<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Research in Progress (RIP)</title>
    <link>https://rip.trb.org/</link>
    <atom:link href="https://rip.trb.org/Record/RSS?s=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJkYXRlaW4iIHZhbHVlPSJhbGwiIC8+PHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMTYiIC8+PC9wYXJhbXM+PGZpbHRlcnM+PGZpbHRlciBmaWVsZD0iaW5kZXh0ZXJtcyIgdmFsdWU9IiZxdW90O0dlb21ldHJpYyBkZXNpZ24mcXVvdDsiIG9yaWdpbmFsX3ZhbHVlPSImcXVvdDtHZW9tZXRyaWMgZGVzaWduJnF1b3Q7IiAvPjwvZmlsdGVycz48cmFuZ2VzIC8+PHNvcnRzPjxzb3J0IGZpZWxkPSJwdWJsaXNoZWQiIG9yZGVyPSJkZXNjIiAvPjwvc29ydHM+PHBlcnNpc3RzPjxwZXJzaXN0IG5hbWU9InJhbmdldHlwZSIgdmFsdWU9InB1Ymxpc2hlZGRhdGUiIC8+PC9wZXJzaXN0cz48L3NlYXJjaD4=" rel="self" type="application/rss+xml" />
    <description></description>
    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Research in Progress (RIP)</title>
      <url>https://rip.trb.org/Images/PageHeader-wTitle-RIP.jpg</url>
      <link>https://rip.trb.org/</link>
    </image>
    <item>
      <title>Improving Transportation Infrastructure Safety Through Flow and Scour Analysis at Porous Riverbank Protection Structures</title>
      <link>https://rip.trb.org/View/2695864</link>
      <description><![CDATA[Project Description: Protecting riverbanks from erosion during flood events is critical for ensuring the safety of transportation infrastructure located near rivers. Such erosion can undermine roadways and bridge foundations, leading to failures such as those observed on I-40 in North Carolina following Hurricane Helene. In locations where riverbank erosion poses a significant transportation asset risk, porous riverbank protection structures such as engineered logjams (ELJs) have been implemented as alternatives to traditional revetment approaches. The geometric design of ELJs deflects flow away from banks while their porosity reduces drag and toe scour, thereby limiting additional flood-related failure risks. Additionally, ELJs can be constructed incrementally using off-channel crane equipment, which reduces construction costs associated with channel diversion and dewatering. 

Improved tools are needed to predict how flow deflection and scour vary with ELJ porosity and internal structure. Advancing this knowledge will support more reliable ELJ design and reduce the risk of over- or under-design. A larger database of flow and scour depth measurements for ELJs with a range of porosities and characteristics is needed to improve scour prediction methods and provide flow validation data for two- and three-dimensional hydraulic models.

To address these research gaps, laboratory experiments will be conducted in a 32-foot-long open-channel flume to quantify flow and scour at porous bank protection structures. Model ELJs will be fabricated using 3D printing to have identical external geometry but systematic variation in porosity and pore configuration. Flow fields will be measured using UMKC’s particle image velocimetry (PIV) system that can measure turbulent flow fields around channel obstructions with high resolution (<1 mm vector resolution). These PIV measurements will be used to quantify flow deflection and shear stress amplification. In addition, clear-water scour experiments will document the maximum scour depth for each ELJ configuration. 
]]></description>
      <pubDate>Thu, 23 Apr 2026 17:50:53 GMT</pubDate>
      <guid>https://rip.trb.org/View/2695864</guid>
    </item>
    <item>
      <title>Synthesis of Information Related to Highway Practices. Topic 57-01. Performance-Based Design Practices</title>
      <link>https://rip.trb.org/View/2630482</link>
      <description><![CDATA[Preliminary Scope: Roadway geometric design has traditionally involved the application of tools, methods, dimensions, and criteria. The tools used in the current process have been dimensionally based, and designers typically follow the values in tables and equations from American Association of State Highway and Transportation Officials (AASHTO) or agency policies. The typical purpose of the roadway geometric design process is to provide the necessary three-dimensional features (horizontal alignment, vertical alignment, cross-section) for a roadway to address identified problems/needs and provide the appropriate level of mobility and safety outcomes for all road users. The traditional philosophical approach to design has been to treat minimum or desirable design criteria as adequate to produce acceptable performance. More recently, performance-based design (PBD) for roadways has advanced within the design profession and focuses on using specific, quantifiable (and sometimes qualitative) performance measures to guide design decisions, rather than simply adhering to traditional, dimensionally driven design standards. 

The objective of this synthesis is to document current state department of transportation (DOT) practices for development and use of performance-based geometric design tools, methods, and approaches, also known as “performance-based practical design” (PBPD).

Information to be gathered includes (but is not limited to): (1) State DOTs’ current use of and approaches to PBD/PBPD programs, including priorities and needs (e.g., context alignment, safety improvement, congestion relief, and asset management); (2) How state DOTs consider a project’s context, potential impact, and stakeholder input during the design process (e.g., land use, environmental concerns, community values); (3)   Performance measures and analytical tools that evaluate the effectiveness and performance of different design options; and (4) The financial feasibility of different design options.

Information will be gathered through a literature review, a survey of state DOTs, and follow-up interviews with selected DOTs for the development of case examples. Information gaps and suggestions for research to address those gaps will be identified.

Information sources (partial): (1) Laustsen, K., et. al. 2024. Quantifiable Application of Performance-Based Design. Transportation Research Record: Journal of the Transportation Research Board, 2678:11. https://doi.org/10.1177/03611981241246785.
(2) Torbic D. J., et al. 2023. NCHRP Research Report 1064: Pedestrian and Bicycle Safety Performance Functions. Washington, DC: Transportation Research Board. https://doi.org/10.17226/27294. (3) Michigan DOT: SPR-1736, Corridor and Systemwide Application of Performance Based Practical Design. 2023. https://www.michigan.gov/mdot/programs/research/research-projects/recently-completed-projects/spr-1736. (4) Ray, B. L., et al. 2022. NCHRP Web-Only Document 320: Aligning Geometric Design with Roadway Context. Washington, DC: Transportation Research Board. https://doi.org/10.17226/26535. (5) Sanders, R., et al. 2020. NCHRP Research Report 926: Guidance to Improve Pedestrian and Bicyclist Safety at Intersections. Washington, DC: Transportation Research Board. https://doi.org/10.17226/25808.
(6) Neuman. T. R., et al. 2016. NCHRP Research Report 839: A Performance-Based Highway Geometric Design Process. Washington, DC: Transportation Research Board. https://doi.org/10.17226/24626. (7) Guidebook for Developing Pedestrian & Bicycle Performance Measures, FHWA. 2016. (8) https://rosap.ntl.bts.gov/view/dot/50784. (9) Ray, B. L., et al. 2014. NCHRP Report 785: Performance-Based Analysis of Geometric Design of Highways and Streets. Washington, DC: Transportation Research Board. https://doi.org/10.17226/22285. (10) AASHTO Highway Safety Manual, 1st Edition. with 2014 Supplement. (11) McGee, H. W., Sr. 2013.  NCHRP Synthesis 443: Practical Highway Design Solutions. Washington, DC: Transportation Research Board. https://doi.org/10.17226/22636. (12) Parker, T. L. 2012. NCHRP Legal Research Digest 57: Tort Liability Defense Practices for Design Flexibility. Washington, DC: Transportation Research Board. https://doi.org/10.17226/14656. (13) Dorothy, P. L. and Thieken, S. L. 2011. NCHRP Synthesis 422: Trade-Off Considerations in Highway Geometric Design. Washington, DC: Transportation Research Board. https://doi.org/10.17226/22842.]]></description>
      <pubDate>Wed, 26 Nov 2025 18:14:11 GMT</pubDate>
      <guid>https://rip.trb.org/View/2630482</guid>
    </item>
    <item>
      <title>Aligning Geometric Design with Roadway Context</title>
      <link>https://rip.trb.org/View/2600545</link>
      <description><![CDATA[Since 1984, AASHTO’s A Policy on the Geometric Design of Highways and Streets (the “Green Book”) and other roadway design criteria have been primarily based on a functional classification system of a hierarchical network composed of arterials, collector, and local roads. This classification was further assigned by an urban or rural designation. This system is described in detail in Highway Functional Classification Concepts, Criteria, and Procedures (FHWA-PL-13-026). The objective of this research is to draft Part IV (Facility Design in Context) of the proposed eighth edition of the Green Book (GB8), using a consistent structure for the context chapters and drawing content from the Green Book and research-based sources. This material should be suitable for direct use in a future project to develop the GB8, although the development of Parts I-III may prompt changes. One of the major changes is Part IV that will build upon the context classes in NCHRP Research Report 855 and Chapter 1 of the Green Book, seventh edition. Some of the reasons for this addition are: (1) The context classes better delineate the needs of all users of the roadway and provide a linkage to the land use. (2) The context class of the road will often influence design decisions more than the functional class of the road. (3) This approach better reflects the state of the practice and emerging design issues, including context-sensitive design, livable communities, practical design, and complete streets. (4) This organization could reduce redundancies in the existing Green Book text while also allowing more specificity in recommendations for design solutions and evaluation of tradeoffs. (5) These chapters should promote consistency in how these context classes are defined and applied across the United States. (6) The reorganization will allow a fresh look at the content of the Green Book and help identify areas for improvement. Research is needed to determine how the current design guidance in the Green Book and other good sources can be reorganized by context class. Production of the GB8 will be done in a larger, subsequent effort.]]></description>
      <pubDate>Thu, 18 Sep 2025 15:52:49 GMT</pubDate>
      <guid>https://rip.trb.org/View/2600545</guid>
    </item>
    <item>
      <title>Environmental Impact of Roundabouts</title>
      <link>https://rip.trb.org/View/2566963</link>
      <description><![CDATA[The objective of this project is to investigate the effects on vehicle emissions of replacing a signal-controlled, or stop-controlled intersection, with a roundabout, using a before-and-after approach based on field data measurements and microsimulation traffic simulation. This project will consider five roundabouts representing various geometric, control, and traffic types. They are located in various towns in the State of Connecticut, namely Ellington, Glastonbury, Guilford, Monroe, and Salem. Each roundabout has its own unique geometric and traffic operational characteristics and was designed and built for difference reasons]]></description>
      <pubDate>Wed, 18 Jun 2025 16:13:59 GMT</pubDate>
      <guid>https://rip.trb.org/View/2566963</guid>
    </item>
    <item>
      <title>Development of U.S. Vehicle Capacity Models for Multilane and Turbo Roundabouts

</title>
      <link>https://rip.trb.org/View/2558402</link>
      <description><![CDATA[Turbo roundabouts are designed to limit improper lane changing behavior within multilane circulatory roads by providing physical lane separation. Turbo roundabouts also feature more radial entries than conventional designs, which may affect vehicle entry paths, speeds, and gap acceptance. Originating in Europe, turbo roundabouts have been gradually adopted internationally. Although many state, local, and tribal transportation agencies are contemplating turbo roundabouts as potential alternatives for new or reconstructed intersections to improve safety and operations, to date only a few have been constructed in the United States.

A key question in implementing turbo roundabouts in the United States is vehicle capacity, as drivers may approach, enter, and navigate these facilities differently from conventional roundabouts. A U.S.-based capacity model for turbo roundabouts does not currently exist, and European models are not directly transferable due to differences in driver behavior, vehicle characteristics, and design practices. In addition, the existing multilane roundabout capacity model in the Highway Capacity Manual (HCM), 7th edition, was developed over a decade ago and cannot account for key geometric factors that influence capacity and operations. In addition, changes in design practices and increased driver familiarity with roundabouts may have further affected the model’s accuracy since its development.

Research is needed to support efforts by state departments of transportation (DOTs) to assess operational performance of multilane and turbo roundabouts.

OBJECTIVE: The objective of this research is to develop adaptable vehicle capacity models for multilane and turbo roundabouts to accurately estimate performance by considering key geometric factors such as entry and exit angles, inscribed circle diameters, and physical separation.]]></description>
      <pubDate>Wed, 28 May 2025 09:52:47 GMT</pubDate>
      <guid>https://rip.trb.org/View/2558402</guid>
    </item>
    <item>
      <title>Designing Roadside Safety Hardware for Emerging Vehicle Types</title>
      <link>https://rip.trb.org/View/2521578</link>
      <description><![CDATA[The objective of this Pooled Fund is to assist transportation agencies in designing safe, reliable, and cost-efficient transportation network for the ever-growing emerging and heavy vehicle fleet. One primary focus of this research program will be to improve roadside safety hardware to address identified performance limitations. Standard W-beam guardrail is the most common longitudinal barrier system used across the country, and crash testing has already demonstrated its inability to contain emerging vehicles. Other current roadside safety standards will be tested under NCHRP Project 22-61. This program will support the next important research step of improving the design of hardware found to be noncompliant with Manual for Assessing Safety Hardware (MASH) criteria when tested with emerging vehicles.

The scope of this Pooled Fund will also include other needed emerging vehicle research areas, such as the effects of emerging vehicles on roadway geometric design and loading on transportation structures such as parking garages. Given the increasing percentage of emerging vehicles across the country, all states will benefit from participation in this Pooled Fund program. ]]></description>
      <pubDate>Tue, 11 Mar 2025 15:07:05 GMT</pubDate>
      <guid>https://rip.trb.org/View/2521578</guid>
    </item>
    <item>
      <title>Develop Crash Predictive Methods for Frontage Roads Including Ramp Terminals, and Intersections with Crossroads in Texas</title>
      <link>https://rip.trb.org/View/2437688</link>
      <description><![CDATA[Currently, no frontage specific intersection or ramp terminal predictive methods are available, and transportation engineers typically apply methods developed for non-frontage road intersections to evaluate their safety. Additionally, no guidelines exist to select the appropriate distance between adjacent ramps and/or intersections, ramp type and their orders, and distance between ramps and driveways. The first objective of this project is to develop Safety Performance Functions (SPFs) and Crash Modification factors (CMFs) for ramp terminals and intersections of frontage roads with crossroads. The second objective of this project is to evaluate the safety impact of weaving on the frontage road versus weaving on the freeway. The research team will collect site characteristics data and develop crash predictive methods for different types of frontage road segments and intersections on frontage roads, including ramp terminals. The research team will develop these models by area type (i.e., large urban, small urban, suburban/fringe, and rural), Texas Department of Transportation's (TxDOT) regions, and facility type (one-way and two-way). These models will supplement the generic SPFs developed in TxDOT's 0-7083 project. The research team will incorporate the crash predictive methods into spreadsheet tools to facilitate the analysis and to support project design decisions of frontage roads. The researchers will also develop a framework for selecting an appropriate configuration for frontage road segments and intersections, and as well guidance for the minimum distance from ramp terminal to crossroad intersection and a need for lane additions.]]></description>
      <pubDate>Thu, 03 Oct 2024 10:27:15 GMT</pubDate>
      <guid>https://rip.trb.org/View/2437688</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>Determine Hydroplaning Potential Using Existing Pavement Asset Data</title>
      <link>https://rip.trb.org/View/2420099</link>
      <description><![CDATA[To accurately assess hydroplaning potential at the network-level, the following pieces of information are essential: transverse profile and rutting, macro- and micro-texture, pavement width, radius of curvature, superelevation, cross slope, and grade. To date, 
Texas Department of Transportation (TxDOT) possesses all these pieces of information except for cross slope, which is one of the most important variables. Therefore, the research teams will gather those data elements and compile a comprehensive project database. The research teams will also identify critical data gaps and develop both a system and methodology for determining cross slope. The research teams will: (1) Develop a set of two alternative models to calculate hydroplaning potential: (i) a model to predict water film thickness (WFT), and (ii) a model to predict hydroplaning speed (HS); (2) Determine hydroplaning potential at the network level across all 25 TxDOT Districts for all PMIS sections; (3) Establish correlations between hydroplaning potential and wet-weather crashes; (4) Generate heatmaps that illustrate hydroplaning potential and wet-weather crash occurrences highlighting areas where hydroplaning potential and wet-weather crashes intersect; (5) Establish correlations between highway geometry and the occurrence of crashes under both wet and dry conditions; and (6) Develop recommendations to be incorporated into TxDOT's Wet Weather Accident Reduction Program.]]></description>
      <pubDate>Fri, 23 Aug 2024 12:14:03 GMT</pubDate>
      <guid>https://rip.trb.org/View/2420099</guid>
    </item>
    <item>
      <title>Comparative Analysis of Grade-Separated Pedestrian Infrastructure and At-Grade Treatments</title>
      <link>https://rip.trb.org/View/2419636</link>
      <description><![CDATA[Grade-separated intersection crossings for pedestrians have potential benefits in terms of reduced pedestrian waiting times at intersections, reduced vehicle delay, and increased pedestrian safety. However, they also have disadvantages: immediate construction costs, recurring maintenance costs including snow removal, possible personal safety concerns for underpasses, and pedestrians may dislike climbing stairs. Overall, grade-separated crossings are appropriate in some locations, but not in others. Some of the factors that might affect whether grade separation is warranted include the number of lanes to be crossed, the volume of pedestrian and/or vehicle traffic, road speeds and/or visibility. Some locations may be more amenable to grade separation due to natural elevation. If grade separation is chosen, should overpasses or underpasses be used? Where should they be located at the intersection?

The purpose of this project is to develop a guidance manual to make these decisions. Extensive simulations of vehicle and pedestrian traffic will be developed and conducted towards the writing of this manual, but the research team anticipates that the outcomes of exhaustive simulations can be reported in a manual for future reference rather than repeated by Minnesota Department of Transportation (MnDOT) for different intersections. These simulations will consider varying intersection geometries including numbers of lanes and turn bays. They will also vary the vehicle and pedestrian volumes, turn ratios, and speed limits to compare performance. Grade separation will be modeled as a reduction in pedestrian volumes based on the proportion of pedestrians choosing to use the grade-separated infrastructure. The performance benefits will be compared to the costs of grade-separated infrastructure to achieve a cost-benefit analysis. Based on this analysis, and cutoffs determined in collaboration with the TAP, a manual focusing solely on infrastructure guidance will be written.]]></description>
      <pubDate>Mon, 19 Aug 2024 09:35:41 GMT</pubDate>
      <guid>https://rip.trb.org/View/2419636</guid>
    </item>
    <item>
      <title>Development of a KYTC Highway Geometric Design Workshop</title>
      <link>https://rip.trb.org/View/2417072</link>
      <description><![CDATA[Highway geometric design is a Kentucky Transportation Cabinet (KYTC) core competency. Because highway layouts directly impact traffic flow, speed management, accessibility, and user experience, careful and thoughtful geometric design is essential for building safe, efficient, and sustainable roads. Through formal training in highway geometric design, designers will gain the knowledge and skills needed to successfully address complex design challenges related to road function, topography, traffic volume, and environmental concerns.]]></description>
      <pubDate>Mon, 12 Aug 2024 13:26:33 GMT</pubDate>
      <guid>https://rip.trb.org/View/2417072</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>Crash Prediction Methods for Long-Term Work Zones</title>
      <link>https://rip.trb.org/View/2381735</link>
      <description><![CDATA[The American Association of State Highway and Transportation Officials (AASHTO) Highway Safety Manual (HSM) has crash prediction methods for multilane roadway facilities, but only a few of the available methods address the safety performance of these facilities with long-duration work zones (defined as work zones with temporary traffic control [TTC] devices that remain in place for extended time periods [i.e., multiple weeks or months]) in place. As a result, state departments of transportation (DOTs) and other highway agencies rely on judgment and experience rather than quantitative safety analysis in developing TTC plans for long-duration work zones.

Research is needed to better understand the quantitative safety performance, including crash frequency and crash severity measures, of a variety of work zone TTC characteristics. These characteristics include speed limit, lane closures, lane shifts, shoulder closures, median crossovers, lane width, shoulder width, horizontal curvature, offsets from the traveled way to traffic barriers, breakdown bay (i.e., emergency pull-off area), and construction access points. New knowledge on these topics should be assembled into quantitative crash prediction methods that can be used by state DOTs and other highway agencies in developing TTC plans. 

OBJECTIVE: The objective of this project is to develop crash prediction methods and supporting spreadsheet tools for state DOTs and other highway agencies to plan and design TTC for long-duration work zones on high-speed (45 mph or higher) multilane roadway facilities. 

The crash prediction methods should be capable of comparing the expected safety performance of different work zone design options to assist in planning work zone configurations and project phasing. These crash prediction methods should have a similar structure to existing HSM crash prediction methods, with safety performance functions and crash modification factors. The research may adapt these approaches as needed to provide an effective procedure and structure for the models to provide crash frequency and severity estimates. These crash prediction methods should be suitable for incorporation in future editions of the AASHTO HSM. ]]></description>
      <pubDate>Tue, 21 May 2024 20:29:15 GMT</pubDate>
      <guid>https://rip.trb.org/View/2381735</guid>
    </item>
    <item>
      <title>Strategic Research Agenda for Geometric Design of Highways and Streets</title>
      <link>https://rip.trb.org/View/2381734</link>
      <description><![CDATA[In the last 10-plus years, a significant body of research related to the geometric design of highways and streets has been completed (and many other projects are in process) and has had a direct and noteworthy impact on geometric design practice in the United States. 

This success can be attributed to the outcome of the strategic agenda published in NCHRP Synthesis 299: Recent Geometric Design Research for Improved Safety and Operations, Transportation Research Circular E-C110: Geometric Design Strategic Research, and NCHRP Synthesis 432: Recent Roadway Geometric Design Research for Improved Safety and Operation.

The next 10 years of road and street design research will be a time of great change and innovation in our industry. This includes strategic approaches to multimodal integration and performance- and context-based design. A renewed strategic research agenda for geometric design is needed to guide future research topics, priorities, and investments.

OBJECTIVE: The objective of the project is to develop a strategic research agenda to support state departments of transportation (DOTs) in guiding and advancing the practice of human-centered multimodal design of highways, roads, and streets in the United States. 

The outcome of this research will be a renewed strategic research agenda for geometric design of highways and streets. The strategic research agenda will help establish priorities and investment areas.]]></description>
      <pubDate>Tue, 21 May 2024 20:14:08 GMT</pubDate>
      <guid>https://rip.trb.org/View/2381734</guid>
    </item>
    <item>
      <title>Development of Guidelines for Implementing the Flipped Left Diamond Interchange Design
</title>
      <link>https://rip.trb.org/View/2283483</link>
      <description><![CDATA[This research is to investigate the operational performance of an innovative interchange design, Flipped Left Diamond Interchange (FLDI). FLDI can improve the capacity of the interchanges by minorly modifying of interchange geometric design. This modification does not require major construction and will overcome the problems in existing innovative interchange designs. However, because FLDI is a very new design, no study has been conducted to investigate the operational and design issues in the implementation. This study is to fill this gap and to promote and facilitate the implementation of this innovative design in the future. This research will also investigate the design issues in the implementation of the FLDI design and identify the applicable conditions for this new interchange design. The specific objectives of this research are as follows: (1) Analyze the impact of FLDI on the operational performance of a diamond interchange to determine if the implementation of FLDI can reduce the overall intersection delay and traffic congestion in comparison to a traditional diamond interchange. (2) Develop signal timing strategies for the FLDI design. (3) Investigate the design issues in the implementation of the FLDI design and develop strategies to address them. These design elements include traffic signs, signal displays, pavement markings, roadway delineators, etc. (4) Determine the applicable traffic conditions for implementing the FLDI design. (5) Conduct equity analysis of the FLDI design. To ensure the FLDI design will benefit all socioeconomic groups, a driver occupancy survey will be conducted among different socioeconomic groups.]]></description>
      <pubDate>Mon, 30 Oct 2023 22:58:36 GMT</pubDate>
      <guid>https://rip.trb.org/View/2283483</guid>
    </item>
  </channel>
</rss>