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    <title>Research in Progress (RIP)</title>
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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>
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      <link>https://rip.trb.org/</link>
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    <item>
      <title>SPR-5017: Safety Performance of Setting Speed Limits Based on Roadway Alignment</title>
      <link>https://rip.trb.org/View/2600573</link>
      <description><![CDATA[This project will conduct a comprehensive study on how speed limits on different state roadways impact safety by analyzing various data types including crash data and connected vehicle speed data. Results from this project would assist INDOT in developing best practices for speed limit setting based on roadway alignment.]]></description>
      <pubDate>Tue, 16 Sep 2025 10:36:08 GMT</pubDate>
      <guid>https://rip.trb.org/View/2600573</guid>
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    <item>
      <title>Tools for Managing Speed Based on Factors Influencing Driver Speed Selection


</title>
      <link>https://rip.trb.org/View/2558369</link>
      <description><![CDATA[Managing speed and speeding behavior is a major challenge for state departments of transportation (DOTs) and their law enforcement partners. Speeding is a factor in approximately one-third of all traffic deaths. According to the National Highway Traffic Safety Administration, the number of speeding-related fatalities increased by 25 percent from 2013 to 2022. Rural and tribal roads experience disproportionally high rates of traffic fatalities and face added challenges with speeding. 

While speeding is a well-documented problem, less is known about the relationships between speeding behavior, risk perception, driver workload, and key factors such as roadway features and characteristics. There is limited understanding of the relationship between driver speed selection and roadway features, the driving environment, and the associated cognitive workload. 

Although countermeasures to reduce speeding are continuously being implemented, the proportion of traffic fatalities attributed to speeding-related crashes has remained relatively the same for many years. New research is needed to develop a better understanding of speeding behavior, risk perception, and driver workload to support development of countermeasures to reduce the role of speeding in traffic crashes. 

The objectives of this research are to develop (1) a guide for use by state DOTs and their law enforcement partners to discourage speeding behavior, with emphasis on rural and tribal roads and (2) tools to support implementation of the guide. ]]></description>
      <pubDate>Thu, 29 May 2025 13:06:30 GMT</pubDate>
      <guid>https://rip.trb.org/View/2558369</guid>
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    <item>
      <title>Impacts of Turn Lanes on Speed and Crashes Involving Vulnerable Road Users in Urban Areas


</title>
      <link>https://rip.trb.org/View/2558380</link>
      <description><![CDATA[Turn lanes, one of the Federal Highway Administration’s (FHWA’s) proven safety countermeasures for motor vehicles, are recommended to reduce the risk of collisions involving vehicles turning left across opposing through traffic and rear-end collisions. However, a preliminary analysis of 2017–2024 crash data from Washington State indicated that pedestrian-involved fatal and serious injury crashes occurred more frequently at intersections with left turn lanes, and at intersections with both right and left turn lanes, compared to intersections with no turn lanes.

This raises important questions about how turn lanes influence intersection safety for all road users: What effect do turn lanes have on operating speeds at the intersection and along the broader corridor? How do turn lanes impact the risk of fatal and serious injury crashes for vulnerable road users (VRUs)?

While turn lanes may improve network efficiency and reduce vehicle conflicts, they may diminish a traffic calming feature that has a wider effect on vehicle operating speeds. Turn lanes also may influence VRUs’ conspicuity and predictability, increasing crossing distances, and creating additional vehicle–VRU conflict points through altered temporal and spatial separation between modes. Research is needed to quantify these effects, evaluate turn lanes (including their effects on crash exposure, likelihood, and severity), and provide actionable recommendations.

OBJECTIVE: The objective of this research is to quantify impacts of turn lanes on vehicle operating speeds and VRU fatal and serious injury crashes in urban areas.]]></description>
      <pubDate>Wed, 28 May 2025 14:15:47 GMT</pubDate>
      <guid>https://rip.trb.org/View/2558380</guid>
    </item>
    <item>
      <title>RES2023-24: Informed Safety, Mobility and Driver Comfort Enhancement Practices for Work Zones</title>
      <link>https://rip.trb.org/View/2480317</link>
      <description><![CDATA[This study leverages high-fidelity observational data to analyze driver behavior and vehicle dynamics within work zones (WZs) on Tennessee’s interstate highways, aiming to evaluate critical aspects of safety, mobility, and driver comfort. Data were collected over several months from global positioning system (GPS), IMU sensors, and video recordings on commercial  vehicles traveling through two active WZs on I-40 near Jackson, Tennessee. By using precise, sensor-based measurements of speed, acceleration, heading, and lane position, this research offers a detailed, real-time perspective on how WZ conditions influence driver behavior. The observational data reveal distinct patterns, such as increased speed variability and frequency of lane changes within WZs, which are indicative of driver discomfort and potential evasive actions. The analysis also shows that specific WZ configurations, including barrier placement and lane narrowing, impact driver response differently across locations, underscoring the importance of tailored Temporary Traffic Control (TTC) strategies. This study suggests that by leveraging high-fidelity data, traffic 
management can adopt more adaptive measures—such as dynamic speed feedback and improved visual guidance—to enhance safety and driving experience in WZs. The findings contribute to a deeper understanding of driver-vehicle interaction under varying WZ conditions, offering valuable insights for future WZ design and management.]]></description>
      <pubDate>Fri, 03 Jan 2025 12:03:13 GMT</pubDate>
      <guid>https://rip.trb.org/View/2480317</guid>
    </item>
    <item>
      <title>Designing for Target Speed</title>
      <link>https://rip.trb.org/View/2437305</link>
      <description><![CDATA[The American Association of State Highway and Transportation Officials (AASHTO) defines design speed as “a selected speed used to determine the various geometric features of the roadway.  The assumed design speed should be a logical one with respect to the topography, anticipated operating speed, the adjacent land use, and the functional classification of the highway.”  The working definition for “target speed” is the operating speed that the designer intends for drivers to use. The topic of “design speed” versus “target speed” typically focuses on low-speed urban and suburban roadways, especially where the 85th percentile speed is higher than the posted speed limit. Research is needed to gain a better understanding of how roadway, roadside, and non-roadway elements influence the operating speed—the actual speed of the driver—in order to improve roadway designs and reliably achieve desired speed outcomes.

The objectives of this research are to (1) determine the effects of roadway, roadside, and non-roadway elements on operating speeds on roadways with a target speed between 30 and 40 mph and (2) develop recommendations on how the findings can be incorporated into the roadway design process.]]></description>
      <pubDate>Mon, 30 Sep 2024 17:13:25 GMT</pubDate>
      <guid>https://rip.trb.org/View/2437305</guid>
    </item>
    <item>
      <title>Speed Impacts from Roundabouts and Other Traffic Control Devices</title>
      <link>https://rip.trb.org/View/2414011</link>
      <description><![CDATA[Roundabouts are widely acknowledged to be very effective at reducing drivers’ speeds. These lower speeds are one of the reasons why roundabouts tend to experience significantly fewer injuries and fatalities as compared to other types of intersection control. Roundabouts are also a promising speed control measure, particularly on corridors with high volumes of pedestrian and bicycle traffic. However, the specific impacts on speeds are found to vary across locations due to geometric differences, the presence of supplementary traffic control devices, and other factors. Furthermore, it is unclear the degree to which speeds vary on the entry and exit approaches as compared to other types of intersections. This provides motivation for research to compare entry and exit speeds between roundabouts and intersections with alternative types of traffic control. This information would help to improve geometric design and provide metrics that are useful for intersection control evaluation reports, as well as in aligning target speeds, design speeds, and operating speeds as part of a Safe Systems approach to road design. A better understanding of the impacts on speed selection may also serve to address public concerns that often arise with the introduction of roundabouts. This information may also allow for more accurate estimates of other performance measures, including capacity and delay. To that end, this research proposes to examine how various speed metrics differ between roundabouts and intersections with other forms of traffic control. Field data will be collected to examine vehicle speeds upstream, downstream, and at the intersection entries and exits. The results of this study will provide critical insight and guidance for forecasting the operational and safety implications of various design decisions.]]></description>
      <pubDate>Wed, 07 Aug 2024 09:25:08 GMT</pubDate>
      <guid>https://rip.trb.org/View/2414011</guid>
    </item>
    <item>
      <title>Effect of Centerlines on Prevailing Traffic Speeds on Low-Speed, Two-Lane, Two-Way Roads in Urban Contexts</title>
      <link>https://rip.trb.org/View/2406777</link>
      <description><![CDATA[Driving speed is an important factor that influences the safety of non-motorized road users (pedestrians, bicyclists, etc.). The impact of speed extends beyond influencing the severity of a crash; it also correlates with the likelihood of being engaged in a crash. According to the Minnesota Motor Vehicle Crash Facts 2021 report, speed is the most common cause of traffic fatalities in 2021, accounting for a total of 64 pedestrian and bicyclist fatalities out of 171 total fatalities that were caused by speed. Therefore, there is a continued desire reduce the prevailing speeds on urban streets that are likely to be utilized by non-motorized traffic. Prior research has shown that speed selection is affected by the driver’s risk perceptions. While centerlines provide separation of opposing traffic directions and improve lane positioning around curves, over hills, near railroad crossings, and crossing bridges, little is known regarding how centerlines impact prevailing speeds, particularly on low-speed, two-lane, two-way urban streets. The Minnesota Manual on Uniform Traffic Control Devices (MUTCD) requires that centerlines be placed on paved urban arterials and collectors with traveled ways of 20 feet or more and greater than 6,000 vehicles per day (vpd) and recommends their use (i.e., “should” condition) when volumes exceed 4,000 vpd. However, centerlines are not required on urban streets if the Average Daily Traffic (ADT) is below 4,000 vpd, and there is little additional guidance regarding the conditions for their use in such contexts. The principal objective of this proposed research is to determine the relationship between centerline presence and prevailing traffic speeds on low-speed, two-lane, two-way urban streets in Minnesota. This objective will be accomplished through a series of field studies to examine the variation in driver speed selection behavior due to the presence and absence of centerlines, while controlling for the effects of other influential roadway features such as width of the traveled way, surrounding land use context, non-motorized facilities or activity level, and other factors. The results will provide critical guidance to Minnesota Department of Transportation (MnDOT) and local agencies concerning the utilization of centerlines on low-speed, two-lane, two-way roads in urban areas to accommodate the needs of all users.]]></description>
      <pubDate>Wed, 24 Jul 2024 10:18:22 GMT</pubDate>
      <guid>https://rip.trb.org/View/2406777</guid>
    </item>
    <item>
      <title>Effectiveness of Speed Reduction in Work Zones</title>
      <link>https://rip.trb.org/View/2255669</link>
      <description><![CDATA[According to the U.S. Federal Highway Administration's Work Zone Management Program, 956 fatal crashes occurred in work zones in 2021, up from 863 in 2020). Speeding was determined to be a factor in about one-third of fatal crashes in the work zones.
Highway agencies have been searching for ways to reduce speeding and associated crash outcomes in work zones. For example, the California Department of Transportation has been using the Non-Standard Special Provision 12-4.02C(12) since 2010 that requires contractors to implement Construction Work Zone Speed Limit Reduction. This work requires installation of temporary construction signs and portable changeable message signs equipped with speed sensing radars, the additional cost of which is justified if the implementation is effective. Research is needed to confirm the extent to which current efforts to lower speed limits in work zones are effective in reducing operating speeds, and the frequency and severity of crashes involving workers and road users. The objective of this research is to evaluate changes in vehicle speeds and crash outcomes associated with efforts to lower speed limits and achieve desired operating speeds in work zones. The research will identify ways to enhance existing practices for achieving desired operating speeds though work zone design, enforcement, and intelligent transportation systems (ITS) solutions.
]]></description>
      <pubDate>Tue, 26 Sep 2023 16:46:26 GMT</pubDate>
      <guid>https://rip.trb.org/View/2255669</guid>
    </item>
    <item>
      <title>How Much Pedestrian Harm Can We Attribute to Larger Vehicles in the Fleet?</title>
      <link>https://rip.trb.org/View/2229412</link>
      <description><![CDATA[This study will explore pedestrian injury outcomes in traffic collisions and the kinetic energy transfer from vehicles, contingent upon impact speed and weight. While research has shown that higher vehicle speed and size amplify the risk of fatal pedestrian injuries, limited attention has been given to the combined effect of vehicle design and speed on pedestrian fatalities. Although speculation links the increasing pedestrian fatalities in the United States to the growth of a vehicle fleet dominated by larger and heavier modes, particularly Sport Utility Vehicles (SUVs), this hypothesis diverges. The research team proposes that at higher speeds, the significance of vehicle size diminishes in causing lethal pedestrian accidents. This claim is supported by the kinetic energy transfer expression where speed is raised to the second power, thus overshadowing the role of vehicle weight. However, lower-speed pedestrian crashes might involve different dynamics, particularly in neighborhoods and parking lots. Collisions with SUVs could elevate the chances of fatality not only due to excessive size but also due to potential chest or abdomen impacts followed by running over, owing to their higher hoods and larger forward blind spots compared to sedans. Consequently, differentiating the thresholds for speed and vehicle size as determinants of pedestrian injury severity becomes difficult, with each scenario demanding distinct countermeasures. Additionally, with the introduction of safety technologies such as pedestrian detection and emergency braking and increasing the trend towards vehicle electrification and automation leading to greater vehicle weight, understanding the extent of change in pedestrian injury risk is imperative. By employing econometric models, this study will utilize pedestrian crash and Vehicle Identification Number (VIN) data from California and Tennessee to investigate relationships among vehicle attributes, such as weight, speed, hood height, and safety features. For a more comprehensive understanding of these relationships, the study would also explore simulation techniques to model pedestrian-vehicle interaction during crashes involving different vehicle types, including SUVs and passenger cars.]]></description>
      <pubDate>Thu, 17 Aug 2023 16:58:06 GMT</pubDate>
      <guid>https://rip.trb.org/View/2229412</guid>
    </item>
    <item>
      <title>Relationship of Speed, Roadway Geometrics, and Crashes on High-Speed Rural Highways</title>
      <link>https://rip.trb.org/View/1957066</link>
      <description><![CDATA[Understanding the speed-crash relationship has long been of interest in roadway safety analysis. But the relationship cannot be adequately established without taking into account the many factors that influence both speed and crashes: roadway geometry and context, weather conditions, human factors, vehicle type distribution, and the dynamics of the vehicle and tire.

While a significant amount of research has been conducted to identify relationships between roadway design elements and crashes, research that has also considered the contribution of operating speeds or posted speed is limited. A general subjective understanding of the contribution of operating speed of a highway or freeway, through the dynamics of the vehicle, on the severity of a crash is known: higher speeds are associated with more severe crashes. What is desired is a quantitative understanding of how speed (operating and posted) in conjunction with roadway geometry relates to the likelihood of a crash and to crash severity.

This research would build on existing research to explore the relationships between roadway geometrics, speed (operating and posted), and crashes on high-speed rural highways. These relationships will help inform future design guidelines, posted speed practices, and potential safety countermeasures, which are related to desired outcomes for multiple American Association of State Highway and Transportation Officials (AASHTO) committees, such as design, traffic engineering, and safety.

The objective of this research is to explore the relationships between roadway geometrics, operating speed (as defined in FHWA-SA-10-001), posted speed, and crashes on high-speed rural highways.]]></description>
      <pubDate>Mon, 23 May 2022 16:12:46 GMT</pubDate>
      <guid>https://rip.trb.org/View/1957066</guid>
    </item>
    <item>
      <title>SPR-4640:  Geometric Constraints and Visual Field Related to Speed Management</title>
      <link>https://rip.trb.org/View/1898912</link>
      <description><![CDATA[The project deliverables will provide insights of how visual fields and optical cues affect perceived risks, speed perceptions, and driving speed, in different road locations. Based on the research outputs, cost-efficient road scene augmentation means that plants/shrubs, dividers, markings, overhead frames, or others will be designed. The strategy to implement certain levels of visual field restriction and types of optical cues at different locations will be discussed between the TASI research team and Indiana Department of Transportation (INDOT).]]></description>
      <pubDate>Mon, 20 Dec 2021 16:31:13 GMT</pubDate>
      <guid>https://rip.trb.org/View/1898912</guid>
    </item>
    <item>
      <title>Impact of Pavement Friction on Traffic Safety, Phase
1:Pavement Friction Evaluation</title>
      <link>https://rip.trb.org/View/1722361</link>
      <description><![CDATA[The primary objectives of the proposed study are listed below:
(1) To identify the possible procedures and a list of candidate continuous friction measurement equipment (CFME) technologies to evaluate pavement friction at different test speeds and operational conditions.
(2) To assess the feasibility and possible benefits from the list of candidate CFME technologies to be used in Iowa based on their cost, accuracy, and applicability to the intended evaluation outcomes.
(3) To perform an initial evaluation of the most feasible CFME technology(ies) in concert with the low wind speed technology (LWST) currently available at Iowa  Department of Transportation (DOT).
(4) To provide guidance and recommend the technology(ies) to be used for friction evaluation on different components of the network including curve and low speed segments.
(5) Define a consistent procedure for both routine pavement friction evaluation at the network level and spot investigation for high risk areas.]]></description>
      <pubDate>Wed, 15 Jul 2020 17:17:39 GMT</pubDate>
      <guid>https://rip.trb.org/View/1722361</guid>
    </item>
    <item>
      <title>Deflection Angle Effect on Continuous Driver Performance Along Horizontal Curves</title>
      <link>https://rip.trb.org/View/1705269</link>
      <description><![CDATA[Horizontal curves make up only a small share of mileage in the United States, yet accounted for 23% of all fatal crashes. Overall, research has shown that the average crash rate for horizontal curve locations is approximately three times the average crash rate for the tangent section. Thus, it is important to understand how drivers can more safely transverse these sections of roadways, such as slowing to a safe speed. Drivers’ speed at horizontal curves is due, in part, to their perception of the way in which curves look upon approach. This perception is linked to the curve radius and deflection angles of horizontal curves.
Previous research found that on the tangent section before a curve began, drivers cruised at their highest speeds before slowing most significantly right before the start of the curve (Point of Curvature). Following this, drivers increased their speed slightly until the midpoint of the curve, before exiting the curve at approximately the same speed as the midpoint. However, to date, research has not considered a continuous study of driver speed throughout the entire length of a curve in terms of the impact of the curve deflection angle alone. Thus, it is not known how the intensity of a curve impacts driver performance throughout the time a driver spends traversing the length of a curve, and what the relationship between speed, lane position, curve radii, and deflection angle is throughout each portion of a horizontal curve, from the tangent section prior to the curve, through the tangent section following the curve.
Phase 1: Virtual simulation scenarios will be developed using recorded video of representative horizontal curves from the instrumented vehicle (with camera and LiDAR) and with scenarios developed by GTA5 mod and/or CARLA. These scenarios do not require the physical presence of the participants, but instead can be completed remotely. The scenarios will record the actions of the participants (as if they are playing a video game or playback a video of the horizontal curve). Although this is a reduced version of the actual driving simulator, the recorded actions (e.g., key pressing for gas, brake, steering, etc.) will provide many insights without the need for the physical presence. In addition, this approach provides flexibility for different curves. Phase 2: When the human subject research resumes on campus, we will proceed with a series simulator tests to collect continuous lateral position, acceleration, and velocity data of each driver for each experimental drive on the simulator guided by the outcomes and configurations from Phase 1. Modeling techniques will be utilized to investigate the relationship between continuous speed (and speed differential), braking time, pedal movements, distance traveled along the curve, lateral position, curve radii, and deflection angle.]]></description>
      <pubDate>Thu, 07 May 2020 08:17:23 GMT</pubDate>
      <guid>https://rip.trb.org/View/1705269</guid>
    </item>
    <item>
      <title>Convoluted Gaussian Process (CGP): An Alternative to Facilitate Analysis and Predictions of Multiple DPMs under Several Driving Conditions Using Driving Simulators</title>
      <link>https://rip.trb.org/View/1705267</link>
      <description><![CDATA[This project aims at modeling the interactions among different driving performance measures (DPMs), e.g., standard deviation of lateral position (SDLP) and driving speed, under various driving conditions. The hypothesis is that different DPMs interact with each other and the successful modeling of such interactions could greatly improve the prediction accuracy and reduce the variability of DPMs at untried driving conditions. The project would use driving simulators data to train and test the proposed DPM interaction model, where the DPM prediction accuracy would be evaluated and compared with various alternatives, e.g., generalized linear model, to validate the effectiveness of the proposed model]]></description>
      <pubDate>Thu, 07 May 2020 08:11:24 GMT</pubDate>
      <guid>https://rip.trb.org/View/1705267</guid>
    </item>
    <item>
      <title>Driver Behavior and Performance in High to Low Speed Transitions</title>
      <link>https://rip.trb.org/View/1672446</link>
      <description><![CDATA[As high-speed roads approach urban areas, transition zones are usually provided to encourage drivers to reduce their speed to one that is appropriate for the urban road that they are entering. Managing speed with high-speed to low-speed locations is an important consideration for state and local agencies. Two recent reports, National Cooperative Highway Research Program (NCHRP) Report 737 (Design Guidance for High-Speed to Low- Speed Transition Zones for Rural Highways) and NCHRP Synthesis 412 (Speed Reduction Techniques for Rural High-to-Low Speed Transitions) provide some insight into the effectiveness of specific treatments in safely reducing the speed of vehicles in the transition area. Despite these and other studies, NCHRP Report 737 concludes that “in the United States, design guidance for high- to low- speed transition zones for rural highways is in its infancy". The proposed project is intended to study how driver performance (e.g., average speed, speed variance, and lane position) may be affected by different characteristics of transition zones, especially, with and without specific treatments. It will also examine whether driver performance may vary time of day, traffic conditions, and familiarity with the route. This study will also try to determine at what point in the high to low speed transition area does a driver's speed change, and what factors (e.g., speed limit signs, denser roadside development) are associated with a change. The study locations will be identified through North Carolina Department of Transportation's (NCDOT's) Geographic Information System (GIS) layer with speed limit data. For these study locations, multiple sources of data will be compiled. One important source could be the SHRP2 naturalistic driving study (NDS) data. NDS provides speed and other driver performance data for every 0.1 second for vehicles that were equipped with the onboard technology. In addition, other sources of speed data including data compiled by NCDOT and vehicle probe data from INRIX, HERE, and NPMRDS, will be utilized. For some locations, speed data will be compiled from the field. Finally, crash data will be compiled to assess the safety impacts of these improvements. A final report will be prepared to document the complete research effort including the results of the literature review, selecting of study sites, acquisition of NDS and other data, analysis and evaluation results, and findings.]]></description>
      <pubDate>Wed, 11 Dec 2019 15:54:14 GMT</pubDate>
      <guid>https://rip.trb.org/View/1672446</guid>
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