraints, aging infrastructure, population growth, and the need for sustainability, effective performance management (PM) becomes essential in ensuring that transportation investments deliver maximum value.

Federal legislation has established a national framework for performance-based transportation management. These mandates have encouraged state departments of transportation and metropolitan planning organizations to adopt a performance-driven approach to managing transportation assets, reducing congestion, improving safety, and advancing environmental sustainability. Research is needed to develop a resource that will standardize and document practices, metrics, methodologies, and case studies to help transportation agencies effectively implement TPM frameworks. This TPM “Blue Book” will serve as a critical resource for state and local transportation agencies to benchmark their PM efforts, identify gaps, and integrate PM into long-term planning and investment strategies.

The objective of this research is to create a guide that standardizes effective practices, performance metrics, and methodologies for transportation agencies in the United States. The Blue Book will offer actionable guidelines to implement TPM frameworks effectively, aiding agencies in data-driven decision-making, resource optimization, and alignment with federal mandates. By addressing challenges like data management and funding limitations, the TPM Blue Book aspires to build more sustainable, efficient, and safe transportation systems.

 ]]></description>
      <pubDate>Tue, 09 Jun 2026 17:31:06 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712195</guid>
    </item>
    <item>
      <title>Making Knowledge Management Work for DOTs: A Guide to Fostering Collaboration, Learning and Adaptation</title>
      <link>https://rip.trb.org/View/2712194</link>
      <description><![CDATA[Knowledge management (KM) is growing among state departments of transportation (DOTs), and culture is an essential ingredient of KM. Agencies must value and support learning; otherwise, employees are not likely to share what they know or invest the time needed for effective collaboration. Previous National Cooperative Highway Research Program (NCHRP) studies on innovation and learning cultures have identified several factors that are conducive to a learning culture. These studies have acknowledged the importance of culture but have not explored it in detail. There is a need to build on prior research dealing with KM and innovation in transportation agencies, along with foundational studies of learning cultures, and exploring the intersection of KM, learning cultures, and organizational change at DOTs.

This objective of this research is to develop a guide for state DOTs to strengthen organizational cultures that foster collaboration, learning, and adaptability. ]]></description>
      <pubDate>Tue, 09 Jun 2026 17:13:08 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712194</guid>
    </item>
    <item>
      <title>Development of Right-of-Way Engineering and Design Fundamentals</title>
      <link>https://rip.trb.org/View/2712192</link>
      <description><![CDATA[Historically, transportation projects have been developed by professionally disconnected groups, including design teams, operations teams, environmental teams, and right-of-way (ROW) or real estate teams overseeing land acquisition. Likewise, these groups have relied on specific national-level resource publications that provide guidance to the focus of each professional section. While these industry-standard publications provide foundational guidance on their respective fields, they consistently lack substantive approaches to ROW engineering and design (ED), which is critical to successful project delivery.

ROW-ED inherently bridges disciplines, making isolated team structures ineffective for the cross-functional collaboration it demands. State departments of transportation (DOTs) that utilize ROW-ED teams are aware of the overall benefits of an integrated approach in delivering cost-effective and context-sensitive approaches to project delivery. Several 
National Cooperative Highway Research Program (NCHRP) projects are underway that identify ROW-ED processes in developing proper guidance for foundational ROW-ED tasks. While the proposed research will build on outcomes from earlier studies, additional investigation is needed to formulate ROW design methodologies.

The objective of this research is to develop essential practices and policies for ROW-ED, including an ROW design matrix for use by state DOTs in determining appropriate ROW needs during project scoping and development.]]></description>
      <pubDate>Tue, 09 Jun 2026 17:06:58 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712192</guid>
    </item>
    <item>
      <title>Development of Additional Risk Models for the Transportation Asset Risk and Resilience Manual</title>
      <link>https://rip.trb.org/View/2712191</link>
      <description><![CDATA[State departments of transportation (DOTs) are increasingly incorporating risk and resilience considerations into transportation asset management and system performance decisions. NCHRP Project 23-32, “Transportation Asset Risk and Resilience (TARR),” is developing quantitative models for evaluating risks associated with natural hazards and transportation assets; however, several priority threat-asset pairs were not included within the initial project scope because of funding and schedule constraints.

Additional modeling capabilities are needed to help agencies evaluate risks associated with human-caused threats, technological failures, and additional natural hazards affecting transportation systems. Together, these include threats such as cybersecurity incidents, wildfires, post-fire debris flows, coastal erosion, landslides, and critical infrastructure failures that can significantly affect infrastructure performance and resilience planning.

The objective of this research is to expand the Transportation Asset Risk and Resilience (TARR) Manual by developing additional quantitative threat-asset risk models to support transportation agencies in evaluating infrastructure risks and system resilience. The research will build upon the analytical framework developed through NCHRP Projects 23-09 and 23-32.]]></description>
      <pubDate>Tue, 09 Jun 2026 17:04:13 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712191</guid>
    </item>
    <item>
      <title>Developing Workflows for Digital Project Delivery to Support Transportation Asset Management</title>
      <link>https://rip.trb.org/View/2712189</link>
      <description><![CDATA[Digital project delivery (DPD) is emerging to address challenges in the traditional delivery of transportation infrastructure projects, such as low productivity, workforce shortages, and the complexity of managing multiple stakeholders, vendors, and site-specific conditions. Utilizing DPD can enhance project outcomes related to schedule, cost, quality, and safety. A major component of DPD is the creation of digital design models during pre-construction, along with the collection of digital project data during construction to inspect and verify work against those models. While recent research has explored methods for creating digital as-builts (DABs) through field data collection, there is still a need for standardized workflows to transfer this information from construction into long-term operations and maintenance.

Data collected through DPD has significant value beyond project delivery and can be reused to support Transportation Asset Management (TAM) and life-cycle decision-making for transportation assets. State departments of transportation (DOTs) are already adopting DPD to improve project performance while also working to maintain and improve asset conditions with limited resources. As digital technologies continue to evolve, the need for practical strategies that connect project delivery data with long-term asset management is becoming increasingly important. Research is needed to (1) identify current practices and assess emerging strategies for integrating DPD data with TAM business needs, and (2) develop implementable strategies to streamline comprehensive workflows to improve user/owner outcomes.

The objectives of this research are to: (1) Identify approaches developed by state DOTs to implement DPD, (2) Identify challenges experienced by state DOTs in transitioning to DPD, (3) Identify approaches to generating DABs as part of DPD efforts to support TAM and the maintenance of data throughout the asset life cycle, and (4) Develop guidelines for bridging the gap between project delivery and asset management phases to better integrate available data and close the data loop.


]]></description>
      <pubDate>Tue, 09 Jun 2026 16:57:58 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712189</guid>
    </item>
    <item>
      <title>Best Practices for Establishing Tribal Cultural Resource Monitoring Protocols</title>
      <link>https://rip.trb.org/View/2712188</link>
      <description><![CDATA[Tribal cultural resource monitoring involves tribal members in testing or data recovery projects in areas that have known precontact or contact period archaeological sites, or that have been identified as having high potential to contain such resources. Construction projects on tribal land or in areas with known or suspected cultural resources of tribal interest may also be subject to tribal cultural resource monitoring. Ideally, tribal cultural resource monitors are culturally affiliated with the project area and are provided with special training from their tribal leaders.

The participation of tribal monitors presents the opportunity to apply indigenous knowledge to the identification and interpretation of historic properties and provides an opportunity for tribes to be involved early in project planning. Such participation benefits state departments of transportation (DOTs) by identifying concerns early so that steps can be taken to avoid, minimize, or mitigate the impact a project may have on resources that are important or sacred to tribes.

Typically, when tribal cultural resource monitoring is required, state DOTs seek out tribal input, and negotiate and execute the monitoring agreement, on a project-by-project basis. This consultation can take time and effort for the state DOT by establishing engagement protocols and guidance on methods of implementation to improve the quality and timeliness of this consultative process for all parties.

The objective of this research is to research and document successful, meaningful, and effective tribal engagement practices and protocols applied during the project delivery process. This research shall emphasize the benefits of tribal cultural resource monitoring and draw from the experience of states where successful tribal cultural resource monitoring agreements are in place.]]></description>
      <pubDate>Tue, 09 Jun 2026 16:54:07 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712188</guid>
    </item>
    <item>
      <title>Post-World War II Institutional Buildings: Expediting Section 106 Review through a Better Understanding of Practices at a National Level</title>
      <link>https://rip.trb.org/View/2712187</link>
      <description><![CDATA[In the postwar era, many Americans moved from cities to newly developed suburbs. This extensive postwar construction is or is approaching fifty years old and must be considered for eligibility for listing on the National Register of Historic Places (NRHP). Institutional buildings, the community-focused resources tied to the spread of residential development, are found in large numbers across the country. These include schools, hospitals, city halls, courthouses, fire and police stations, libraries, churches, veteran’s and fraternal organization buildings, National Guard armories, post offices, airports, and parks.

Section 106 of the National Historic Preservation Act requires that federal agencies and recipients of federal funds consider the effects of construction projects on properties that are eligible for listing on the NRHP. The volume of postwar property evaluations can be overwhelming for state departments of transportation (DOTs), FHWA division offices, and state and tribal historical preservation officers. In addition, evaluations of these properties are highly diverse in physical form and materials, reflecting a wide range of historic trends and architectural contexts, and have not been extensively studied or documented. As a result, evaluations may use inconsistent approaches and require significant time and staff resources.

The objective of the research is to develop a constituent evaluation methodology to determine NRHP eligibility of postwar institutional buildings, which would be replicable throughout the United States at different levels of government. The research should provide a definition of common institutional property types and a tool for evaluating ubiquitous, vernacular versions of institutional resources that pose the greatest challenge to practitioners and consulting parties.]]></description>
      <pubDate>Tue, 09 Jun 2026 16:14:37 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712187</guid>
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