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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>Vision and Roadmap for the Next Generation of the Highway Capacity Manual</title>
      <link>https://rip.trb.org/View/2558383</link>
      <description><![CDATA[The Highway Capacity Manual (HCM) was first published in 1950 to address highway planning, design, and operations. Throughout its 75-year history, the HCM has evolved to meet transportation planning and engineering needs, especially as agencies attempt to incorporate modes beyond motor vehicles. This evolution has resulted in additional methods, increased complexity with analyses, and results that can be difficult to convey. The scope and scale of the current (7th) edition of the HCM seems to be lessening rather than increasing many users’ understanding of the contents, including methods and calculations, and there is growing concern that practitioners are increasingly relying on proprietary software to help with analyses. Often, practitioners must use more than one proprietary tool in tandem, or seek methods developed outside the scope of the HCM to conduct their analyses.  

The dilemma for the HCM user community is that the software or methods underpinned by the HCM can be used without understanding the assumptions or limitations of the methods. Further, practitioners' ability to use the HCM for basic analyses has diminished and they can no longer complete these analyses by hand in certain instances. Training on the HCM in university or on-the-job settings is also increasingly difficult. With planning, design, operations, and traffic impact analyses remaining a critical need for transportation agencies, research is needed to target the content, scope, scale, and format of the HCM to user needs. 

The objective of this research is to collaboratively develop the vision for the next generation of the HCM and prepare a roadmap to implement the vision. ]]></description>
      <pubDate>Wed, 28 May 2025 14:08:54 GMT</pubDate>
      <guid>https://rip.trb.org/View/2558383</guid>
    </item>
    <item>
      <title>Estimating HCM Default Parameters for Louisiana</title>
      <link>https://rip.trb.org/View/2096075</link>
      <description><![CDATA[The primary objectives of this research are to develop intersection capacity parameters that are specific to Louisiana conditions. More specifically, the research aims to estimate the saturation flow rate for selected signalized intersections and analyze critical headway and follow-up headway at stop-controlled intersections.]]></description>
      <pubDate>Mon, 09 Jan 2023 10:45:38 GMT</pubDate>
      <guid>https://rip.trb.org/View/2096075</guid>
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    <item>
      <title>Assessing and Addressing Deficiencies in the HCM Weaving Segment Analyses – Project J5 (Phase II of Project K2)</title>
      <link>https://rip.trb.org/View/1861674</link>
      <description><![CDATA[This proposal describes Phase II of Project K2, titled Assessing and Addressing Deficiencies in the HCM Weaving Segment Analyses. Phase I of this project was limited to the analysis of simple, ramp weaves. It included new data collection at 15 sites in the Southeast and Western US, and a new speed predictive model that avoids much of the complexities in the HCM6 method. The model was found to yield more accurate speed predictions than the current HCM6 methodology. Phase II will extend the work to major weaves. As part of the original Phase I data collection, the research team had already collected volume and geometry data for 14 Type B sites which were not used in that phase. In addition, the team has access to the original NCHRP 03-75 database, which included another 10 Type B weaves. As a result, there will be no new data collection for this weaving configuration in Phase II. The team proposes to collect a limited set of new data in North Carolina (5-6 sites) for Type C weaving configuration, in order to cover all weaving configurations and enabling the development of new HCM material that is comprehensive across all weaving types.]]></description>
      <pubDate>Fri, 25 Jun 2021 21:11:58 GMT</pubDate>
      <guid>https://rip.trb.org/View/1861674</guid>
    </item>
    <item>
      <title>Development of Florida Traffic Characteristics for Service Volume Calculations Based on Latest HCM</title>
      <link>https://rip.trb.org/View/1664477</link>
      <description><![CDATA[There are two objectives of this project: The first objective is to evaluate the suitability of existing archival data sources for identifying local values of critical Highway Capacity Manual (HCM) analysis methodology parameters, and develop a process for calculating such parameter values from suitable data sources. The second objective is to explore the options of updating the Department’s Generalized level of service (LOS) Tables, to have them to closer in line with the latest HCM 6, and the optimal methodology of evaluating/reporting new type of facilities such as managed lanes, and to update the contents of the Generalized LOS Tables.]]></description>
      <pubDate>Tue, 05 Nov 2019 10:55:24 GMT</pubDate>
      <guid>https://rip.trb.org/View/1664477</guid>
    </item>
    <item>
      <title>Reliability and Quality of Service Evaluation Methods for Rural Highways

</title>
      <link>https://rip.trb.org/View/1628600</link>
      <description><![CDATA[NCHRP Research Report 1102 presents a guide for traffic analysis of rural highways that connects the individual highway segments into a connected, cohesive, facility-level analysis. The guide describes the development of an automobile level of service methodology for rural highways, the development of guidelines for assessing historical travel time reliability for rural highways, an overview of analysis methods for cycling on rural highways, and recommendations for bicycle operations research. The guide should be of interest to state departments of transportation and other agencies charged with monitoring, maintaining, and improving rural highways of regional or statewide importance.

Rural highways account for a significant portion of the national highway system and serve many vital mobility purposes. Rural highways often span long distances and may consist of segments with a variety of cross-section elements as well as intersections with different traffic controls. The Highway Capacity Manual (HCM), the standard reference for traffic analysis methodologies, contains analysis methodologies for all the individual segments or intersections that may comprise a rural highway; however, it does not include a methodology or guidelines for connecting the individual roadway segments into a connected, cohesive, facility-level analysis. 

Under NCHRP Project 08-135, “Reliability and Quality of Service Evaluation Methods for Rural Highways,” the University of Florida was asked to develop (1) reliability and quality of service analysis methodologies for rural highway facilities consistent with existing HCM methods and (2) a guide on the application of the analysis methodologies. The guide is intended to assist with the evaluation of rural highways in motorized vehicle traffic operations per HCM analysis methods and probe vehicle data analysis methods, and it provides an overview of alternative analysis methods for bicycles and recommended bicycle operations research. The guide is organized into three main parts: analysis methodology descriptions; case studies using real-world routes to demonstrate the analysis methodologies in the guide; and an overview of the component HCM analysis methodologies that are incorporated in the rural highway analysis methodology for automobiles.

In addition to NCHRP Research Report 1102, a conduct of research report summarizing the entire research effort, to be published as NCHRP Web-Only Document 392 is available on the TRB website at trb.org.]]></description>
      <pubDate>Sat, 08 Jun 2019 10:04:39 GMT</pubDate>
      <guid>https://rip.trb.org/View/1628600</guid>
    </item>
    <item>
      <title>Two-lane highway analysis methodology enhancements considering commercial trucks</title>
      <link>https://rip.trb.org/View/1552818</link>
      <description><![CDATA[Two-lane highways are critical components of the highway system, and are continuing to see increased truck traffic along with all other components of the highway network. It is therefore essential to have analysis tools/methods that are sensitive to the unique characteristics of commercial trucks.
A significant revision to the Highway Capacity Manual (HCM) two-lane highway analysis methodology was recently completed as part of National Cooperative Highway Research Program (NCHRP) project 17-65. This project made use of a microscopic simulation tool (SwashSim) that performs more detailed truck dynamics modeling than other simulation tools. For example, specific powertrain characteristics (engine, transmission) are used to determine tractive effort, and roadway and physical vehicle characteristics (e.g., weight, frontal area, coefficient of drag) are used to determine resistance forces. These variables are used to calculate maximum acceleration and velocity (values that, illogically, are often user inputs in simulation programs). Overall, the resulting revised methodology from this work better accounts for the unique operating characteristics of commercial trucks on traffic stream operational performance.
However, there are still several key areas in the new methodology where further investigation is warranted:
(1) Passing lane performance for various diverge/merge rules faster/slower vehicles.
(2) Many passing lane configurations require “slower drivers keep right”, which usually entails the slower vehicles move over to the added lane and remerge to the regular lane downstream before the added lane ends. Since commercial trucks are usually slower vehicles, their merging from the added lane to the regular lane at the lane drop area can cause disruptive turbulence at the merge point when traffic flows moderately high. Some alternative passing lane designs are starting to appear, such as slower vehicles moving right at the start of the passing lane segment, but faster vehicles having to merge at the end of the passing lane, and ‘2+1’ type of configurations where the fasters vehicles need to change lanes at both the start and end of the passing lane segment. The relative impacts to the traffic stream performance due to these different designs needs to be better understood, particularly for traffic streams with non-trivial percentages of commercial trucks.
(3) Guidance for climbing lane design (length and return to level grade conditions)
(4) The merging behavior of trucks at the end of a passing lane segment can be even more problematic on upgrades (i.e., a climbing lane), as the speed differential between the trucks and passenger cars can be quite significant. The AASHTO Green Book recommends that a passing lane on a grade be continued onto a relatively level segment of roadway until the truck speeds are at a minimum of 40 mi/h and within 10 mi/h of the passenger car speed. Some quantitative guidance on expected lengths of passing lane needed to achieve smooth reintegration of trucks to the regular lane, based on overall flow rate, grade %, and truck %, is needed.
(5) Effective length of passing lane
(6) In the NCHRP 17-65 project, quantification of the effective length of a passing lane (i.e., distance downstream of the passing lane for which the improvements to the performance measures last) was only determined for level terrain. On non-level terrain, commercial trucks can have a significant impact on this distance. Additional quantitative guidance is needed for the effective length of passing lanes on non-level terrain, when trucks are present in the traffic stream.
(7) Capacity on non-passing lane upgrade segments when trucks are present in traffic stream
(8) Field data collected as part of NCHRP 17-65 did not yield enough very high flow rate conditions to make meaningful insights into the concept of capacity. Capacity was investigated, through simulation, for passing lane segments (which was constrained by the downstream merging operations). However, capacity, for which trucks can have a significant influence, was not examined for non-passing lane segments. This issue needs further examination, particularly for non-level terrain.
This project aims to improve the state-of-the-art for accounting for the impact of trucks on two-lane highway operations. This will be accomplished by building on the work that was done for NCHRP Project 17-65. The issues examined in this project are ones which are very difficult and/or very expensive to study in the field. Thus, the SwashSim simulation tool will be utilized exclusively in this project. SwashSim has the ability to model a wide range of two-lane highway configurations and operational scenarios. Because of its detailed vehicle dynamics modeling approach, SwashSim is also well-suited to modeling situations that are sensitive to the impacts of commercial vehicles. Furthermore, through the work of the NCHRP Project 17-65, SwashSim went through an extensive calibration effort with field data.]]></description>
      <pubDate>Wed, 03 Oct 2018 15:19:28 GMT</pubDate>
      <guid>https://rip.trb.org/View/1552818</guid>
    </item>
    <item>
      <title>Enhancement of Transportation Network Analysis Tools for Truck-related Planning and Operations</title>
      <link>https://rip.trb.org/View/1531750</link>
      <description><![CDATA[The state-of-the-art in traffic operations analysis methods that explicitly consider the impacts of large trucks has improved considerably over the last decade. Micro-simulation tools and deterministic analytic methods such as those in the Highway Capacity Manual (HCM) offer reasonably robust methods for explicitly accounting for large trucks. However, there are still several areas where improvements in the methods and the tools are needed. Two areas, in particular, are network-level analysis and travel time reliability analysis, and even more so, the combination of these two areas. Conducting the network-level analysis entails the modeling of traffic assignment that can accurately forecast the truck flow distribution.

However, most of the existing models do not work well due to their restrictive assumption that the passenger car equivalent (PCE) value of trucks is flow-independent, i.e., the PCE value is given and does not vary with traffic conditions. Such an assumption is not consistent with the HCM, although it can simplify the model. On the other hand, while micro-simulation is very suitable for performing network-level analysis, the computational burden can become unreasonable when travel time reliability analysis is factored in, as this will increase the number of simulation runs several-hundred fold. The HCM includes methods for analyzing travel time reliability, but only at the facility level. 

This project aims to improve the state-of-the-art for accounting for the impact of trucks at the network level. This will be accomplished in two ways: (1) extending the methodology for multiclass user-equilibrium (UE) traffic assignment to account for flow-dependent PCEs of trucks, and (2) using the HCM freeway facility analysis methodology to calculate travel time in the UE route choice methodology instead of the traditional BPR (Bureau of Public Roads) function.]]></description>
      <pubDate>Sat, 11 Aug 2018 21:46:25 GMT</pubDate>
      <guid>https://rip.trb.org/View/1531750</guid>
    </item>
    <item>
      <title>Update of Highway Capacity Manual: Merge, Diverge, and Weaving Methodologies</title>
      <link>https://rip.trb.org/View/1516154</link>
      <description><![CDATA[Freeway congestion usually occurs at freeway merge, diverge, and weaving segments that have the potential to develop bottlenecks. To alleviate or mitigate the impacts of congestion at these segments, a number of active management operational strategies have been implemented such as ramp metering, hard shoulder running, managed lanes, etc. The current freeway merge and diverge methodologies in Chapter 14 of the 6th edition of the Highway Capacity Manual (HCM) were developed over 25 years ago using limited field collected data. Although weaving segment analysis was updated more recently, the relationship with the merge and diverge methodologies have not been clearly addressed. In addition to limited data, the methodology does not conform to the fundamental relationship of traffic flow, namely that flow is the product of speed and density. The HCM does not offer any methodology for lane drops or additions, which often occur in the vicinity of freeway merge/diverge segments. In the past decade, the data available to traffic engineers have expanded exponentially with ubiquitous sensor coverage of urban freeways and probe vehicle coverage of entire roadway networks.  These new datasets provide a wealth of information to support the development of updates or changes to the merge, diverge, and weaving segment methodologies, and potentially complement traditional data sources.
The objectives of this research were to (1) develop methodologies to update the HCM related to merge, diverge, and weaving methodologies; and (2) pilot the developed methodologies to demonstrate the full range of applicability of the proposed updates to the HCM.  
 ]]></description>
      <pubDate>Mon, 18 Jun 2018 19:25:48 GMT</pubDate>
      <guid>https://rip.trb.org/View/1516154</guid>
    </item>
    <item>
      <title>Evaluating the Performance of Right-Turn-On-Red Operation at Signalized Intersections (with single and dual right-turn lanes)</title>
      <link>https://rip.trb.org/View/1513308</link>
      <description><![CDATA[NCHRP Research Report 1068: Right-Turn-on-Red Site Considerations and Capacity Analysis: Practitioner's Guide presents quantitative models for estimating right-turn-on-red (RTOR) volume and capacity. The developed tools will be of interest to state departments of transportation (DOTs) seeking a consistent approach to analyzing RTOR volume, individuals analyzing traffic control devices and/or maintain highway design manuals, and those who need to estimate RTOR volume and capacity for various traffic analyses purposes. Under NCHRP Project 03-136, “Evaluating the Performance of Right-Turn-On-Red Operation at Signalized Intersections (with Single and Dual Right-Turn Lanes),” Iowa State University was asked to (1) evaluate methods for evaluating RTOR at signalized intersections (right-turn configurations including shared, single, and dual right-turn lanes); (2) develop methods and tools that consider all modes and inform planning and operational decisions; and (3) provide potential modifications to standard references in the HCM, NCHRP Report 812: Traffic Signal Manual, and the Manual on Uniform Traffic Control Devices (MUTCD). The developed volume and capacity models enhance the state of the practice on RTOR design, support the HCM on RTOR volume estimation and site selection, and provide a better estimation of the delay due to RTOR movements. The output of volume estimation models developed in this study can be directly integrated into existing HCM analysis tools.

In addition to NCHRP Research Report 1068, several deliverables that support its implementation are available on the National Academies Press website (nap.nationalacademies.org) by searching on NCHRP Research Report 1068: Right-Turn-on-Red Site Considerations and
Capacity Analysis: Practitioner’s Guide. (1) NCHRP Web-Only Document 368: Right-Turn-on-Red Operation at Signalized Intersections with Single and Dual Right-Turn Lanes: Evaluating Performance, summarizing the project’s scope, objectives, steps, and research findings, as well as implementation guidelines; (2) two spreadsheet tools for practitioners’ use: one applies the RTOR model to a limited set of intersection configurations and allows for volume estimation based on various input scenarios, and the other provides an integration of the RTOR volume calculations into the HCM Computational Engine; and (3) a PowerPoint presentation summarizing NCHRP Research Report 1068.

NCHRP Web-Only Document 368: Right-Turn-on-Red Operation at Signalized Intersections with Single and Dual Right-Turn Lanes: Evaluating Performance is available at: DOI: 10.17226/27264

NCHRP Research Report 1068: Right-Turn-on-Red Site Considerations and Capacity Analysis: Practitioner's Guide is available at:  DOI: 10.17226/27131]]></description>
      <pubDate>Mon, 21 May 2018 21:42:30 GMT</pubDate>
      <guid>https://rip.trb.org/View/1513308</guid>
    </item>
    <item>
      <title>HRDO-FY16-06 Narrowing Freeway Lanes and Shoulders to Create Additional Travel Lanes</title>
      <link>https://rip.trb.org/View/1509484</link>
      <description><![CDATA[This project reviews critically the implementations and findings of narrowing lanes and shoulders to create additional travel lanes, validates tables and charts in the Highway Capacity Manual, and develops recommendations or guidance.]]></description>
      <pubDate>Tue, 24 Apr 2018 14:26:26 GMT</pubDate>
      <guid>https://rip.trb.org/View/1509484</guid>
    </item>
    <item>
      <title>Analysis of Oversaturated Traffic Flow Conditions on Freeway Facilities</title>
      <link>https://rip.trb.org/View/1492248</link>
      <description><![CDATA[The objective of the research was to improve and enhance the Highway Capacity Manual (HCM) 2010 methodology of the operational analysis of freeway facilities in oversaturated conditions. The research should take related efforts into account, particularly the incorporation of travel time reliability into the HCM.]]></description>
      <pubDate>Tue, 19 Dec 2017 15:16:14 GMT</pubDate>
      <guid>https://rip.trb.org/View/1492248</guid>
    </item>
    <item>
      <title>Phase II - Using Capacity Adjustments for Connected and Autonomous Based on Various Market Penetration Rates for Long Range Planning and Scenario Analysis</title>
      <link>https://rip.trb.org/View/1475617</link>
      <description><![CDATA[The capability of Connected and Autonomous Vehicles (CAV) is progressing at a faster rate with particular focus on technological performance, and its wide-ranging potential impacts on safety, operation, and regulatory issues. For example, CAVs could travel closer together at smaller headway which enables higher capacity through existing infrastructure. Existing CAV research is often limited in terms of scope, scale, approach, or underlying assumptions, and has not sufficiently addressed questions about the large-scale impacts of CAV on highway capacity, which are required by decision-makers to inform policies.
Moreover, the Highway Capacity Manual (HCM) is at risk of becoming outdated or limited in relevance/usefulness as the CAV technologies become more prevalent on the market. The current HCM has multiple limitations regarding CAV analysis including:
(1) Capacity-related HCM methods cannot be used to evaluate projects or facilities that would utilize CAV technology, as the impacts of CAV strategies are not accounted for.
(2) Lack of existing analysis guidance regarding the suitability of the HCM for analyses involving CAV strategies.
(3) Limited consideration of market penetration and the effects they will have on the realized outcomes associated with CAV technologies on various facilities.
These limitations drive a critical need to develop HCM capacity adjustments (CCAV) to be prepared for future CAV operations under varying levels of volume and market penetration.
Phase II Objectives: The HCM CAV pooled fund study is on track to meet all original study goals within the year 1 and 2 scope, and has successfully developed CAV adjustment factors for the HCM. This extension scope builds on the existing work with a primary focus on technology transfer, dissemination of results, and training. The specific tasks proposed for the Year 3 extension are as follows: Task A: Scenario Development, Task B: Training Materials, and Task C: Outreach and Webinars.]]></description>
      <pubDate>Sun, 23 Jul 2017 14:54:04 GMT</pubDate>
      <guid>https://rip.trb.org/View/1475617</guid>
    </item>
    <item>
      <title>NCLOS Program Update for the HCM 6th Edition</title>
      <link>https://rip.trb.org/View/1424437</link>
      <description><![CDATA[The North Carolina Level of Service (NCLOS) program is a planning-level highway capacity analysis tool developed for North Carolina Department of Transportation (NCDOT) under a previous project. The program originally used methodologies in the 2000 Highway Capacity Manual (HCM), along with specific default parameters from North Carolina data, to determine level-of-service (LOS) threshold "capacities" for freeways, multilane highways, two-lane highways, and arterial streets. Shortly after the release of the HCM 2010 edition, the NCLOS program was updated in a follow-up project. NCLOS is unique in that it provides a graphical display of the measures of effectiveness (MOE) plotted against annual average daily traffic (AADT) for each facility type. Users see best case, default case, and worst case curves, plus a highlighted curve for the LOS selected for the analysis. 
The NCLOS program is being used extensively in planning applications within NCDOT. Output capacities are used in travel demand forecasting models and in developing Comprehensive Transportation Plans (CTP). Output values can also be used in the statewide travel demand model. Currently the tool is also used to provide data for the Performance Metrics Dashboard and is used as a scoring component in the Strategic Prioritization Process and Urban Loop Prioritization Process. 

In early 2016, the HCM 6th Edition will be available for transportation facility analyses. There are significant and important improvements for many of the methodologies in the new HCM based on the most recent national research over the last 5-6 years. As with previous editions of the manual, the HCM 6th Edition will become the standard for determining capacity of most highway facilities. It will be critical for NCLOS to be re-programmed to incorporate these new methodologies and other enhancements to remain current with the state-of-the-practice. 

The project will provide technical support to NCDOT programmers who will be re-programming NCLOS as a web-based application. This will help ensure consistency in using default values within the program as there will be only one file hosted on a server. 

From data provided by NCDOT, the researchers expect to have traffic count data on a representative sample of highway segments to analyze including segments from the past research effort. This will provide a good basis for default inputs across the state for a range of highway facilities and subcategories within a facility type. Researchers will also be discussing other input values with appropriate units within NCDOT. Finally, the researchers will use the improved NCLOS software to update the Comprehensive Transportation Planning Manual to bring the default tables and guidance up to speed with the HCM 6th Edition.
]]></description>
      <pubDate>Mon, 26 Sep 2016 14:04:15 GMT</pubDate>
      <guid>https://rip.trb.org/View/1424437</guid>
    </item>
    <item>
      <title>Operational Performance and Safety Effects of Arterial Weaving Sections</title>
      <link>https://rip.trb.org/View/1407199</link>
      <description><![CDATA[NCHRP Research Report 1094 presents a deterministic methodology for evaluating the operational performance of weaving sections on arterials. This methodology is based on field data supplemented by microsimulation and driving simulation data and extends the urban streets analysis of the existing, Sixth Edition of the Highway Capacity Manual (HCM6). Accompanying the methodology is a computational engine for implementing it and instructional materials for disseminating it. Two case studies are also provided to illustrate the methodology, which should be of interest to state departments of transportation and other agencies seeking to reduce weaving-related crashes and conflicts on arterial roadways.

Arterial roadways are crucial links in the national transportation system. Providing both local and regional mobility and access, they are critical to economic vitality and quality of life in the United States. As drivers place increasing demands on transportation infrastructure and freeway congestion continues to increase, arterials have become an alternative route for many drivers, resulting in the lower performance of these roadways. In many areas, weaving maneuvers negatively affect arterial operations and safety. Furthermore, weaving maneuvers can affect the operations and safety of many alternative intersection configurations, including median U-turns and restricted crossing U-turns. Understanding the operational and safety performance of arterials and the effect of weaving thereon is important for transportation agencies tasked with maintaining these roadways. The HCM6 provides a methodological approach for estimating the performance of weaving sections on freeway segments. This methodology, however, is not applicable to arterial weaving due to differences between freeways and arterials in traffic control, traffic flow characteristics, and driver behavior. 

Under NCHRP Project 15-66, “Operational Performance and Safety Effects of Arterial Weaving Sections,” the University of Florida was asked to (1) develop a deterministic methodology for evaluating the operational performance of weaving sections on arterials and (2) identify the safety effects of varying geometric, volume, and traffic control conditions in weaving sections on arterials. The methodology and analysis are based on field data supplemented by microsimulation data and driving simulation data. The operational analysis methodology extends the HCM6’s urban streets analysis and is based on the calculation of Potential Conflict Opportunities and the Turbulence Index of the arterial weave. The project developed a computational engine which implements the new procedure, along with instructional materials for disseminating the methodology and two case studies. The safety analysis was based on both crash data and conflict data obtained in the field and in the driving simulator. The analysis concluded that as the weave length increases, the chance of weaving-related crashes and conflicts decreases. 

In addition to NCHRP Research Report 1094, three deliverables are not included in the published report but are available on the TRB website at trb.org by searching for NCHRP Research Report 1094. The deliverables are as follows: (1) a computational engine; (2) two case studies; and (3) instructional materials. ]]></description>
      <pubDate>Thu, 12 May 2016 13:43:50 GMT</pubDate>
      <guid>https://rip.trb.org/View/1407199</guid>
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