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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>Improving Traveler Experience Via Alternatives to Roadway/Railway Grade Crossings  </title>
      <link>https://rip.trb.org/View/2646961</link>
      <description><![CDATA[There are more than 240,000 at-grade crossings between railroads and roadways in the U.S. and as the number of freight trains increases, the times of interface and blocked crossings also increases. USDOT reports numerous driver complaints about delays and frequent disruptions, and in some cases, there are delays to emergency vehicles due to excessive numbers of blocked trains. Work is underway to continue documentation and to consider strategies and address the frequent and repeated delays caused by long trains. The most requested remedy is grade separation. Grade separations are extremely expensive, and planning and construction lead times are long, so there is a need to identify other more short-term strategies that will offer travelers and emergency responders options to waiting on the long trains.  

The focus of this research will be Fort Bend County and Harris County, Texas, which include major freight corridors from Port Houston, the 3rd largest container port in the country. Between the two counties, there are at least 11,000 at grade crossings. Specifically, this work will assemble delay time data showing frequency and duration for the identified railroad crossings. The team will conduct literature review and on-line and in-person conversations to determine options and strategies underway by entities (e.g., railroad operators), municipalities, and others to address better traveler information and options to reduce and avoid delay time. Potential options include cameras noting delays and following with notifications to emergency services proximate to locations with frequent delays. The study team will examine whether this information distribution could be expanded to additional users. An additional option to be examined is message signs alerting travelers to blocked crossings in time to adjust their travel route. The expected research outcome is to provide an option to grade separations that will reduce delay time for travelers caused by blocked train crossings. ]]></description>
      <pubDate>Tue, 06 Jan 2026 17:10:14 GMT</pubDate>
      <guid>https://rip.trb.org/View/2646961</guid>
    </item>
    <item>
      <title>Optimizing Signal Timing Through New Technologies</title>
      <link>https://rip.trb.org/View/2640688</link>
      <description><![CDATA[Traditional signal timing optimization is time consuming and requires engineering expertise, often resulting in long delays between optimization cycles. New technologies could provide an opportunity to make the process more efficient by early identification of locations where reoccurring congestion is occurring.  The objectives of this research project are to do a detailed feasibility study of technologies that can aid in identifying locations where current signal timing is causing delays and a process document for implementation of the technology.]]></description>
      <pubDate>Tue, 16 Dec 2025 09:06:42 GMT</pubDate>
      <guid>https://rip.trb.org/View/2640688</guid>
    </item>
    <item>
      <title>Developing a Guideline for Selecting Appropriate Treatment Options for Approaches with Two
Left Turn Lane</title>
      <link>https://rip.trb.org/View/2601432</link>
      <description><![CDATA[Dual left turn lanes are crucial for increasing capacity at busy intersections during peak hours with high left turn volumes; however, they can lead to an increase in delays for all intersection users during low traffic demand periods. This increased delay is experienced since most intersections with dual left turn lanes in North Carolina utilize protected-only left turn signal phases. The protected mode can result in additional delays during off-peak hours due to (a) not being able to utilize gaps in opposing traffic due to the lack of a permissive phase, (b) longer cycle lengths as a result of the additional protected left-turn phases, and (c) increased lost time from additional signal phases. In North Carolina, lost time per signal phase can average around five to six seconds; therefore, adding phases can affect overall intersection efficiency. Despite the importance of selecting the appropriate treatment options for dual left turn lanes in minimizing delays and travel times, there are notable research gaps in the existing literature, and comprehensive guidelines are lacking to inform the decision-making processes.

The primary objective of this research is to develop guidelines and a spreadsheet-based tool to assist North Carolina Department of Transportation (NCDOT) in selecting the most appropriate treatment options for approaches with dual left turn lanes. The research team will evaluate the advantages and disadvantages of various  treatments, including protected-only, permissive, and protected-permissive phasing and a “dynamic left-turn intersection” (DLTi) approach. The research team will also consider exploring other innovative time-of-day treatments similar to DLTi. The project team is aware of potential issues of DLTi with accommodating pedestrians and will look into them in coordination with the steering and implementation committee.​]]></description>
      <pubDate>Thu, 18 Sep 2025 00:53:20 GMT</pubDate>
      <guid>https://rip.trb.org/View/2601432</guid>
    </item>
    <item>
      <title>Enhancing Traffic Delay Prediction Utilizing Data-Driven Techniques</title>
      <link>https://rip.trb.org/View/2485374</link>
      <description><![CDATA[A model that accurately predicts both traffic delays and the queues that result from work zones would be a valuable tool to Arizona Department of Transportation (ADOT), helping the agency to manage traffic, enhance work zone planning, reduce congestion, and improve road safety. Currently, ADOT lacks the ability to generate estimates of congestion and delays that result from lane closures and other forms of planned or unplanned roadway capacity reduction. Instead, the agency relies on rough generalities to manage traffic and maintain safe operating conditions around work zones. 

Integrating a data-driven model—one that is based on roadway capacity and travel demand—into the work-zone management process would help the Traffic Operations Center (TOC) and other ADOT groups respond to both planned and unplanned traffic-delay events. Information that predicts potential problems before they occur could help the TOC prepare more efficiently for closures and other events by anticipating messaging and communication needs to the traveling public.]]></description>
      <pubDate>Fri, 03 Jan 2025 16:08:01 GMT</pubDate>
      <guid>https://rip.trb.org/View/2485374</guid>
    </item>
    <item>
      <title>Impact of All-Way Stop Control Intersections Along Rural and Suburban Corridors</title>
      <link>https://rip.trb.org/View/2452869</link>
      <description><![CDATA[All-way stop control (AWSC) is a superb intersection treatment, producing large crash savings and even mobility at a low cost. In North Carolina, previous research efforts sponsored by the NC Department of Transportation (NCDOT) revealed that AWSC works well under circumstances that previously thought to be questionable including but not limited to large truck percentages, unbalanced demands, and on high-speed roads. Hence, AWSC has been considered by NCDOT as the leading safety treatments. To date, there are more than a hundred AWSC intersections across the state, with more to be installed in the near future.

However, the precondition for AWSC to keep users safe is that drivers are compliant with stop signs, which is not always possible, particularly if drivers see no reason for a stop sign or if drivers are frustrated by the overuse of stop signs. In summary, the effectiveness of an AWSC will be achieved when used at the right place and under the right conditions, while overuse of AWSCs may reduce their effectiveness. While in current practice, there lacks a clear and scientific understanding of the effects of high concentrated AWSCs on the mobility of corridors and drivers’ compliance to stop signs. In this regard, there is an urgent need to investigate if there are factors or thresholds that provide reduced safety benefits when AWSC installations are installed in succession along a corridor. If increases in risk are proven to be related to one or more factors, it is necessary to understand when those safety risks are most likely to be present and why.

The proposed research aims to collect measurable data on the mobility and safety performance of corridors with successive AWSCs and investigate driver behavior when driving through concentrated AWSCs. Specifically, the objective of this research is to (1) investigate safety performance of concentrated AWSCs in terms of crash rate and driver compliance to successional AWSC intersections; based on which, figure out factors that affect drivers compliance to AWSC and assess the potential crash risk caused by violation of stop signs; (2) assess the mobility impacts of AWSC intersection along corridors in terms of travel time and delay, compared to other intersection designs such as two-way stop-control and signal control, etc. The outcome of this research will be practice-ready guidance on the applicability of AWSC intersection along corridors such as the maximum or optimal number of AWSC intersections per unit distance to be deployed along a corridor, which will provide NCDOT planners and engineers with a clear understanding of the density limit on AWSC during the preliminary planning stage of capital improvement projects.]]></description>
      <pubDate>Fri, 15 Nov 2024 15:23:52 GMT</pubDate>
      <guid>https://rip.trb.org/View/2452869</guid>
    </item>
    <item>
      <title>Assessing Ohio's Approach to Clearing Utilities on Highway Projects Process Improvements
</title>
      <link>https://rip.trb.org/View/2431341</link>
      <description><![CDATA[Ohio Department of Transportation (ODOT) has incurred over $30 million dollars in construction related delays in addition to extended traveling time to the public and potential delays to other projects. One leading cause of construction delays is the untimely relocation of utility infrastructure as well as other utility conflicts, including unmarked or mismarked utility locations. The current utility relocation process relies on leveraging communication and good working relationships between ODOT and Utility company staff, with no practical enforcement tools within the law. Research is needed to determine the most cost effective, practical, and safest way to initiate and execute utility coordination. The goal of this project is to identify processes, procedure, and/or statutory changes that could decrease the risks of utility related construction delay occurrences. 

The objectives of this research include the following: (1) Review and identify common causes/factors that have led to utility related construction delays, which may be extrinsic or intrinsic to ODOT, the Utility company, or force majeure. (2) Develop an analysis/spreadsheet/report that identifies projects that have historically been affected by a utility related construction delay broken down by District, utility (type/name), duration (if known), cost (if known). (3) Conduct a review of ODOT's current process to determine successes and opportunities for improvement. (4) Review Utility relocation practices from other DOTs to identify best practices. (5) Provide recommendations on policies and procedures, laws, etc. 
                     ]]></description>
      <pubDate>Tue, 17 Sep 2024 14:27:47 GMT</pubDate>
      <guid>https://rip.trb.org/View/2431341</guid>
    </item>
    <item>
      <title>Integrating Progression Band and Delay Optimization for Arterials with Unbalanced Directional Traffic</title>
      <link>https://rip.trb.org/View/2343710</link>
      <description><![CDATA[Unbalanced directional traffic is commonly observed in commuting corridors, where the high-volume direction may experience queue spillbacks and turning bay blockages that significantly downgrade the traffic efficiency. The traditional wisdom that naturally favors the high-volume direction often neglect the needs of the low-volume direction, incurring unnecessary delays. Such a dilemma raises a challenging need for a signal plan that concurrently ensures the traffic efficiency of both directions with distinct traffic features.
Fully recognizing the achievement of two major families of signal optimization models, delay minimization and progression maximization, this project intend to integrate their merits, and present a novel traffic signal model to minimize the through delay in the high-volume direction while preserving the progression in the low-volume direction. To achieve such an objective, this project will develop a mathematical programming framework with essential formulations. Especially, to estimate the queueing delay accurately with signal related parameters, unlike most existing studies assuming the uniformly distributed incoming traffic flow, the project will explicitly formulate the queue evolution process by accounting for the time-varying vehicle arrival rates resulting from the distinct upstream traffic streams. Such a detailed formulation shall enable the model to flexibly select the optimal phase sequences that allow low-volume traffic streams to
join the queue prior to those high-volume ones, thus minimizing queuing delays despite the maximum queue length being inevitably long. Moreover, the negative impacts of left turn vehicles merging into through queues due to the left-turn bay blockage by the expanding through queue should be also taken into consideration in the through delay computation. The proposed model with carefully designed formulations is expected to yield improved network-wide delay, fewer vehicle stops, and a shorter duration of left-turn bay blockage.]]></description>
      <pubDate>Thu, 22 Feb 2024 15:54:19 GMT</pubDate>
      <guid>https://rip.trb.org/View/2343710</guid>
    </item>
    <item>
      <title>Determine Effectiveness of Construction Management Plans</title>
      <link>https://rip.trb.org/View/2255827</link>
      <description><![CDATA[A Construction Management Plan (CMP) is a document that describes the project execution plan and sequence of construction activities that can be performed in the project considering pending clearances related to unclear utility conflicts, right-of-way (ROW) acquisition, ROW encroachments, ROW relocation, and/or outstanding railroad agreements. Texas Department of Transportation (TxDOT) CMPs are required for projects where the estimates for certification and permit clearance extend beyond three months after letting. One of the main goals of CMPs is to mitigate the risk of construction delays. Since the implementation of CMPs a few years ago, TxDOT has not conducted a thorough review of their effectiveness to date. Therefore, the main objectives of this research project are to conduct a review of TxDOT CMPs, verify the potential impact of TxDOT CMPs on change orders and claims, compile lessons learned, and develop recommendations to make TxDOT CMPs more effective. A guidebook and training materials will be developed to facilitate implementation by districts, divisions, consultants, and contractors.]]></description>
      <pubDate>Wed, 27 Sep 2023 14:48:24 GMT</pubDate>
      <guid>https://rip.trb.org/View/2255827</guid>
    </item>
    <item>
      <title>Evaluation of MDOT's Methodology for Estimating Work
Zone User Delay Times</title>
      <link>https://rip.trb.org/View/2122507</link>
      <description><![CDATA[Michigan Department of Transportation (MDOT) currently uses a macro-enabled spreadsheet called Construction Congestion Cost (CO3) created in the late 1990’s to estimate user delay times and costs that the traveling public can expect to experience while traveling through or around construction work zones. MDOT anticipates after 30 plus years Microsoft may stop supporting the old Excel 95 macros altogether: thus, making CO3
unusable. This proposed research project will allow MDOT to make an informed decision on how best to move forward after evaluating whether CO3 can be updated to ensure future viability or other sustainable software solutions should be implemented to best meet
MDOT’s business needs.]]></description>
      <pubDate>Mon, 31 Jul 2023 11:40:47 GMT</pubDate>
      <guid>https://rip.trb.org/View/2122507</guid>
    </item>
    <item>
      <title>SPR-4710: INDOT Project Change Orders – Root Causes and Recommendations</title>
      <link>https://rip.trb.org/View/2059472</link>
      <description><![CDATA[The research will analyze and document the trends and patterns of change orders associated INDOT projects over a 10-year period, for different project types and at different highway administrative districts. The study will also identify contract types and project types that are more likely to experience a given number of change orders and the total change order cost that can be expected of a given project. Then the research will analyze the impact of change orders on cost overruns and time delay. Finally, a set of recommendations or guidelines will be developed to help INDOT reduce the incidence of change orders.]]></description>
      <pubDate>Fri, 11 Nov 2022 09:35:55 GMT</pubDate>
      <guid>https://rip.trb.org/View/2059472</guid>
    </item>
    <item>
      <title>Prioritizing People - Mixed Equilibrium Assignment for AV Based on Occupancy (Phase II)</title>
      <link>https://rip.trb.org/View/1881798</link>
      <description><![CDATA[Autonomous Vehicles (AV) have the potential to revolutionize transportation operations mode choice. In June 2017, Connecticut Public Act No. 17-69 “An Act Concerning Autonomous Vehicles” authorized the testing of AVs on Connecticut roads. In April 2018, Connecticut launched the Fully Autonomous Vehicle Testing Pilot Program (FAVTPP), which set the permitting and testing requirements for AVs on public roads. Although there is optimism that introduction of AVs will mitigate traffic congestion and vastly improve safety, the transition to a completely AV fleet - which will take time - presents non-trivial problems. In the United States, automobiles did not begin to outnumber horses on roadways until the late 1920’s, twenty years after the first Model T rolled off the production line. If a similar timeline for AV deployment and market penetration holds, the public won’t see AVs outnumber human-driven vehicles until sometime in the 1930’s and won’t see a completely autonomous fleet until somewhat later. This means that for the next 20+ years the public will be operating in a mixed traffic environment including human-driven vehicles, occupied AVs and unoccupied AVs.
Some AVs will operate as part of a centrally owned, shared autonomous fleet in which vehicles are routed according to real-time requests similar to current human-driven e-hailing services.
However, a not insignificant portion of AVs will continue to be owned by a single household. The availability of an AV in a household may allow them to own fewer vehicles at a considerable cost savings, as a single AV could be used to meet multiple household members’ tripmaking needs provided it could reach the next household member in time to get them to their destination on
time. This means that a significant portion of the AV travel time will be unoccupied, depending on the tripmaking needs of the household. These unoccupied AVs will impact the travel times of
occupied AV and human-driven vehicles.
It seems obvious that the travel needs of occupied vehicles (AV and human-driven) should be prioritized, and that empty AVs should be routed to minimize the impacts on occupied vehicles. However, if unoccupied AVs are assigned a route that is too circuitous, it may not be able to meet a household’s tripmaking needs – requiring additional vehicles and eliminating the cost savings for the household of owning an AV.
The central research question of this proposal is: How can unoccupied AVs be routed to minimize the impacts on occupied vehicles without disproportionally hurting households that own an AV?
The proposed research will focus on the following topics:
(1)	Mitigating travel delays experienced by occupied vehicles by minimizing the impact of empty AV route choice.
(2)	Differential route assignment for occupied versus unoccupied vehicles while considering impacts of unoccupied AV route choice on AV owners.
(3)	Application of the methodology on a Hartford, CT case study.
]]></description>
      <pubDate>Mon, 04 Oct 2021 11:52:13 GMT</pubDate>
      <guid>https://rip.trb.org/View/1881798</guid>
    </item>
    <item>
      <title>Evaluation of Advanced Vehicle &amp; Communication Technologies through Traffic Microsimulation (Project I5)</title>
      <link>https://rip.trb.org/View/1868846</link>
      <description><![CDATA[Recent advances in connected and autonomous vehicle (CAV) technology have created an opportunity to employ data and sensor-driven strategies to improve traffic operations on highways. Widespread adoption of these technologies requires the development of algorithms and procedures to fully take advantage of their potential and the data made available by them. Connectivity between vehicles and infrastructure provides a tremendous amount of data that can be used to feed real time adaptive signal control as well as long term traffic management and planning strategies. 

The goal of this project is to develop and enhance traffic operational and environmental evaluation procedures considering the presence of connected and autonomous vehicles within a typical urban traffic stream. Proper evaluation of new control strategies requires accurate simulation of new technologies. This project will build on a previously funded STRIDE project where a simulation extension was built using the microsimulator VISSIM to accurately represent vehicle autonomy and connectivity, and their operational and environmental effects.

In this project the research team will expand the functionality of the extension in order to use a real-time optimization tool (RIO) previously developed with funding from NSF. RIO jointly optimizes vehicle trajectories and signal control by taking advantage of CAV technologies. This optimization algorithm will be implemented in a microsimulation environment, and its operational and environmental effects will be assessed. Further refinements will also be made to the code developed in the previous project. In addition to VISSIM, implementation will also be made in the open source simulator SUMO. The research team will also develop training and education modules for modeling CAV.
]]></description>
      <pubDate>Tue, 27 Jul 2021 09:19:05 GMT</pubDate>
      <guid>https://rip.trb.org/View/1868846</guid>
    </item>
    <item>
      <title>Prioritization Procedure for Proposed Road-Rail Grade Separation Projects along Specific Rail Corridors</title>
      <link>https://rip.trb.org/View/1741493</link>
      <description><![CDATA[While safety continues to be a high priority in the development of road-rail grade separation projects, state and local decision makers need additional, robust criteria when prioritizing these projects for funding and construction. This situation is particularly acute along a rail corridor that is experiencing a significant increase in the number of train movements, or where the operating speed or train length has increased. For instance, the increasing use of rail to transport energy products such as crude oil, or the addition of passenger rail operations, has caused train movements to increase dramatically in several regions of the United States. A more comprehensive set of criteria that balance economic and social benefits and costs could facilitate a more thorough analysis for prioritizing grade crossing separation projects along rail corridors experiencing increasing train movements or changing operating conditions. In times of fiscal constraint, there is a need for a more precise, objective way to evaluate the merits of proposed grade separation projects.   
The objectives of this research are to develop: (1) a prioritization procedure for transportation practitioners to rank road-rail grade separations within specific rail corridors; and (2) a communication toolkit to inform and convey to stakeholders and decision makers the relative objective merits of individual road-rail separation projects within corridors. The prioritization procedure criteria, data sources, and variables for ranking road-rail grade separations, shall include, but not be limited to, the following:       (1) Costs of grade crossing crashes, (2) Impacts of grade crossing delay to truckers, commuters, shippers, railroads, and emergency services  (3)  Sensitivity to expected land use   (4) Economic forecasts  (5) Supply chain and logistics variables       - Consistency with adopted plans and policies  (6) Capital costs  (7) Construction impacts on stakeholders  (8) Alternative or interim solutions to grade crossing separation (9) Environmental impacts  (10) Stakeholder support    
It is expected that the prioritization procedure shall be applied to case studies that demonstrate, evaluate, and refine the procedure and criteria for use across urban and rural areas along rail corridors.  ]]></description>
      <pubDate>Tue, 29 Sep 2020 14:59:42 GMT</pubDate>
      <guid>https://rip.trb.org/View/1741493</guid>
    </item>
    <item>
      <title>Evaluation of the Driveway Assistance Device (DAD) Systems in One-Lane Two-Way Work Zone</title>
      <link>https://rip.trb.org/View/1741272</link>
      <description><![CDATA[When one lane of a two-lane, two-way roadway is closed as a result of a work zone, traffic in each direction will take turns utilizing the one lane that is open. The alternate one-way traffic will be controlled using various methods including flagger, pilot car, or portable traffic signals. However, these control methods are not always feasible for controlling work zone access points that are located in the work zone such as residential driveways, business driveways, or minor side streets.
This proposal will focus on the driveway assistance device (DAD) systems that are located in the one-lane two-way work zone. The proposed study will evaluate DAD systems in Nebraska. Their safety and efficacy will be analyzed quantitative, empirical performance measures including waiting times, compliance rates, and stop locations. It is anticipated that driver survey will also be conducted.
The objectives of this research are to: (1) Determine the DAD display design that best directs drivers to safely enter the one-lane, two-way work zone operation and proceed in the proper direction of travel; (2) Model efficacy of the DAD systems in terms of driver’s compliance or violation behaviors, as well as the time savings for both driveway and the main road traffic; and (3) Develop a Nebraska Department of Transportation (NDOT) implementation guide outlining best practice for using these systems in Nebraska. At present, DAD systems are not included in the Manual on Uniform Traffic Control Devices (MUTCD). As part of the technology transfer component, this project will develop the necessary background material to have the MUTCD approve the use of DAD systems in work zones.]]></description>
      <pubDate>Fri, 25 Sep 2020 15:18:31 GMT</pubDate>
      <guid>https://rip.trb.org/View/1741272</guid>
    </item>
    <item>
      <title>Operational Applications of Signalized Offset T-Intersections</title>
      <link>https://rip.trb.org/View/1723550</link>
      <description><![CDATA[North Carolina Department of Transportation (NCDOT) maintains a significant number of T intersections with developable land occupying the vacant fourth leg. When a need for a fourth leg is established, NCDOT must determine the optimal location of the leg. Common options include adding the leg to the existing intersection as well as moving the leg up or downstream of the existing intersection to create an offset-T configuration. 
\This report first documented the established literature and knowledge regarding the operational and safety impacts of the offset T-intersection versus the 4-leg intersection. Then, it presented results from a microsimulation-based operational study over five development scenarios, two demand to capacity ratios, and nine intersection geometric designs, which resulted in 90 combinations of simulation scenarios. Queue length and delay were employed as measurements of effectiveness. Based on the simulation effort and associated measures, this research provided practice-ready guidelines to NCDOT on the selection of the optimal intersection geometry for each specific development project. In general, this research recommended the L-R offset T-intersection for new developments given its significant benefits in terms of reducing delay, particularly delay to the major street movements. 
]]></description>
      <pubDate>Thu, 23 Jul 2020 13:07:55 GMT</pubDate>
      <guid>https://rip.trb.org/View/1723550</guid>
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