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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Evaluating the effectiveness of freeway speed cameras: Evidence from a natural experiment in Dayton, Ohio</title>
      <link>https://trid.trb.org/View/2597015</link>
      <description><![CDATA[Nearly 42,000 people die annually in the United States in automobile crashes. Speed cameras are seen as an indispensable tool to prevent crashes and fatalities, while opponents merely see them as a means to generate revenue. Empirical evidence on the effectiveness of speed cameras in reducing automobile crashes is mixed primarily due to the endogeneity of the timing of camera activation and/or their placement. We circumvent these concerns by leveraging multiple plausibly exogenous state-level court cases and political infighting that turn freeway speed cameras off, on, and off again in Dayton, Ohio. We estimate the efficacy of cameras using a difference-in-differences estimator using untreated interstates and highways as controls. After a considerable number of tests across different samples, we find no significant evidence of a relationship between the use of freeway speed cameras and various measures of crashes.]]></description>
      <pubDate>Mon, 24 Nov 2025 15:30:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2597015</guid>
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      <title>Evaluation of Accessibility and Equity to Hospitals by Public Transport: Evidence from the Six Largest Cities of Ohio</title>
      <link>https://trid.trb.org/View/2196719</link>
      <description><![CDATA[In the United States, healthcare has long been viewed as a “right,” and residents of Ohio are no exception. Socio-spatial characteristics can have an impact on access to healthcare, particularly among vulnerable groups. This article seeks to measure the spatial accessibility of Cleveland, Columbus, Cincinnati, Toledo, Akron, and Dayton using a two-step floating catchment area technique. Within cities (except Cleveland), people of vulnerable census tracts have less access to hospitals via public transportation. Other cities fail to ensure equity and accessibility for the vulnerable census tracts. This study emphasizes the issues connected with the suburbanization of poverty in Ohio’s large cities and the need to provide adequate public transportation to reach hospitals on the periphery. In addition, it shed light on the need for additional empirical research to inform the implementation of guidelines for healthcare accessibility in Ohio. Planners and policymakers can incorporate findings to ensure health accessibility.]]></description>
      <pubDate>Thu, 13 Jul 2023 09:37:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2196719</guid>
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      <title>Optimizing the Design of Driven Pile Foundations with Instrumented Static Load Tests</title>
      <link>https://trid.trb.org/View/1593941</link>
      <description><![CDATA[Two large bridges over the Great Miami River in Dayton, Ohio, were constructed. The foundations for these bridges consist of driven piles, and as part of a value engineering change proposal (VECP) the foundation design was optimized for the least cost given the constraints of the site conditions and pile drivability. Over 40 different possible combinations of pile diameter, pile wall thickness, pile capacity, and pile hammer were considered during design, including open ended piles. Cost factors included material costs for steel and concrete including length surcharges over 15.2 m (50 ft), crew and equipment time and costs to unload and drive the piles, and time and material costs for splices. Foundation costs were compared on cost/ton basis. The selected pile design was a 406 mm (16-inch) pipe pile with an ultimate capacity of 2890 kN (650 kips), which exceeded the state DOT’s recommended maximum pile capacity of 1600 kN (360 kips) for this size pile. During construction, two instrumented static load tests and many dynamic load tests (with signal matching analyses) were performed to evaluate the selected foundation design. The results were used to develop a construction pile driving criteria that accounted for pile setup and checked for pile tip relaxation. The results of the static load tests indicated that one pile had an ultimate capacity of at least 2980 kN (670 kips) and the second pile had a capacity in excess of 4900 kN (1100 kips).]]></description>
      <pubDate>Tue, 02 Apr 2019 15:00:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1593941</guid>
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    <item>
      <title>The Wright Brothers in Dayton : if you love aviation history, here's why you want to visit southwest Ohio</title>
      <link>https://trid.trb.org/View/1507292</link>
      <description><![CDATA[]]></description>
      <pubDate>Mon, 02 Apr 2018 11:32:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1507292</guid>
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      <title>A bike ride through Wright brothers territory : because it all started with a bicycle</title>
      <link>https://trid.trb.org/View/1481701</link>
      <description><![CDATA[]]></description>
      <pubDate>Wed, 06 Sep 2017 09:59:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1481701</guid>
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      <title>One Activity-Based Travel Model for Four Cities: Experience of ABM Estimation on a Pooled Data Set of Multiple Surveys</title>
      <link>https://trid.trb.org/View/1394309</link>
      <description><![CDATA[The paper describes the recent experience with using multiple Household Travel Surveys (HTSs) for development of an advanced Activity‐Based travel Model (ABM) for four major cities in Ohio simultaneously. The data consisted of four different HTS conducted for the regions of Columbus (5,555 households in 1999), Dayton (1,950 households in 2001), Cincinnati (2,050 households in 2009‐10) and Cleveland (4,540 households in 2012‐13). The data was consolidated in a pooled dataset by combining all available HTSs and other complementary data sources including socio‐economic data, land‐use data, and transportation Level‐of‐Service (LOS) data. The main principle of this effort was to develop all behavioral sub‐models of the ABM in the most generic way possible such that they are transferable between the regions with no or minimal adjustment. However, some sub‐models proved to be not fully transferable between the regions; thus a region specific specifications or segmentation of parameters (fully or partially) was necessary. The paper also provides overall experience of estimating different sub‐models with a pooled dataset and general assessment of transferability of some of the models across regions in the context of advanced travel modeling. The findings are summarized with respect to the spatial transferability of different sub‐models and classifies sub‐models that can be transferred vs. the ones which need some level of region‐ specific adjustments. Additionally, strengths and weaknesses of different HTSs were quite clearly seen and the corresponding recommendations for future HTSs were made.]]></description>
      <pubDate>Tue, 15 Mar 2016 14:52:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1394309</guid>
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    <item>
      <title>Dayton is ground zero on The Aviation Trail</title>
      <link>https://trid.trb.org/View/1387531</link>
      <description><![CDATA[]]></description>
      <pubDate>Mon, 04 Jan 2016 16:17:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1387531</guid>
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      <title>Choice of Workplace Location: Coordination Between Multiple Workers in the Household</title>
      <link>https://trid.trb.org/View/1337935</link>
      <description><![CDATA[This paper analyzes the spatial patterns of commuting in two-worker households and explores the associated interdependencies of work location decisions for the two workers. A joint multinomial location choice framework is used to model the work location choices of both workers in a multiworker household simultaneously. The model incorporates a rich set of explanatory variables for each worker; the variables have been substantiated in previous research. In addition, the model includes several interaction variables that describe the possible impacts on each worker of the other worker’s workplace choices. The corresponding statistical analysis and model estimation are implemented in parallel for four major Ohio cities—Columbus, Cleveland, Cincinnati, and Dayton—on the basis of available household travel surveys. The developed and estimated models have been incorporated as a component in the activity-based travel model being developed for the regions. The model structure and segmentation are discussed in detail; a comparison of the most critical impacts across the regions is included. Contrary to expectations, the results show that workers in two-worker households do not try to trade off a longer commute distance for one worker with a shorter commute distance for the second worker. However, several other interaction effects—captured by the distance between the workplaces and by the angle formed at the home location between the two workplaces—are significant. In particular, the angle is smaller (more acute) for workers who reside in areas with better accessibility to jobs, as well as for full-time workers and low-income workers.]]></description>
      <pubDate>Wed, 01 Apr 2015 08:50:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1337935</guid>
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    <item>
      <title>Crash frequency analysis of left-side merging and diverging areas on urban freeway segments – A case study of I-75 through downtown Dayton, Ohio</title>
      <link>https://trid.trb.org/View/1336419</link>
      <description><![CDATA[This paper analyzes the effect of left- and right-side merging and diverging areas and other variables such as light condition, roadway pavement condition, drivers’ age and presence of construction work zones on the occurrence frequency of crashes. A 6.5-mile (10.5-km) section of I-75 that passes through downtown Dayton, Ohio was considered. The area of interest has a high traffic volume and consists of different geometric design challenges including closely spaced merging and diverging ramps. A four-year record of crash data (2005–2008) and a statistical modeling technique that assumes a negative binomial distribution on generalized linear models (GLMs) were used to develop separate models for merging and diverging areas. The model results show that left-side merging and diverging areas are critical elements in crash frequency in the vicinity of ramps on freeways. In addition, pavement condition, light condition, and work zones were found to be significant predictors of crash frequency. Specifically, the results indicate that crashes are about 7.88 times more likely to occur on merging areas located on the left side of the freeway lanes compared to those on the right. For diverging areas, about 2.26 times more crashes are likely to occur near diverging areas on the left compared to those diverging on the right side of the freeway. In addition, adverse pavement conditions (such as wet pavement, snow, and ice), adverse light conditions (such as darkness and glare), and presence of work zone were found to be significant variables in the occurrence of crashes.]]></description>
      <pubDate>Mon, 02 Feb 2015 10:24:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1336419</guid>
    </item>
    <item>
      <title>Development of Travel Patterns In Major Urban Areas</title>
      <link>https://trid.trb.org/View/1219249</link>
      <description><![CDATA[This research report is concerned with the development of travel patterns for urban areas by synthesis. To develop the necessary characteristics concerning vehicular trips, data were obtained for fourteen cities from the census and from recent transportation studies of these cities. Each of these cities is part of a standard metropolitan statistical area with a population of less than one million. The study cities were Charlotte (NC), Chattanooga (TN), Dayton (OH), Denver (CO), El Paso (TX), Huntsville (AL), Nashville (TN), New Orleans (LA), Omaha (NE), San Antonio (TX), Springfield (OH), Toledo (OH), Tucson (AZ), and Tulsa (OK). Urban vehicular trip prediction models were evolved from the data through the use of multiple regression procedures. The "tear-down" method of model evolution was utilized. Data, which included populations, areas, population densities, automobile ownership, public transportation usage, income, occupations, distances, school enrollment, workers, automobile usage, locations of employment, value of residence, and many interactions were used as independent variables in the development of the various models. Travel characteristics, including peak-hour travel, design hour volume, truck trips, and assignment of traffic to freeways, were also investigated. The latter included an analysis of freeway usage by time ratio, distance ratio, time differential, distance differential, and by a model using all four factors.]]></description>
      <pubDate>Thu, 15 Nov 2012 14:02:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1219249</guid>
    </item>
    <item>
      <title>Mass transit audio advertising provides additional revenue to transit agencies</title>
      <link>https://trid.trb.org/View/916865</link>
      <description><![CDATA[Subtitle: First application in Dayton, OH.]]></description>
      <pubDate>Tue, 04 May 2010 08:37:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/916865</guid>
    </item>
    <item>
      <title>Tracking the Deployment of the Integrated Metropolitan ITS
Infrastructure in Dayton, Springfield: FY99 Results</title>
      <link>https://trid.trb.org/View/887999</link>
      <description><![CDATA[In 1997, the U.S. Department of Transportation initiated an effort to track progress toward fulfillment of the goal of national intelligent transportation systems (ITS) deployment by conducting a survey of deployment in the nation’s largest metropolitan areas. In order to track progress toward fulfillment of the goal for deployment, the U.S. Department of Transportation ITS Joint Program Office developed the metropolitan ITS deployment tracking methodology. This methodology tracks deployment of the nine components that make up the Metropolitan ITS infrastructure: Freeway Management; Incident Management; Arterial Management; Emergency Management; Transit Management; Electronic Toll Collection; Electronic Fare Payment; Highway-Rail Intersections; and Regional Multimodal Traveler Information. Through a set of indicators tied to the major functions of each component, the level of deployment is tracked for the nation’s largest metropolitan areas. During the summer and fall of 1999, the U.S. DOT undertook a new data collection effort for the purpose of examining ITS deployment progress in the nation’s largest metropolitan areas. The Dayton, Springfield metropolitan area was among the areas surveyed in 1997 and again in 1999. This report presents the results of the 1999 survey efforts and compares the results of the 1997 survey against those observed in 1999.]]></description>
      <pubDate>Tue, 19 May 2009 07:49:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/887999</guid>
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    <item>
      <title>Where aviation was born</title>
      <link>https://trid.trb.org/View/884882</link>
      <description><![CDATA[Subtitle: 'What dreams we have, and how they fly.']]></description>
      <pubDate>Sat, 14 Mar 2009 13:53:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/884882</guid>
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    <item>
      <title>Economic Census, Transportation, 1997 Commodity Flow Survey: Dayton-Springfield, OH MSA</title>
      <link>https://trid.trb.org/View/882509</link>
      <description><![CDATA[The 1997 Commodity Flow Survey (CFS) is undertaken through a partnership between the Bureau of the Census, U.S. Department of Commerce, and the Bureau of Transportation Statistics, U.S. Department of Transportation. This survey produces data on the movement of goods in the United States. It provides information on commodities shipped, their value, weight, and mode of transportation, as well as the origin and destination of shipments of manufacturing, mining, wholesale, and selected retail establishments. The CFS was last conducted in 1993. See the Comparability With the 1993 Commodity Flow Survey table (Appendix A) for a comparison between the 1997 and 1993 surveys. The data from the CFS are used by public policy analysts and for transportation planning and decision-making to assess the demand for transportation facilities and services, energy use, and safety risk and environmental concerns. This report presents data on Metropolitan Area (MA) and Remainder of State (ROS) shipment characteristics.]]></description>
      <pubDate>Thu, 19 Feb 2009 14:42:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/882509</guid>
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    <item>
      <title>Evaluation of the Dayton ITS Demonstration Project</title>
      <link>https://trid.trb.org/View/767555</link>
      <description><![CDATA[This is the second and final report of the Dayton ITS Demonstration Project, which evaluates the effectiveness of Advanced Traveler Information System (ATIS) devices located in the vicinity of the Nutter Center, Dayton, Ohio.  The intention of these devices is to provide real-time information to travelers accessing the Nutter Center during special events.  The first report documented the existing conditions (1999) and defined various measures of effectiveness used to evaluate the traffic conditions.  The ATIS devices were installed in the meantime.  To complete the evaluation of the demonstration project, this report evaluates the performance of the road network surrounding the Nutter Center after the implementation of the ATIS devices.  These conditions are compared to the conditions evaluated in the previous report.  An analysis that quantifies the changes on the network performance is also presented here to determine the effects of the devices installed.  The study area is comprised of approximately 7-sq mi surrounding the Nutter Center area.  It also consists of two major arterials:  the Colonel Glenn Highway (CGH) and North Fairfield Road.  The objective of this demonstration project is to manage congestion and traffic circulation during events in the Nutter Center.  To achieve such objectives, the system installed utilized three Changeable Message Signs, one at I-675 and two along CGH, and several static highway directional signs.  There are 26 signalized intersections, all of which have actuated signals and four sign controlled intersections within the study area.]]></description>
      <pubDate>Mon, 12 Dec 2005 12:22:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/767555</guid>
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