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    <title>Research in Progress (RIP)</title>
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    <atom:link href="https://rip.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <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>
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    <item>
      <title>Traffic Analysis Roundtable (2027-2031)</title>
      <link>https://rip.trb.org/View/2724754</link>
      <description><![CDATA[State Departments of Transportation (DOTs) face common challenges related to inconsistency, efficiency, and changing technology in traffic analysis, including the proper application of tools and use of new data sources. States may need specialized resources or technical capacity to solve complex, evolving analysis problems. Pooled financial, professional, and academic resources are needed to research improved and more consistent methods, to strengthen analytical capacity, to reduce duplication of research efforts, and to increase communication of research ideas and activities.

OBJECTIVE: The primary objective of the Traffic Analysis Roundtable (TAR) is to establish and support a Federal Highway Administration (FHWA)-supported, Colorado Department of Transportation (CDOT)-led standing collaborative forum to identify and prioritize shared traffic analysis research needs/topics, coordinate strategic research planning, and strengthen implementation of traffic analysis tools, data, and practices across participating State DOTs.]]></description>
      <pubDate>Tue, 07 Jul 2026 15:26:30 GMT</pubDate>
      <guid>https://rip.trb.org/View/2724754</guid>
    </item>
    <item>
      <title>Implementing Self-Explaining and Self-Enforcing Roads</title>
      <link>https://rip.trb.org/View/2712170</link>
      <description><![CDATA[It is often stated that approximately 95% of crashes are related to human behavior. While the exact percentage is debated, most crashes involve human factors, highlighting the limits of treating crashes solely as driver failings rather than as predictable interactions between people and the road environment. There are clear opportunities to address human factors and behavior throughout the planning, design, and operation of roadway networks. The Safe System Approach (SSA) encourages agencies to reframe safety by designing systems that anticipate human limitations and ensure that inevitable mistakes do not lead to fatal outcomes. Making that approach routine requires changes to both the physical roadway and agency procedures, so that networks better align with how people perceive, decide, and act.

Human-factors research shows how roadway geometry, visual clutter, inconsistent signing, unexpected transitions, and operational variability increase cognitive load and the likelihood of errors.  Human-factors research also identifies countermeasures that improve expectancy, reduce task demand, and encourage compliance. Despite this evidence and existing guidance, implementation barriers remain. Design manuals and operational policies often emphasize mobility, capacity, or legacy practice over behavioral predictability, and research recommendations are not always framed in language agencies can adopt as policy. This gap slows adoption of treatments that would make roads more self-explaining—where users immediately understand how to behave—and self-enforcing—where the environment naturally limits unsafe choices. Agencies, therefore, need a practical bridge from science to policy and routine practice to implement SSA principles at scale.

OBJECTIVE: The objective of this research is to develop a guide and draft sample policies that enable transportation agencies to operationalize human-factors principles through roadway design and operations manuals and policies. This work will translate existing human-factors research into clearly written, implementable edits for design and operations manuals; illustrate practice-ready examples across facility types; and identify pragmatic changes to agency business processes and policies to support adoption.]]></description>
      <pubDate>Tue, 09 Jun 2026 12:41:56 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712170</guid>
    </item>
    <item>
      <title>Cost-Benefit Analysis of Preemptive Weather-Related Road Closures</title>
      <link>https://rip.trb.org/View/2689390</link>
      <description><![CDATA[The decision to close a road and disrupt the flow of commerce and the traveling public results in significant costs. While maintaining roadway access is always the most preferred option, there may be scenarios, such as a multi-vehicle weather-related crashes, that induce a closure regardless of best efforts. Further, these crash scenarios place additional risk on the safety of transportation personnel, law enforcement, and emergency first responders. The resultant crash clean-up and recovery of damaged vehicles may further impede maintenance operations for a far longer duration than that of a proactive closure. The Nebraska Department of Transportation (NDOT) and the transportation community as a whole presently face unprecedented challenges with staffing shortages, financial uncertainty, and increasingly variable weather conditions. As such, the ability to determine when, where, and for how long to strategically close a road to maximize safety, minimize cost, and promote overall efficiency and reliability across the transportation network is paramount. The proposed project seeks to provide NDOT with quantitative metrics for meteorological trigger thresholds for road closures and a cost-benefit analysis of such decisions. This will allow NDOT to make consistent, justifiable decisions about when to close (and re-open) roads during extreme weather conditions.]]></description>
      <pubDate>Tue, 02 Jun 2026 12:24:05 GMT</pubDate>
      <guid>https://rip.trb.org/View/2689390</guid>
    </item>
    <item>
      <title>The Downstream Infrastructure Impacts of Design Vehicle Selection</title>
      <link>https://rip.trb.org/View/2558437</link>
      <description><![CDATA[Selecting a single design vehicle can significantly influence roadway geometry, safety, and user experience. Many roadway designs default to the largest vehicle, under the assumption that this approach will inherently accommodate smaller vehicles and non-motorized users. Yet, larger design vehicles may encourage overbuilt infrastructure, leading to wide lanes, large turning radii, and lengthy pedestrian crossings—conditions that can raise vehicle speeds and reduce pedestrian safety. Conversely, opting for a vehicle that is too small can force larger vehicles to encroach upon adjacent lanes or curbs, increasing maintenance costs and crash risks.

This project investigates how design vehicle choices affect roadway outcomes through two main phases. First, it reviews historical, current, and international practices via archival research, engineering manuals, policy documents, and interviews with practitioners. Second, it uses scenario modeling to measure how different vehicle assumptions alter intersection geometry, pedestrian crossings, and operational performance, as well as to evaluate the resulting safety and cost implications. The research will generate evidence-based guidelines for selecting an appropriate design vehicle, thereby optimizing roadway dimensions while safeguarding multimodal users.

By clarifying the downstream impacts of over- or under-designing for specific vehicles, this study aims to improve safety and functionality, minimize unnecessary infrastructure expenses, and align with broader sustainability and equity goals.]]></description>
      <pubDate>Tue, 27 May 2025 16:11:18 GMT</pubDate>
      <guid>https://rip.trb.org/View/2558437</guid>
    </item>
    <item>
      <title>Freeway and Arterial Performance and Safety Analysis with High Resolution Vehicle Trajectory Data</title>
      <link>https://rip.trb.org/View/2431597</link>
      <description><![CDATA[Local traffic agencies have large investments in intelligent transportation system (ITS)
infrastructure including sensors such as cameras, radars, and loop detectors and communication
to gain new insight for better planning, management, and operation of roadways. However, the
ITS infrastructure is generally limited to dense urban areas and requires significant support to
maintain coupled with limited in-house expertise to fully realize the promise of big data.
Further, new high resolution vehicle trajectory data (HRVT) streams have become available to
further complicate analysis and the value proposition of ITS hardware. This project will evaluate
the potential for HRVT to support infrastructure owner operators (IOOs) and practitioners to
more effectively plan, operate, and manage their systems and improve safety outcomes on their
networks. HRVT will be integrated into traditional traffic analyses as well as leading edge deep
learning research. The outcome of this project will be a tool to effectively query, store, process,
and visualize HRVT data for practitioner use.]]></description>
      <pubDate>Tue, 17 Sep 2024 17:43:12 GMT</pubDate>
      <guid>https://rip.trb.org/View/2431597</guid>
    </item>
    <item>
      <title>Assessing the Impacts and Challenges of Truck Platooning on Highway Infrastructure in Montana</title>
      <link>https://rip.trb.org/View/2413944</link>
      <description><![CDATA[The Montana State Legislature is anticipated to introduce legislation regarding the use and regulation of truck platooning in Montana during the next legislative session in 2025. Montana Department of Transportation (MDT) Planning Division expects to be requested by the State Legislature to provide expert guidance on how the emerging technology of truck platooning will impact transportation infrastructure and systems in Montana. The rapid evolution of transportation technologies, including the emergence of truck platoons, across infrastructure, vehicles, and systems, indicates a future characterized by intelligent infrastructure, interconnected vehicles, and autonomous driving. Projections indicate a gradual yet significant adoption of automated driving systems, with forecasts suggesting that by 2050, autonomous vehicles and advanced transportation technologies could represent 50% of the US vehicle fleet. While implementing truck platooning provides several potential advantages benefiting surface transportation, the trucking industry, and overall economic growth, it also introduces a host of new challenges for MDT to navigate. These challenges primarily revolve around the uncertainty regarding how truck platooning will impact existing highway infrastructure and the traveling public. Consequently, this research project will proactively prepare MDT for this emerging technology by identifying the needs for efficient testing and deployment of truck platoons, and evaluating the anticipated challenges associated with its implementation.
This research project will help prepare MDT for the legislative session by identifying the requirements and limitations associated with operating truck platoons along with a thorough examination of the multifaceted impacts. The objectives of this research project include reviewing the current state-of-the-practice regarding national, state, and local regulatory frameworks and legislation pertaining to truck platooning. This analysis will serve to pinpoint infrastructure, traffic management policy, roadway design, and standardization needs essential for facilitating the deployment of truck platooning. The research objectives will identify how truck platoons could impact the operation and safety of the highway system. The goal of this research is to provide practical guidance for MDT decision-makers to respond to the State Legislature regarding inquiries on how truck platooning could impact Montana highways and the traveling public.]]></description>
      <pubDate>Tue, 06 Aug 2024 11:05:42 GMT</pubDate>
      <guid>https://rip.trb.org/View/2413944</guid>
    </item>
    <item>
      <title>NCHRP Implementation Support Program. Using Information from CAVs To Enhance Freeway Operational Strategies</title>
      <link>https://rip.trb.org/View/2406712</link>
      <description><![CDATA[NCHRP Research Report 1080: Using Cooperative Automated Transportation Data for Freeway Operational Strategies, explores how the data exchange between transportation management systems (TMSs) and cooperative automated transportation (CAT) networks can optimize freeway operations.

The report provides a comprehensive analysis of how TMSs can harness data from connected and automated vehicles (CAVs) to enhance safety and efficiency. It evaluates key traffic management strategies that benefit from CAV data integration and offers practical guidance for state departments of transportation (DOTs), including assessment methodologies, implementation considerations, and technical documentation featuring algorithms and simulation models. This resource is invaluable for practitioners and researchers seeking to refine traffic management strategies using CAV data.

With the transformative potential of this research, there is a critical opportunity to support the adoption of NCHRP Research Report 1080. Facilitating knowledge transfer, delivering actionable guidance, and empowering state DOTs to incorporate CAV data into freeway management strategies will be key to modernizing transportation systems and improving roadway performance.

OBJECTIVE: The objective of NCHRP Project 20-44(59) is to accelerate the adoption of findings from NCHRP Research Report 1080 by conducting targeted engagement and supporting pilot state DOTs to implement strategies that leverage CAV data to enhance freeway operations.]]></description>
      <pubDate>Tue, 23 Jul 2024 12:56:41 GMT</pubDate>
      <guid>https://rip.trb.org/View/2406712</guid>
    </item>
    <item>
      <title>Assessment of Safety and Operation Performances of CFIs and DDIs in Utah</title>
      <link>https://rip.trb.org/View/2394799</link>
      <description><![CDATA[Alternative intersection and interchange designs, such as the Diverging Diamond Interchange (DDI) and the Continuous Flow Intersection (CFI), have garnered significant attention among transportation agencies, researchers and practitioners over the past 15 years, due to their ability to improve operations and safety of transportation systems. The Utah Department of Transportation (UDOT) is recognized as a national leader in the design and implementation of innovative intersections and interchanges. Currently there is not a lot of information on field-based performance measures of these designs. As it has been 16 years since the first CFI was implemented, followed by many more CFIs and DDIs, UDOT's databases contain a lot of useful data regarding operations and safety of these designs. The accelerated deployment of DDIs and CFIs necessitates the needs for more in-depth assessment of their benefits and impacts. The objective of this study is to perform safety and operational assessment of CFIs and DDIs in Utah. It will develop Utah-specific Safety Performance Functions (SPFs) and Crash Modification Factors (CMFs) for these designs. The study will also assess the operational performance of CFIs and DDIs, and explore ways in which operations can be improved (geometry, control, signalization).]]></description>
      <pubDate>Thu, 20 Jun 2024 16:23:48 GMT</pubDate>
      <guid>https://rip.trb.org/View/2394799</guid>
    </item>
    <item>
      <title>Feasibility of a Traffic Operations Center for South Dakota</title>
      <link>https://rip.trb.org/View/2379665</link>
      <description><![CDATA[The South Dakota Department of Transportation (SDDOT) is one of the few state transportation agencies that does not yet operate a full-time traffic operations center (TOC). Staff of the department’s central, region, and area offices coordinate activities during extended single-shift working hours, but not on a 24x7 basis. They operate intelligent transportation system (ITS) devices—primarily dynamic message signs, surveillance cameras, environmental sensor stations, and mobile data collectors on snowplows—using separate, vendor-supplied software packages. Field maintenance and engineering personnel supply information about winter road conditions, work zones, incidents, and other events to the South Dakota 511 Traveler Information System. During the Sturgis Motorcycle Rally, SDDOT operates a temporary traffic operations center using mostly manual processes from its Sturgis Maintenance Shop. 

This approach has worked in the past because of the rural state’s low traffic and modest ITS deployments, but increasing traffic, more extensive ITS deployment (including variable speed limits), and greater expectations from personal and commercial road users elevate the need for a dedicated traffic operations center. A dedicated center could not only integrate communication, monitoring, and control of SDDOT’s ITS assets, but also enable more coordinated human communication and response by SDDOT and other state and local agencies during routine and emergency operations. 

Research is needed to evaluate needs and opportunities related to establishing a traffic operations center in South Dakota and identify the essential functions a center would provide, and identify feasible design concepts suitable for South Dakota’s environment. In consideration of SDDOT’s limited size and funding, the research should evaluate the resources needed to support the identified concepts and develop plans to help SDDOT transition from its current capability.
]]></description>
      <pubDate>Tue, 14 May 2024 14:31:05 GMT</pubDate>
      <guid>https://rip.trb.org/View/2379665</guid>
    </item>
    <item>
      <title>Economical Acquisition of Intersection Data to Facilitate CAV Operations Phase II - Implementation</title>
      <link>https://rip.trb.org/View/2326545</link>
      <description><![CDATA[Cost-effective collection and distribution of intersection data are needed to facilitate traffic operations at intersections in the heavy duty vehicle (HDV) era and particularly, in the prospective era of connected autonomous vehicles (CAVs). Existing methods are time consuming and costly. The first part of this research (executed under CCAT Project Nr. 71), which ended August 2023, developed a cost-effective intersection data collection and distribution device for this purpose (see photo). This device prototype was bench tested in Spring and Summer of 2023 at Lansing and Owosso, respectively, and was found to successfully make SPaT and MAP data easy to collect and dissimulate via to mobile devices. The proposed research (Phase 2) will provide research personnel resources to deploy the device at a number of intersections in the City of Owosso, MI.
]]></description>
      <pubDate>Fri, 26 Jan 2024 16:42:04 GMT</pubDate>
      <guid>https://rip.trb.org/View/2326545</guid>
    </item>
    <item>
      <title>Incorporating Human Factors Guidelines into Transportation Projects, Programs, and Practices</title>
      <link>https://rip.trb.org/View/2222560</link>
      <description><![CDATA[The Human Factors Guidelines (HFG) for road systems serves as a reference to assist practitioners in safety, operations, and design. The HFG aims to develop a greater understanding of road users’ capabilities and limitations and how these issues could be incorporated into transportation agencies' decision-making processes. A fourth edition of the HFG is currently under development as part of the NCHRP Project 22-46. This edition seeks to document the best available human factors and road user interactions research and practices in road safety analyses and design to optimize data-driven safety analysis and decision-making.

Although significant efforts have been made to develop the HFG and support its use, many practitioners are not familiar with the guidelines, and even fewer utilize them. As the transportation community continues to work toward zero traffic fatalities and serious injuries, it is necessary to promote widespread use of the HFG so that a data-driven approach on how road users interact with the roadway environment contributes to traffic safety efforts that are underway. Furthermore, it is important to acknowledge that within the Safe System Approach (SSA), there is a need to create self-enforcing/self-explaining roads. Achieving this will require the integration of vital human factor knowledge into design and operational systems to support the SSA.

Research is needed to develop an implementation plan to enhance awareness, promote the use of available resources for implementation, and identify additional needs for the successful deployment of the HFG.

The objective of this research is to develop an implementation plan to help incorporate the use of HFG into state departments of transportation’s (DOTs) decision-making process, and support expanding and integrating human factors more thoroughly into transportation projects, programs, and practices.]]></description>
      <pubDate>Mon, 31 Jul 2023 16:26:52 GMT</pubDate>
      <guid>https://rip.trb.org/View/2222560</guid>
    </item>
    <item>
      <title>Guide for Self-Explaining Roads in the Context of the Safe System Approach</title>
      <link>https://rip.trb.org/View/2219014</link>
      <description><![CDATA[Self-explaining roads (SERs), also known as self-enforcing roads, use the design of the roadway itself to achieve the goals of a proactive and equitable Safe System Approach. SERs, designed to be recognizable, distinguishable, interpretable, and safe, can be effective in terms of managing speed, thereby reducing the occurrence of fatal and serious injury crashes. Two fundamental criteria a SER must meet are homogeneity (sameness) within and heterogeneity (differences) between roadway classifications and contexts to increase predictability within the road environment.

Roadway characteristics and competing stakeholder demands often undermine the application of design and operational characteristics and features, partially because the impacts of those features are not well understood, communicated, or implemented in the context of improving safety for all road users. A SER reinforces the desired functions of a facility by emphasizing visual differences between roadway categories that are often categorized by multimodal considerations and speed [e.g., 0-25 miles per hour (mph), 25-40 mph, 40+ mph].

Defining safe speeds and setting credible speed limits have a long history, with many studies exploring the impact of specific features on driver speed profiles, including the most recent ones such as NCHRP Research Report 966: Posted Speed Limit Setting Procedure and Tool: User Guide (2021) and FHWA-HRT-17-098 Self-Enforcing Roadway, A Guidance Report (2018). The vast but unconsolidated literature on speed lacks a format easily applicable by professionals in safety, planning, design, and operations.

This research is necessary to bridge the gap between the SER concept and its implementation in different functional classes and contexts, and identify the critical SER features so that practitioners can be more intentional and cognizant of the impacts of their decisions on all road users. Specifically, the final product of the project is expected to include recommendations that support active transportation and can be applied during the various phases of project development. These phases include geometric design, active transportation facilities, roadside design, land use, and traffic control devices, resulting in operating speeds that closely match target speeds.

The objective of this research is to develop a guide for applying the SER concept to transportation planning, design, and operations to improve multimodal user safety, especially for vulnerable road users (VRUs) on nonfreeway arterial and collector systems in urban and suburban areas.

 

 ]]></description>
      <pubDate>Tue, 25 Jul 2023 08:50:46 GMT</pubDate>
      <guid>https://rip.trb.org/View/2219014</guid>
    </item>
    <item>
      <title>Highway Safety Manual 2nd Edition (HSM2) Implementation</title>
      <link>https://rip.trb.org/View/2169804</link>
      <description><![CDATA[In 2010, the American Association of State Highway Transportation Officials (AASHTO) published the Highway Safety Manual 1st Edition (HSM).  At that time, the AASHTO Committee on Safety established a goal in its Strategic Plan to institutionalize the HSM and its associated analytical tools to help transportation agencies make data-driven decisions, advance the science of safety, and to ultimately reduce fatalities and serious injuries. One proposed action in support of that goal was to establish and maintain an HSM Implementation Pooled Fund Study.  The Federal Highway Administration agreed to organize and manage the TPF-5(255) Highway Safety Manual Implementation Pooled-Fund Study, in which 22 States ultimately participated.  With the anticipated publication of the AASHTO HSM Second Edition (estimated 2025), there is strong interest from States to establish a new pooled fund to accelerate implementation of HSM2. OBJECTIVES: Accelerate implementation of HSM2 and related analytical tools to assess current and future safety performance of existing roadways and alternative designs, and help practitioners make more informed decisions, better target investments, and reduce fatalities and serious injuries on the nations roadways.  This includes activities before and after publication of HSM2 (anticipated 2025).]]></description>
      <pubDate>Wed, 10 May 2023 16:49:53 GMT</pubDate>
      <guid>https://rip.trb.org/View/2169804</guid>
    </item>
    <item>
      <title>Guide for Pedestrian and Bicycle Safety at Alternative Intersections and Interchanges (A.I.I.)</title>
      <link>https://rip.trb.org/View/2166263</link>
      <description><![CDATA[The objective of this research is to develop a guide for transportation practitioners to improve and integrate pedestrian and bicycle safety considerations at alternative intersections and interchanges (AII) through planning, design, and operational treatments that (1) identifies and evaluates current practices, and emerging technologies and trends, in the U.S. and internationally; (2) describes current best practices for measuring the effectiveness of such AII treatments; (3) evaluates the safety and operational outcomes of specific AII treatments; and (4) identifies and ranks treatments for typical types of projects. The primary focus of the research is roadway functional classifications of collector and above.   The approaches to evaluate pedestrian and bicycle treatments can be separate, but implementation of the treatments should be coordinated. The guide should address a broad range of issues related to improved pedestrian and bicycle safety at AII such as, but not limited to, the following: 
(1) Describing new and emerging AII designs (e.g., Diverging Diamond Interchanges (DDI), Displaced Left-Turn (DLT) or Continuous Flow (CFI) intersections, Restricted Crossing U-Turn (RCUT) intersections, Median U-Turn (MUT) intersections, Quadrant Roadway (QR) intersections) and evaluating their impacts on pedestrians and bicyclists;  
(2) Documenting domestic and international best practices for integrating pedestrian and bicyclist movements into AII designs;  
(3) For each AII type, documenting key considerations such as wayfinding, accommodation for pedestrians with disabilities (including visually and hearing impaired), delay for pedestrians and cyclists, and safety for pedestrians and cyclists;  
(4) Documenting benefits and trade-offs of pedestrian and bicycle AII design and operational treatments; 
(5) Developing a design and operational matrix for evaluating, selecting, and incorporating pedestrian and cyclist safety considerations for AII treatments;  
(6) Designing and implementing one or more approaches (e.g., simulation, case studies, modeling, scenario planning) to evaluate the impacts of AII on pedestrian and bicyclist behavior; and  
(7) Providing a foundation for future data collection to produce Crash Modification Factors (CMFs).    While the guide should be directly applicable to most situations, it should also outline decision-making processes and criteria that would assist agencies in identifying flexible solutions.  ]]></description>
      <pubDate>Mon, 01 May 2023 17:59:41 GMT</pubDate>
      <guid>https://rip.trb.org/View/2166263</guid>
    </item>
    <item>
      <title>Research and Support Implementation of Highway Construction and Materials that Reduce Environmental Impacts and Emissions, and Maximize Material Efficiency and Recycling.</title>
      <link>https://rip.trb.org/View/2093179</link>
      <description><![CDATA[This project aims to reduce costs for highway users and agencies by conducting research on tools, evaluation techniques, and best practices to increase fuel efficiency and reduce fuel use in construction, operations, and maintenance.]]></description>
      <pubDate>Tue, 03 Jan 2023 13:53:38 GMT</pubDate>
      <guid>https://rip.trb.org/View/2093179</guid>
    </item>
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