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    <title>Research in Progress (RIP)</title>
    <link>https://rip.trb.org/</link>
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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>Analyzing the accessibility to safe and connected biking infrastructure facilities: an equity perspective</title>
      <link>https://rip.trb.org/View/2626987</link>
      <description><![CDATA[Having designated cycling facilities is crucial to the safety of cyclists, and together with desirable connectivity, it is deterministic to encourage more multimode active mobility. However, this zero-emission, healthy, cost-saving, and community- engaging mobility option is not equally accessible to communities with different socioeconomic status. Built upon existing studies which make primitive attempts on exploring the geographic distribution of the length of bike lanes, this study aims at exploring how socioeconomic factors explain the variability of the quantity of facilities, the quality of facilities, and the connectivity of facilities across different neighborhoods. This project will use the City of Lincoln as a living lab and perform data-driven analysis based on asset inventory data, field data, and census data.
The field data will be creatively collected using a data collection system developed by the researchers before. The study is expected to generate evidence-based policy suggestions, which are planned to be discussed with stakeholders for consensus-backed executable items in technology transfer activities. This project timely responds to the ongoing Lincoln Bike Plan by the City of Lincoln and the County of Lancaster and is well aligned with USDOT’s strategic goals and MATC’s missions, such as “equitable mobility for all” and “net zero emissions”, to name a few.

]]></description>
      <pubDate>Wed, 19 Nov 2025 15:13:44 GMT</pubDate>
      <guid>https://rip.trb.org/View/2626987</guid>
    </item>
    <item>
      <title>Operational Characteristics of Conventional and Electric-Assisted Bicycles and Their Riders</title>
      <link>https://rip.trb.org/View/2487318</link>
      <description><![CDATA[The Minnesota Department of Transportation (MnDOT) Bicycle Facility Design Manual and the American Association of State Highway and Transportation Officials (AASHTO) Guide for the Development of Bicycle Facilities are the go-to resources for the design of bicycle facilities. The values in these manuals are used to make decisions on bicycle projects every day; however, some of the values and calculations presented in these guides are based on information collected 30 or more years ago. The objective of this research is to collect information about basic operating characteristic of conventional bicycles, electric assist bicycles (e-bikes) and their riders. Research will identify the characteristics most relevant to bicycle facility design guidance.]]></description>
      <pubDate>Wed, 08 Oct 2025 10:21:41 GMT</pubDate>
      <guid>https://rip.trb.org/View/2487318</guid>
    </item>
    <item>
      <title>Designing Cycling Facilities for Older Cyclists and Cyclists with Disabilities



</title>
      <link>https://rip.trb.org/View/2558366</link>
      <description><![CDATA[Cycling offers significant mobility, physical, and mental benefits for everyone. Older adults and persons with disabilities cycle for transportation and recreation, and more could do so if facilities were safer and more accessible. The design of cycling infrastructure affects people with disabilities and older adults as cyclists and as pedestrians, and accessibility is essential. While the Americans with Disabilities Act (ADA) requires that cycling facilities be usable by persons with disabilities, current design guidance provides limited direction on how to achieve this, particularly from a U.S. perspective. 

This research will establish an evidence-based foundation for national guidance on accessible cycling infrastructure. The findings of this research—including the conceptual framework, design toolkit, and programmatic recommendations—will inform future updates to the American Association of State Highway and Transportation Officials Guide for the Development of Bicycling Facilities (AASHTO Bike Guide), the primary national reference for bicycle facility design. The geometric considerations would support the advancement in the AASHTO's Policy on Geometric Design of Highways and Streets (AASHTO Green book). The proposed research is expected to develop a conceptual framework for accessible cycle facility design, an illustrated design toolbox, and recommendations for policies and programs that encourage and enable cycling among older adults and persons with disabilities, supporting state departments of transportation (DOTs) and local jurisdictions in implementing accessible cycling facilities.

OBJECTIVE: The objective of this research is to develop a guide for designing cycling facilities for older cyclists and cyclists with disabilities. The guide will support creation of accessible and safe cycling infrastructure that accommodates the physical, sensory, and cognitive needs of riders.]]></description>
      <pubDate>Thu, 29 May 2025 13:12:53 GMT</pubDate>
      <guid>https://rip.trb.org/View/2558366</guid>
    </item>
    <item>
      <title>"Prioritizing Active Transportation Facilities That Would Benefit from Retrofits” and “Evaluation of Separated Bike Lane Vertical Elements."</title>
      <link>https://rip.trb.org/View/2441453</link>
      <description><![CDATA[This research will provide a guide to implementation of vertical elements for separated bike lanes (e.g., flex posts, curbs, and planters) in terms of design, safety outcomes, and maintenance of implemented safety measures. Reflectivity and color design issues may also be considered. This research effort should reference and build on the following resources: (1) FHWA Bikeway Selection Guide
https://safety.fhwa.dot.gov/ped_bike/tools_solve/docs/fhwasa18077.pdf (2) FHWA Guidebook for Measuring Multimodal Network Connectivity
https://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/multimodal_connectivity/ and (3) FHWA Separated Bike Lane Planning and Design Guide.]]></description>
      <pubDate>Tue, 15 Oct 2024 12:35:15 GMT</pubDate>
      <guid>https://rip.trb.org/View/2441453</guid>
    </item>
    <item>
      <title>New Transit, Bike Infrastructure, and Green Space: Do They Have a Multiplying Effect on Gentrification and Displacement?</title>
      <link>https://rip.trb.org/View/2422603</link>
      <description><![CDATA[Researchers have documented how new rail transit and bus rapid transit (BRT), new bike infrastructure, and new parks have contributed to gentrification. Much of this research, however, has focused on one type of investment at a time, has used aggregate tract-level data, and has only examined whether gentrification follows public investment, and now whether it can also precede it. To start addressing this gap, this project seeks to disentangle the impacts of different public investments on neighborhood change. We ask: Do new transit, bike infrastructure, and green space have a multiplying effect on gentrification and displacement? Specifically, when new transit is built in low-income communities, do concurrent investments in bike infrastructure or green space increase the odds of gentrification and displacement? And does gentrification precede public investments in new transit, bike infrastructure, and green space? We will focus on four metropolitan areas in the Western U.S. (Denver, Wasatch Front, Portland, and Seattle) that have seen significant investment in new rail/BRT, bike infrastructure, and parks. We will build a longitudinal dataset with household-level data from Data Axle between 2006 and 2023 in the four regions. Data for public investments will come from Transit Explorer (transit and BRT), metropolitan planning organizations and cities (bike infrastructure), and the Trust for Public Land (parks). We will classify households in gentrification-eligible tracts as treatment if within a half mile of a new public investment (e.g., new rail transit) and as control if otherwise, considering multiple combinations of proximity to several types of public investments (e.g., proximity to new rail transit and park vs. proximity to park only). We will then build mixed-effect models to track residential mobility in and out of areas near new transit but without new park investment and bike infrastructure investments and compare such residential mobility with new transit areas that do have new parks and/or new bike infrastructure. To do so, models will include interaction terms between the various treatments (e.g., transit treatment and park treatment). Thanks to this household-level dataset, we will be able to track the low-income households who will move out of various treatment areas, which will enable us to model potential displacement processes. In these models, we will control for several other variables such as neighborhood demographics, housing characteristics, crime, and other characteristics known to affect gentrification and displacement. We will use evidence from this study to define gentrification and displacement propensity factors associated with new public investments in sustainable infrastructure. We will disseminate such propensity factors via a peer-reviewed publication and policy brief. We believe that these factors will inform the planning of transit-oriented developments by providing planners with information about the potential impacts of other public investments alongside transit. To make it easier for researchers to use household-level data such as Data Axle to model gentrification and displacement, we will share publicly the code we will develop to process and analyze such data. If permitted, we will share data about new parks and new bike infrastructure in the four selected metropolitan areas. Outputs will include 1. A peer-reviewed publication describing the results of the study 2. A peer-reviewed publication describing the technical aspects of using Data Axle to model neighborhood change and residential mobility 3. A policy brief for practitioners summarizing our main findings and providing recommendations about propensity factors of gentrification and displacement induced by new transit on its own and in conjunction with other investments 4. A presentation for practitioners disseminated via a webinar 5. A conference presentation 6. A webpage that will host the R and Python codes we used to process and analyze Data Axle data; the page will also host all data collected and processed in this study, except for Data Axle data.]]></description>
      <pubDate>Tue, 27 Aug 2024 18:12:02 GMT</pubDate>
      <guid>https://rip.trb.org/View/2422603</guid>
    </item>
    <item>
      <title>Assessing the Effectiveness of Bicycle Infrastructure Treatments through a Large-Scale Trajectories collected with Drones</title>
      <link>https://rip.trb.org/View/2325391</link>
      <description><![CDATA["Assessing the Effectiveness of Bicycle Infrastructure Treatments through a Large-Scale Trajectories collected with Drones" is a comprehensive study designed to evaluate the safety implications of various bicycle infrastructure treatments, such as bike lanes, protected bike lanes, bike boxes, and two-stage turn queue boxes in urban environments. Recognizing the limitations of current research methods that either focus on single intersections or rely on simulations and underreported crash data, this project proposes a novel approach using drones to collect extensive trajectories of all road users in signalized urban arterials. The two-fold objective of the study is to implement a large-scale experiment with drones to gather detailed modal trajectories and to utilize these data to develop surrogate safety measures for evaluating the impact of bicycle infrastructure treatments on bicyclist and motorist safety.

The research plan is structured around two primary questions: identifying effective surrogate safety metrics for bicycle treatments along arterials and understanding the influence of the continuity and density of bicycle infrastructure on road user behavior. The study will utilize drones to monitor areas with various bicycle infrastructure treatments, capturing the behavior of motorists and vulnerable road users, especially bicyclists. The drone flights, conducted by MobiLysis, will record traffic during peak periods on selected signalized arterials with diverse socioeconomic characteristics and bicycle demand. Trajectories extracted from drone footage will be analyzed to develop surrogate safety measures, correlating them with factors such as infrastructure type, connectivity, density, and road geometry.]]></description>
      <pubDate>Fri, 19 Jan 2024 10:43:37 GMT</pubDate>
      <guid>https://rip.trb.org/View/2325391</guid>
    </item>
    <item>
      <title>Integrating Non-Motorist Facility Data into Comprehensive Road Safety Assessment</title>
      <link>https://rip.trb.org/View/2229366</link>
      <description><![CDATA[This project aims to enhance pedestrian and bicyclist safety understanding, bolster educational and professional capacities, and facilitate the practical implementation of computer vision techniques in transportation planning and engineering, ultimately leading to safer transportation systems for pedestrians and cyclists. The project will address challenges in gathering pedestrian facilities data and assessing safety concerns for pedestrians and bicyclists, encompassing a comprehensive process involving literature review, case study design, data collection and preparation, model development and validation, result analysis, and recommendation formulation. Through innovative approaches utilizing satellite images and image processing techniques such as spatial analytics and deep learning models, the project intends to extract crucial information about pedestrian and bicyclist facilities and nighttime streetlight conditions. By leveraging deep neural networks and statistical analysis, the project aims to compare longitudinal datasets, predict injury risks, identify high-risk areas, and unravel potential risk factors and relationships contributing to pedestrian and bicycle accidents, thereby informing evidence-based decisions and interventions. The  outcomes of this project will be disseminated through technical reports and academic discussion, contributing to the understanding of non-motorist safety, encouraging further research, and providing educational resources for transportation programs.]]></description>
      <pubDate>Thu, 17 Aug 2023 08:18:52 GMT</pubDate>
      <guid>https://rip.trb.org/View/2229366</guid>
    </item>
    <item>
      <title>Understanding External Factors and Workload’s Impact on Cyclist Safety</title>
      <link>https://rip.trb.org/View/2229119</link>
      <description><![CDATA[The Federal Highway Administration is encouraging states to adopt “Complete Streets” which has motivated many states to start mandating “Complete Streets” policies. Hence, there is an urgent need to accelerate and advance the research on cyclists’ behavior because policies empower the construction of active transportation infrastructure while guidelines and data to guide and understand cyclist behaviors have not caught up yet. Given the previous background, the main objective of this research is to collect data that describe cyclists’ behavior in simulation and field environments. Then create a naturalistic cycling database and continue to update it. The collected data is meant to help understand different cyclists’ behavior, perception, and workload when operating under different conditions, infrastructural situations, and diverse cyclists. The prospect collected data include but are not limited to reaction times, expressions of visibility, and quantification of safety and comfort.  The research team wants to utilize the outcomes of the previous objective to develop cycling’ models for design and safety by identifying Albuquerque’s cycling infrastructure weaknesses from human factors’ perspective and suggest possible improvements. In other words, identifying the vulnerability of Albuquerque's cycling infrastructure which will be translated into safety countermeasures.]]></description>
      <pubDate>Wed, 16 Aug 2023 12:10:46 GMT</pubDate>
      <guid>https://rip.trb.org/View/2229119</guid>
    </item>
    <item>
      <title>Technical Support to Increase Safety for People Walking and Biking in Big Sky</title>
      <link>https://rip.trb.org/View/2216649</link>
      <description><![CDATA[The goal of this project is to develop an understanding of existing roadway and transportation infrastructure in Big Sky and use that information to develop new bicycle and pedestrian safety-centric pop-up projects in the Town Center and Meadow Village. This process will engage local leaders and residents and empower the Big Sky community to lead their own walk audits and pop-up demonstration projects in the future. They will also be provided with a technical memo of Big Sky pedestrian and bicycle friendly tools such as concept drawings, traffic calming examples, relevant case studies and design documents, and cost estimates.]]></description>
      <pubDate>Thu, 20 Jul 2023 17:09:46 GMT</pubDate>
      <guid>https://rip.trb.org/View/2216649</guid>
    </item>
    <item>
      <title>The (In)Equitable Distribution of Quality Bicycling Infrastructure</title>
      <link>https://rip.trb.org/View/1944008</link>
      <description><![CDATA[This project seeks to investigate the development of bicycling infrastructure through a transportation justice lens. More specifically, how equitable has the distribution of this infrastructure been across the socioeconomic/sociodemographic spectrum? The authors will also seek to investigate whether the installation of bicycling facilities leads to socioeconomic/sociodemographic changes in a neighborhood or vice versa. While the authors will not be able to resolve this causality dilemma, the authors will be able to identify the strength and direction of these relationships. The authors will answer these research questions via an exhaustive, longitudinal data collection effort – for at least ten U.S. cities – combined with statistical analysis. The results will assist cities and DOTs in managing and monitoring their bicycling infrastructure, assessing its equality, as well as understanding the potential implications for those that live and work in these neighborhoods. The results of this project will benefit cities looking to better understand, manage, and monitor their bicycling infrastructure while also providing them with a better understanding of the neighborhood/housing impacts associated with infrastructure decisions.
]]></description>
      <pubDate>Sun, 04 Sep 2022 15:04:28 GMT</pubDate>
      <guid>https://rip.trb.org/View/1944008</guid>
    </item>
    <item>
      <title>Defining Appropriate Design and Accommodation Thresholds for Active Transportation in a Context-Driven Approach</title>
      <link>https://rip.trb.org/View/1957087</link>
      <description><![CDATA[A common approach used in transportation design is to set minimum accommodations or guidelines, such as a minimum width, for a sidewalk or bikeway. Such guidelines provide for a basic level of infrastructure quality in cases where they are applied. The concept is also used at the planning level; for example, some Complete Streets policies specify minimum accommodations for pedestrians and bicycles. However, the minimum accommodations are frequently used as the default or preferred width in all cases, even though these widths often do not provide a level and quality that will significantly increase the use of walking, bicycling, and rolling, particularly among all types of users and in areas where greater walking, bicycling, and rolling activity is possible. Research is needed on the design flexibility and the different levels of accommodation recommended for different contexts and roadway types.

OBJECTIVE: The objective of this research is to develop an active transportation guide and tool (or tools) that provide a decision-making framework for the adoption and implementation of supportive active transportation infrastructure and design ranges that provide better safety, comfort, and accessibility while still serving all surface transportation users and functions.

The deliverables are expected to include: Performance criteria and qualitative, quantitative, and/or surrogate measures used in decision-making regarding the application of different active transportation design; Ranges of active transportation design values and other accommodations; Succinct communication materials targeting different audiences, such as executive offices, planning and design professionals, and members of the general public. The use of creative design and graphics is encouraged; A conduct of research report that describes and documents the full research project; and An implementation plan focused on the practitioner that markets and encourages adoption of the products of this research, including training materials, opportunities to present material in conferences and other venues, and potential opportunities for integration into industry design standards and guides.]]></description>
      <pubDate>Mon, 23 May 2022 16:37:05 GMT</pubDate>
      <guid>https://rip.trb.org/View/1957087</guid>
    </item>
    <item>
      <title>Case Studies of Communities of Less Than 10,000 People with Bicycle &amp; Pedestrian Infrastructure</title>
      <link>https://rip.trb.org/View/1890064</link>
      <description><![CDATA[Previously, Bicycle & Pedestrian Infrastructure Improvements Realized in Communities of Less Than 10,000 People proved that exemplary infrastructure can exist in some of the smallest communities in the United States.  This prior study identified characteristics (adherence to speed limits, numerous champions, bicycle & pedestrian programs and groups, and community approval process) found to define the difference between these small communities that have been successful as compared with those that have had less success.
This current research study was identified as future research in the prior study.  
Three case studies per state (Florida, Kentucky, Minnesota, New Mexico, and Vermont), for a total of 15 case studies for the project, will be developed for communities with 10,000 or fewer people to demonstrate notable examples of implementation of bicycle and pedestrian infrastructure.  Through Western Transportation Institute at Montana State University’s experience with technology transfer, experience has shown that putting knowledge into case studies, which small, rural communities can point to, significantly influences adoption.  This is particularly important because of the 19,495 cities and town in the United States, 84.2% of them fall below the 10,000 people threshold in the United States.
The research will focus on small communities (those less than 10,000 people) in three communities within a state within each of the five regions: North-East, South-Atlantic, North-Central, South-Gulf, and West, for a total of 15 case studies developed.  The results can be used by peer small communities as examples of what can be implemented.
This research is jointly funded by the Small Urban, Rural, and Tribal Center on Mobility (SURTCOM), and three state departments of transportation. This project is the portion funded by SURTCOM.]]></description>
      <pubDate>Thu, 04 Nov 2021 10:13:12 GMT</pubDate>
      <guid>https://rip.trb.org/View/1890064</guid>
    </item>
    <item>
      <title>Investigating the Impact of COVID-19 Pandemic Outbreak on Bike Share Usage and Ridership: A Case Study in Houston</title>
      <link>https://rip.trb.org/View/1881802</link>
      <description><![CDATA[Public bicycle share systems have increased from operating in a few European cities to expanding in the United States at an increasing pace. During the COVID-19 pandemic outbreak, people may opt to bike instead of riding transit to avoid exposure to the coronavirus.
The goal of this project is to investigating the impact of COVID-19 pandemic outbreak on bicycling mode share. The research is developed based on the CAMMSE theme of addressing the FAST Act research priority area of “Improving Mobility of People and Goods.” The research is relevant to three CAMMSE research thrusts, “Innovations to improve multi-modal connections, system integration and security” and “Develop data modeling and analytical tools to optimize passenger and freight movements.” Specific project objectives include:
(a)	Identify potential attributes related to bike sharing demand,
(b)	Examine the trip distribution of bike share users throughout the four seasons of the year, and the different hour blocks of a day,
(c)	Model bike share station activity,
(d)	Examine and locate the dock stations in relation to potential demand, and
(e)	Investigate system users and impacts on the bike share.
]]></description>
      <pubDate>Mon, 04 Oct 2021 12:12:21 GMT</pubDate>
      <guid>https://rip.trb.org/View/1881802</guid>
    </item>
    <item>
      <title>Analyze the Use of Green Pavement Markings: Intersection Safety for Non-Motorized Users</title>
      <link>https://rip.trb.org/View/1867283</link>
      <description><![CDATA[TxDOT has not applied for MUTCD Interim Approval for the Green Colored Pavement (IA-14) but individual jurisdictions within Texas have applied for and received approval under IA-14, including Austin, El Paso, McAllen, Odessa, and Ft. Worth. Local TxDOT districts are required to respond to the local agency’s request.  These positions may vary by district and require staff to investigate and to perform the due diligence to develop a position on the proposed application. TxDOT currently holds no position or data to evaluate the use of green-colored pavement at intersections to increase safety. This lack of data not only affects the safety of bicyclists but also hinders the planning and design of traffic devices to improve safety, and the inconsistent application of green pavement markings throughout Texas undermines the goal of uniform traffic control devices. This research will provide on-the-ground evidence on the impact of green colored pavement at intersections on safety. This research will provide TxDOT with the necessary input to either apply for MUTCD Interim Approval for the Green Colored Pavement (IA-14) and/or respond to FHWA’s request for TxDOT’s official response to cities’ request for MUTCD interim approval. The researchers will evaluate usage by bicyclist and pedestrian approaches and provide at least two pilot locations- likely in Houston and Austin. The research approach may include bicycle and pedestrian counts, STRAVA crowd-sourced pedestrian and bicyclist data (already purchased by TxDOT), questionnaires, as well as observational surveys of pedestrian, bicyclist and motorist behaviors.  These activities might be collected at intersections with green-colored paint and at control intersections without green paint.  The research will be used to provide a report with recommended best-practices on the implementation of green-colored paint and as a cost-benefit analysis of the usage of green-colored pavement markings to improve safety for non-motorized users.  The research report will document the findings of the research, including new safety prediction models and updated features within the TRSD ]]></description>
      <pubDate>Wed, 21 Jul 2021 13:28:46 GMT</pubDate>
      <guid>https://rip.trb.org/View/1867283</guid>
    </item>
    <item>
      <title>Development of a Toolkit on Innovative Finance Strategies to Accelerate Bicycle and Pedestrian (Active Transportation) Project Delivery: "Diversifying DOT’s Build America Bureau (BAB) Portfolio to Include Underutilized Stakeholders."
</title>
      <link>https://rip.trb.org/View/1758946</link>
      <description><![CDATA[This research will provide state of the practice information on implementing innovative finance strategies to accelerate active transportation project delivery, convene peer exchange among noteworthy implementers, and develop an innovative finance toolkit. The innovative finance toolkit is intended to help transportation agencies and practitioners identify strategies for accelerating delivery of active transportation infrastructure projects (bicycle, pedestrian, network connections to transit, and other active transportation modes). ]]></description>
      <pubDate>Tue, 22 Dec 2020 15:54:26 GMT</pubDate>
      <guid>https://rip.trb.org/View/1758946</guid>
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