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    <title>Research in Progress (RIP)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Research in Progress (RIP)</title>
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      <link>https://rip.trb.org/</link>
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    <item>
      <title>Effectiveness of Speed Reduction in Work Zones</title>
      <link>https://rip.trb.org/View/2772559</link>
      <description><![CDATA[This project has been combined and managed by NCHRP Project 17-124: https://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=5525]]></description>
      <pubDate>Tue, 01 Sep 2026 11:44:38 GMT</pubDate>
      <guid>https://rip.trb.org/View/2772559</guid>
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    <item>
      <title>Effectiveness of School Zone Speed Limits as a Traffic Calming Strategy</title>
      <link>https://rip.trb.org/View/2762674</link>
      <description><![CDATA[Minnesota statutes grant local road agencies the authority to establish school zone speed limits (SZSLs). However, there is limited research as to the actual impacts of these SZSLs on driver speeds in school zones. This has resulted in the implementation of SZSLs without a clear understanding of the likely effects on travel speeds or the resultant impacts on pedestrian and bicyclist safety. To that end, this project will examine the effectiveness of SZSLs as a traffic calming strategy across various roadway contexts in Minnesota. The study will also examine the role of supplemental measures, which may include law enforcement and various types of traffic control devices, such as flashing beacons and enhanced signage/pavement markings. Field data collection will deploy radar sensors to collect speed data during different times of day at a diverse cross-section of schools throughout Minnesota, including those with and without SZSLs. These data will enable the research team to quantify speed reductions and to determine the effectiveness of SZSL and the supplementary measures in reducing travel speeds. The research will also synthesize current practices to clarify how school zones are defined and applied across jurisdictions. The results will provide evidence-based recommendations to help Minnesota Department of Transportation (MnDOT) and local agencies implement SZSLs more effectively and consistently, thereby enhancing safety for children walking and biking to school.]]></description>
      <pubDate>Wed, 19 Aug 2026 16:30:17 GMT</pubDate>
      <guid>https://rip.trb.org/View/2762674</guid>
    </item>
    <item>
      <title>Evaluate Traffic Control Devices Viable Use to Reduce Speeding Behavior at High-Low Speed Zone Locations in Michigan</title>
      <link>https://rip.trb.org/View/2731925</link>
      <description><![CDATA[Determine the effectiveness of various traffic control devices currently in use to reduce driver speeding behavior, when traveling from
a high-speed zone to low-speed zone. Site locations of interest in Michigan are where the speed limit is reduced due to a change in
roadway context, such as locations with increased pedestrian traffic, within school vicinity, and where bicycle traffic exist. Devices
proposed for study under this research project are signs of various sizes, dynamic signs, and experimental type devices.]]></description>
      <pubDate>Fri, 17 Jul 2026 14:50:37 GMT</pubDate>
      <guid>https://rip.trb.org/View/2731925</guid>
    </item>
    <item>
      <title>Intelligent Speed Assistance Guide for State Highway Safety Offices</title>
      <link>https://rip.trb.org/View/2720300</link>
      <description><![CDATA[Speeding remains one of the most persistent and deadly threats on U.S. roadways, accounting for more than 11,000 deaths in 2024, and 125,000 fatalities over the last decade. One promising countermeasure to help address speeding behavior is Intelligent Speed Assistance (ISA) technology, which uses real-time Global Positioning System (GPS) data to detect the speed limit and proactively alert (or limit) the driver if they are speeding, can reduce speeding and help promote long-term safe driving behaviors.
The Governors Highway Safety Association (GHSA) recently documented a growing number of examples of ISA’s effectiveness at the local level. In New York City, a pilot program involving 500 fleet vehicles saw a 64% reduction in speeds substantially above speed limits. A District of Columbia school bus pilot logged 10,000 miles with zero speeding events.
European research has shown that ISA can reduce crash risk and lessen the severity of injuries, particularly in areas with changing speed limits or heavy pedestrian activity. A 2019 policy report from the European Transport Safety Council estimated that ISA could cut road deaths across Europe by approximately 20%. Another study projected that equipping all vehicles with mandatory active ISA could reduce injury and fatal crashes by 20% and 37%, respectively.
Given the potential for wide adoption of ISA to substantially reduce speeding-related fatalities and serious injuries, research is needed to identify ways for state highway safety offices (SHSOs) to advance the use of this technology.

OBJECTIVE: The objective of this research is to develop a guide that supports efforts by SHSOs to: 1) Conduct comprehensive stakeholder assessment to identify which groups have the greatest need for education and which hold the most influence over its adoption. 2) Develop a core set of educational active ISA materials or leveraging materials available from other sources. 3) Ensure that SHSO staff have a strong foundational understanding of active ISA. Staff training should cover how active ISA works, its effectiveness as demonstrated in peer-reviewed research, relevant policy considerations and communication strategies tailored to different audiences. 4) Establish clear metrics and evaluation processes allows SHSOs to measure the effectiveness of educational initiatives and outreach efforts. 5) Engage with key stakeholders to advance pilot programs. 6.) Develop guidelines and implementation frameworks for pilot projects that help SHSOs evaluate and demonstrate effective strategies for modifying speeding behavior through ISA technologies, including  recommendations on target driver populations, stakeholder coordination, public communication, data collection, performance measures, privacy considerations, and evaluation methodologies to support broad adoption.
]]></description>
      <pubDate>Thu, 02 Jul 2026 20:16:13 GMT</pubDate>
      <guid>https://rip.trb.org/View/2720300</guid>
    </item>
    <item>
      <title>Synthesis of Information Related to Highway Practices. Topic 57-05. Statewide Speed Management Practices Supporting the Safe System Approach</title>
      <link>https://rip.trb.org/View/2630488</link>
      <description><![CDATA[Motorist speed is a key factor in crash severity, and “Safer Speeds” is a core component of the Safe System Approach to improving road safety. The concept of achieving a “community speed” is highlighted in NCHRP Report 737: Design Guidance for High-Speed to Low-Speed Transition Zones for Rural Highways, which notes that speed management treatments can lead to immediate reductions in vehicle speeds, along with a “halo effect” that extends beyond the treatment area.

However, it is unclear to what extent state departments of transportation (DOTs) are coordinating or systematically applying speed management treatments. Furthermore, it is unclear if some state DOTs seek to overlap the halos of a series of treatments to achieve such community speeds, or more generally how state DOTs view their progress with respect to speed management efforts. There is a need to document current state DOT policies and practices to better understand how states approach speed management at a system level, and how those approaches translate to implementation on local corridors and networks.

The objective of this synthesis is to document state DOT speed-management policies and practices with a focus on system-wide and area-wide approaches that are applied along networks and corridors.

Information to be gathered includes (but is not limited to): (1) Documented statewide speed management policies; (2) Speed management practices aligned with the Safe System Approach; (3) Practices for setting target speeds; (4) Policies for setting speed limits based on roadway characteristics or other factors (e.g., school zones, functional class); (5) Planning approaches for achieving “community speed” targets; (6) Data collection practices for measuring speed management performance; (7) Case examples of speed management implementations, including performance at the intervention site and across the surrounding corridor or area; and (8) Identified gaps in speed management practices, implementation strategies, and data collection.

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) Torbic, D., et al. NCHRP Report 737: Design Guidance for High-Speed to Low-Speed Transitions Zones for Rural Highways, 2012. Transportation Research Board, Washington, DC. https://doi.org/10.17226/22670. (2) Washington Department of Transportation (WSDOT). Washington State Injury Minimization and Speed Management Policy Elements and Implementation Recommendations, 2020. https://wsdot.wa.gov/sites/default/files/2021-10/InjuryMinimization-SpeedManagement-PolicyElements-Recommendations.pdf. (3) Florida Department of Transportation (FDOT). FDOT Design Manual 202–Speed Management, 2022. https://fdotwww.blob.core.windows.net/sitefinity/docs/default-source/roadway/fdm/2022/2022fdm202speedmgmt.pdf. (4) California Department of Transportation (Caltrans). Traffic Calming Guide: A Compendium of Strategies. https://Dot.ca.Gov/-/Media/Dot-Media/Programs/Safety-Programs/Documents/Traffic-Calming/Final-Traffic-Calming-Guide_v2-A11y.pdf.]]></description>
      <pubDate>Wed, 26 Nov 2025 16:24:24 GMT</pubDate>
      <guid>https://rip.trb.org/View/2630488</guid>
    </item>
    <item>
      <title>SPR-5017: Safety Performance of Setting Speed Limits Based on Roadway Alignment</title>
      <link>https://rip.trb.org/View/2600573</link>
      <description><![CDATA[This project will conduct a comprehensive study on how speed limits on different state roadways impact safety by analyzing various data types including crash data and connected vehicle speed data. Results from this project would assist INDOT in developing best practices for speed limit setting based on roadway alignment.]]></description>
      <pubDate>Tue, 16 Sep 2025 10:36:08 GMT</pubDate>
      <guid>https://rip.trb.org/View/2600573</guid>
    </item>
    <item>
      <title>Evaluation of Driver Speeds After Implementation of Speed Limit Reduction on Urban Streets</title>
      <link>https://rip.trb.org/View/2487333</link>
      <description><![CDATA[In 2019, the Minnesota Legislature passed a law which reduced the barriers for cities to systematically reduce speed limits. In the City of St. Louis Park, traffic speeds were collected in advance of urban speed limit reductions (2021). In 2022, speed data was collected on streets where the speed limit was reduced and where the speed limit was unchanged with modest reductions noted. Theoretically, driver behavior is habitual, and it is anticipated that greater reductions will be experienced over time suggesting repeat traffic speed monitoring and assessment in three to five years after implementation (2025 to 2027). Many advocates persistently state that lowering speed limits will result in lower operating speeds, if just given enough time for a cultural shift on roadways. This study would follow up on those impacts. The first research found little to no impact with the lowering of speed limits. This study would examine if those changes occurred over a longer period (2-4 years later). The goal of this research is to follow up on the earlier research, survey which Minnesota agencies have lowered speed limits, gather data on what changes have been seen (measured and anecdotal), where needed, collect “after” speed data, analyze and identify the best practices answering some of the questions posed by local agencies. From these questions, this research will ascertain how effective speed limit reductions are, with and without accompanying treatments.]]></description>
      <pubDate>Fri, 18 Jul 2025 10:39:17 GMT</pubDate>
      <guid>https://rip.trb.org/View/2487333</guid>
    </item>
    <item>
      <title>Evaluation of Digital Speed Limit Signs in Work Zones</title>
      <link>https://rip.trb.org/View/2562260</link>
      <description><![CDATA[Digital Speed Limit signs (DSLs) have been implemented in a restricted number of Michigan Department of Transportation (MDOT) freeway work zone locations with
60/45 (mph) “WHERE WORKERS PRESENT” (WWP) speed limits. DSLs allow for the speed limit to be displayed on a digital
panel, which may be modified based on worker presence at the location, providing an advantage over the traditional 60/45
WWP signs by removing the ambiguity regarding the speed limit in place at that time and location. Preliminary testing of the
DSLs has identified challenges related to the manual changing of the displayed speed limit, such as signs being left in the
wrong speed limit status, with the potential to cause confusion for drivers or potential unsafe situations for workers. Issues
with incorrect manual setting of the speed limit may be remediated with proximity (mobile on-person at location) sensors that
would change the digital speed limit display automatically based on worker presence. Research is needed to determine the
appropriate worker proximity sensor settings to activate/deactivate the 45 mph WWP display, understand DSLs impact on
driver behavior and travel speed through the work zones under various conditions as compared to standard static 60/45 WWP
signage. Also, additional research would help in determining the appropriate placement, spacing, and duration of placement
of the DSLs for the highest rate of work zone speed limit compliance.]]></description>
      <pubDate>Fri, 06 Jun 2025 14:32:42 GMT</pubDate>
      <guid>https://rip.trb.org/View/2562260</guid>
    </item>
    <item>
      <title>Speed Modification Factors within the Safe System Approach

</title>
      <link>https://rip.trb.org/View/2558365</link>
      <description><![CDATA[The Safe System Approach (SSA) is a comprehensive strategy to prevent fatal and serious-injury crashes that works by building and reinforcing multiple layers of protection. Success in implementing the SSA requires an understanding of safe system speed applications in planning, design, and operational contexts. However, there is limited understanding of how speed management countermeasures influence operating speeds and resulting injury severity. Furthermore, there is limited research on speed changes related to the evolving concept of achieving injury-minimization target speeds for various roadway types and land use contexts. Research is needed to fill these knowledge gaps.

The objective of this research is to develop a guide that provides: (1) an injury-minimization speed management approach for achieving safe system speeds by applying speed modification factors (SMFs); (2) a framework for developing and applying SMFs, including a pilot series of SMFs; and (3) strategies for communicating speed management changes to the public and to public officials.]]></description>
      <pubDate>Thu, 29 May 2025 13:17:35 GMT</pubDate>
      <guid>https://rip.trb.org/View/2558365</guid>
    </item>
    <item>
      <title>Using Vehicle Probe Data to Evaluate Speed Limits on Texas Highways</title>
      <link>https://rip.trb.org/View/2553168</link>
      <description><![CDATA[The research team will explore if there are refinements that could be made to the recently developed protocol for using third party data in generating suggested speed limits. The suggested speed limit probe data (SSL-Probe) protocol was developed to allow Texas Department of Transportation (TxDOT) districts to be more pro-active and responsive with their speed zone program. The protocol also provides a much safer method of collecting speed data, especially on high-speed and controlled access highways.]]></description>
      <pubDate>Wed, 14 May 2025 10:06:54 GMT</pubDate>
      <guid>https://rip.trb.org/View/2553168</guid>
    </item>
    <item>
      <title>Selection, Integration, and Effectiveness Study of Input Data for Nebraska Variable Speed Signs on I-80</title>
      <link>https://rip.trb.org/View/2507247</link>
      <description><![CDATA[Variable Speed Signs (VSS) are critical for enhancing road safety and traffic efficiency, particularly under adverse weather and traffic conditions. VSS dynamically adjusts speed limits based on real-time data inputs such as traffic flow, weather conditions, and visibility, providing drivers with contextually appropriate speed recommendations. The implementation of VSS systems has been shown to improve traffic safety, reduce crash rates, and enhance overall roadway efficiency, particularly on high-volume corridors such as Nebraska’s I-80.
Several studies highlight the efficacy of VSS systems [1 - 3]. Research conducted by state Departments of Transportation (DOTs), such as Minnesota and Wyoming, has demonstrated that VSS systems can reduce crashes by accounting for real-time environmental factors (e.g., wet or icy road conditions). Similarly, academic studies underscore the importance of integrating advanced sensing technologies and reliable algorithms for speed recommendation, which enhance the credibility and acceptance of VSS by drivers.
Despite their proven benefits, VSS implementations face challenges, including selecting optimal data inputs, integrating various sensor technologies, and evaluating system performance under extreme conditions. In Nebraska, where I-80 serves as a critical freight and passenger corridor, these challenges are amplified by frequent adverse weather conditions, including snow, ice, and fog. These conditions necessitate a robust approach to data collection, algorithm development, and system integration to ensure the VSS recommendations align with real-world conditions and driver behavior]]></description>
      <pubDate>Mon, 10 Feb 2025 14:01:19 GMT</pubDate>
      <guid>https://rip.trb.org/View/2507247</guid>
    </item>
    <item>
      <title>Study the Effectiveness of ODOT’s Initiatives in Construction Work Zone Safety</title>
      <link>https://rip.trb.org/View/2480322</link>
      <description><![CDATA[Work zone safety is a critical concern for transportation agencies, as work zones present numerous hazards such as narrowed lanes, lane shifts, and the presence of construction equipment. Speeding in construction work zones can lead to crashes that result in both fatalities and injuries for construction workers and drivers. The Oklahoma Department of Transportation (ODOT) has implemented various initiatives, including variable speed limits, Smart Work Zones, and the "Operation Hard Hat" program, to enhance work zone safety. However, the effectiveness of these initiatives and the factors influencing drivers’ compliance with speed limits in work zones require further investigation. This research project aims to evaluate the effectiveness of ODOT's current initiatives in promoting safe work zones and to identify the key factors that affect drivers' compliance with speed limits within these zones. The project will also address inconsistencies in how speed limits are applied across different districts and contractors, to develop clear, consistent guidance and policy to improve work zone safety statewide.
The research will be carried out through the following tasks: 1) Conduct a kickoff meeting with the ODOT traffic division to gain a deeper understanding of the agency’s current practices and identify the agency’s additional needs; 2) Conduct a comprehensive literature review focusing on best practices and existing research related to work zone safety and driver speed compliance; 3) Administer surveys to a variety sample of drivers to gather insights into their perceptions and experiences with traffic control devices in work zones; 4) Collect data related to different initiatives from ODOT, including traffic data, crash reports, and work zone characteristics; 5) Perform data analysis to identifying leading factors affecting drivers’ speed compliance and effectiveness of various initiatives in promoting work zone safety; and 6) Prepare a final report and provide recommended best practices in work zone safety. 

The impacts of this research are expected to be significant. By identifying effective strategies to improve driver compliance with speed limits and by standardizing speed limit applications across the state, this project will contribute to the creation of safer work zones on Oklahoma highways. Safer work zones will reduce the likelihood of accidents, injuries, and fatalities, leading to lower economic and social costs associated with work zone incidents. Additionally, improved safety will enhance worker morale and productivity, minimize traffic congestion, and reduce travel time and fuel consumption for drivers. Ultimately, this research will support ODOT in completing construction projects on time and within budget, with fewer disruptions and delays caused by accidents.

]]></description>
      <pubDate>Wed, 01 Jan 2025 13:28:08 GMT</pubDate>
      <guid>https://rip.trb.org/View/2480322</guid>
    </item>
    <item>
      <title>Designing for Target Speed</title>
      <link>https://rip.trb.org/View/2437305</link>
      <description><![CDATA[BACKGROUND - 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.

OBJECTIVES - 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.

RESEARCH PLAN - Task 1. Conduct data collection and analysis and prepare a Task 1 report. Task 2. Recommend a process by which appropriate roadway, roadside, and non-roadway elements should be considered to achieve a target speed. Task 3. Develop the final deliverables, which will include, at a minimum: (1) a final report documenting the entire research effort; (2) a practitioner’s guide that provides strategies on designing for target speed; (3) suggested modifications to standard references (e.g., HCM, and appropriate AASHTO Guides); (5) a PowerPoint-style presentation describing the background, objectives, research approach, findings, and conclusions; (6) a stand-alone technical memorandum titled “Implementation of Research Findings and Products”; and (7) a webinar for a diverse set of stakeholders.]]></description>
      <pubDate>Mon, 30 Sep 2024 17:13:25 GMT</pubDate>
      <guid>https://rip.trb.org/View/2437305</guid>
    </item>
    <item>
      <title>Semi-Automation of Interstate-90 Variable Speed Limit (I-90 VSL) Corridor in Ohio's Advanced Traffic Management System (ATMS)
</title>
      <link>https://rip.trb.org/View/2431342</link>
      <description><![CDATA[The current process to adjust speeds on the corridor includes utilizing various data/tools such as speed sensors, CCTV cameras, road weather information systems (RWIS), and communications from local authorities.  A Statewide Traffic Management Center (TMC) Specialist has to manually monitor the information from the sources then make a decision as to whether speeds should be adjusted in the corridor.  Ohio Department of Transportation (ODOT) would like to remove the subjectivity of this process by creating a set of thresholds/criteria to change speeds based on data-driven research.

The goal of this research is to provide data-based decision support in a semi-automated fashion to improve the efficiency and effectiveness of managing the I-90 Variable Speed Limit (VSL) Corridor.                ]]></description>
      <pubDate>Tue, 17 Sep 2024 14:37:15 GMT</pubDate>
      <guid>https://rip.trb.org/View/2431342</guid>
    </item>
    <item>
      <title>Applicability of the 85th Percentile for Setting Speed Limits on Freeways, Expressways, and Rural Highways



</title>
      <link>https://rip.trb.org/View/2381738</link>
      <description><![CDATA[The applicability of the 85th percentile speed for determining posted speed limits is a complex and controversial issue of concern to state departments of transportation (DOTs). The 85th percentile is the speed at or below which 85 percent of free-flowing traffic travels. It is sometimes used to provide an indication of the free-flow operating speed on the roadway for determining traffic control device applications. It has been used for decades as the basis for setting speed limits. 

In recent years, calls have been made to eliminate the 85th percentile speed as the basis for setting speed limits, especially in urban areas. Proponents of the 85th percentile speed argue that (1) it is a good measure of the speed at which drivers feel safe and comfortable on a given road; (2) it is a relevant data point that can indicate whether other modifications or speed management strategies might be needed to achieve compliance or some level of a self-enforcing road design; (3) and setting speed limits at or near the 85th percentile speed can reduce speed variance and improve safety. Conversely, critics argue that (1) the 85th percentile speed is not a reliable measure of safe driving; (2) it can be influenced by many factors, such as traffic volume, road conditions, and drivers’ perception of law enforcement activity; and (3) setting speed limits at or near the 85th percentile speed can encourage drivers to travel at higher speeds. Therefore, critics argue that the 85th percentile speed should be removed as a factor and that the Safe System approach should be required instead. 

Recent research and reasoning for moving away from the 85th percentile speed on urban arterials and residential streets do not address speed limits on freeways, expressways, and rural highways. Therefore, research is needed to examine the applicability of the 85th percentile speed for setting speed limits on freeways, expressways, or rural highways. 

The objectives of this project are to (1) examine the applicability of the 85th percentile speed as a factor in setting speed limits on freeways, expressways, and rural highways and (2) prepare a guide for state DOTs and other agencies with the authority to set speed limits on freeways, expressways, and rural highways that includes, at a minimum, implementation considerations, an application framework, and outreach materials for communication with policymakers. ]]></description>
      <pubDate>Wed, 22 May 2024 11:45:33 GMT</pubDate>
      <guid>https://rip.trb.org/View/2381738</guid>
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