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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>
    <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>Transport Research International Documentation (TRID)</title>
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      <title>Division of Engineering Researcher on Call (ROC) FY2027-2029</title>
      <link>https://trid.trb.org/View/2786779</link>
      <description><![CDATA[The Ohio Department of Transportation (ODOT) is charged with the management and maintenance of Ohio's vast transportation system.  ODOT strives to execute this charge in the most effective and efficient manner possible.  At times, ODOT encounters situations where low-cost, short-term, focused research tasks are needed to address an urgent issue.  While important and potentially impactful, these research tasks do not warrant the level of a full-scale research project.  Due to the time-sensitive nature of these tasks, it is possible that some of these tasks go unmet because the standard contracting process requires more time than available.  To address this issue, ODOT developed the Research-On-Call (ROC) program.  The ROC is designed to provide direct, quick access to researchers in specific areas of expertise to conduct short-term, focused, urgent research tasks.  This ROC will focus on tasks from the Division of Engineering.                      ]]></description>
      <pubDate>Wed, 07 Oct 2026 14:08:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2786779</guid>
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    <item>
      <title>Division of Operations Researcher on Call (ROC)  FY2027-2029</title>
      <link>https://trid.trb.org/View/2786775</link>
      <description><![CDATA[The Ohio Department of Transportation (ODOT) is charged with the management and maintenance of Ohio's vast transportation system.  ODOT strives to execute this charge in the most effective and efficient manner possible.  At times, ODOT encounters situations where low-cost, short-term, focused research tasks are needed to address an urgent issue.  While important and potentially impactful, these research tasks do not warrant the level of a full-scale research project.  Due to the time-sensitive nature of these tasks, it is possible that some of these tasks go unmet because the standard contracting process requires more time than available.  To address this issue, ODOT developed the Research-On-Call (ROC) program.  The ROC is designed to provide direct, quick access to researchers in specific areas of expertise to conduct short-term, focused, urgent research tasks.  This ROC will focus on tasks from the Division of Operations.     ]]></description>
      <pubDate>Wed, 07 Oct 2026 10:37:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2786775</guid>
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    <item>
      <title>Stabilizing a Landslide to Preserve the Historic Irishtown Bend in Cleveland, OH</title>
      <link>https://trid.trb.org/View/2678375</link>
      <description><![CDATA[The Irishtown Bend Stabilization Project is a major infrastructure project in Cleveland, Ohio, that involves stabilization of a massive landslide to restore a historic neighborhood to public use and prevent a slope failure that threatens to impair navigation along the economically vital Cuyahoga River shipping channel at the toe of slope. Urban development and fill placement in the 1960s added load to the top of the Irishtown Bend hillside. The added load reactivated ancient slide planes at a depth of more than 30 m (100 ft) and triggered large, on-going slope movements including a major head scarp at the top of slope. The slide is retrogressive today with local slope failures at the hillside toe occurring due to on-going erosion from river action and turbulence caused by ship traffic. This paper discusses the geologic history of the Irishtown Bend, site development, hillside instability, and the on-going slope movement. The results of a 2019 subsurface investigation and slope movement monitoring program are described with focus on defining the landslide failure geometry and developing peak and residual friction angles in the glacial lacustrine clay for use in stability assessment. This paper also discusses the results of back analysis of slope stability and assessment of the necessary stabilization measures to achieve target safety factors. Finally, design and construction of long-term stabilization measures are presented including major earthwork to facilitate hillside unloading and installation of a permanent anchored bulkhead consisting of a steel sheet pile and pipe pile combination wall braced by tieback anchors extending to shale bedrock.]]></description>
      <pubDate>Fri, 02 Oct 2026 15:56:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2678375</guid>
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    <item>
      <title>Highway Investigation Report: Rear-End Collision Between Combination Vehicle and Sport Utility Vehicle on Interstate 80 — Swanton Township Toll Plaza, Swanton, Ohio, August 15, 2024</title>
      <link>https://trid.trb.org/View/2780230</link>
      <description><![CDATA[On Thursday, August 15, 2024, about 5:29 a.m. eastern daylight time, a 2015 Toyota Highlander sport utility vehicle (SUV), occupied by the driver and three passengers, was traveling east on the Ohio Turnpike, Interstate 80 near Swanton Township, Lucas County, Ohio. The SUV was traveling in the left lane and decelerated while changing lanes across the path of a 2019 Mack combination vehicle to exit to the low-speed toll booth lanes at the Swanton Township Toll Plaza. The combination vehicle, occupied by the truck driver, struck the SUV, veered to the right, struck a concrete barrier dividing the high- and low-speed toll lanes, and overturned. As a result of the collision, two SUV passengers died, the driver and one passenger were seriously injured, and the driver of the combination vehicle was seriously injured. Hazardous materials onboard the combination vehicle spilled out onto the roadway. The safety issues in this investigation were the lack of seat belt use and the risk of rear-end crashes at hybrid toll plazas due to unsafe merging/lane changing and large speed differentials. The National Transportation Safety Board (NTSB) makes new recommendations to the Federal Highway Administration; the Ohio Turnpike and Infrastructure Commission; Springfield Township; and the International Bridge, Tunnel and Turnpike Association. The NTSB also reiterates and classifies a recommendation to the state of Ohio.]]></description>
      <pubDate>Wed, 30 Sep 2026 09:26:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2780230</guid>
    </item>
    <item>
      <title>Investigating the Role of Advanced Driver Assistance Systems (ADAS) in Reducing Sideswipe Collisions in Rural Ohio</title>
      <link>https://trid.trb.org/View/2762220</link>
      <description><![CDATA[Rural roadways continue to experience disproportionately high fatality rates per vehicle-mile traveled compared with urban facilities, underscoring persistent safety challenges that demand targeted interventions. Among the most prevalent crash types on rural roads are sideswipe collisions, frequently attributed to driver error, limited roadway delineation, and reduced situational awareness. Advanced Driver Assistance Systems (ADAS), including Blind Spot Warning (BSW), Lane Departure Warning (LDW), and Lane Keeping Assistance (LKA), offer potential countermeasures by enhancing driver perception and lateral control; however, existing effectiveness evidence is predominantly frequency-focused and urban-aggregate, and the severity-conditional performance of these systems in rural sideswipe crashes remains unquantified. This study evaluates the influence of ADAS on the severity of rural sideswipe crashes using data from 49 rural Ohio counties for 2017–2023. A 50-foot spatial buffer approach matched each ADAS-equipped crash with nearby conventional-vehicle crashes to control for roadway and environmental context, and a Bayesian Network was applied to model the dependencies among driver, vehicle, roadway, and environmental factors. Model credibility was assessed through repeated cross-validation, hold-out discrimination testing, and bootstrap analyses of structural stability and conditional probabilities. The results reveal a clear hierarchy of evidence: driving under the influence and higher speed environments were the structurally robust determinants of severe outcomes, whereas ADAS–severity associations were small and condition-dependent, protective when systems were operating and under adverse weather, but unfavorable in dark conditions consistent with degraded camera-based sensing on unlit, poorly marked rural roads. The findings indicate that ADAS benefits in rural settings are contingent on system operation and sensing conditions, supporting safety strategies that pair ADAS adoption with pavement-marking maintenance, roadway lighting, driver education on system limitations, and sustained enforcement of impaired-driving and speed laws.]]></description>
      <pubDate>Wed, 23 Sep 2026 15:55:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2762220</guid>
    </item>
    <item>
      <title>Monitoring of Urban Roadway Safety Hazards from Existing Bus-based Video Imagery: Phase 3</title>
      <link>https://trid.trb.org/View/2778234</link>
      <description><![CDATA[Traffic safety is diminished by drivers’ changing lanes in queued traffic and mixes of pedestrians and vulnerable vehicles (scooters, bikes, and motorcycles) with large vehicles in the traffic stream. Assessing locations with these recurring but dynamic hazardous conditions requires extensive and ongoing monitoring. Traditional monitoring methods rely on sensors at permanent or temporary fixed locations, which is costly, labor intensive, and provides limited spatial coverage. Moreover, the location of these sensors may be influenced by factors other than optimal sampling, such as requests from well-organized constituencies. Therefore, traditional monitoring of hazards could miss high-risk conditions resulting in decreased safety.

Transit buses operate regularly over wide networks, and most bus fleets are already equipped with cameras that record the environment inside and outside buses for liability, security, and safety purposes. Consequently, the imagery is available for other uses at low marginal cost. Coupling the available imagery with the extensive spatial and repeated temporal coverage of transit fleets has been shown by the principal investigators (PIs) to be effective in monitoring traffic volumes across space and time. In the phase 1 project, the PIs investigated the use of available imagery recorded by cameras mounted on transit buses in regular operation to identify hazardous locations associated with recurrent vehicle queuing on urban streets. The phase 2 project is building on the phase 1 investigations by identifying locations with recurring noticeable volumes of vulnerable vehicles to serve as indications of hazardous conditions.

The disparity in size and weight between large vehicles and pedestrians and vulnerable vehicles contributes to the increased risk of accident occurrences that lead to serious injuries and fatalities. A deployment partner commented that near misses of such interactions “happen all the time.” Similarly, and as was recently highlighted in The Economist Sept 7, 2024 issue titled “America’s killer cars”, the increasing size and weight of passenger vehicles is leading to an exponentially increasing risk of injuries to and fatalities of pedestrians and passengers of vulnerable vehicles. Therefore, identifying locations on the roadways where such risks are relatively high is critical to informing mitigation efforts. The proposed phase 3 of the study focuses on this identification. The representative quoted above also noted: “We don’t record near misses, so we don’t have any documentation but [they are] frequent”, thus clearly highlighting the need. Therefore, phase 3 builds on phase 2 by considering the presence of near misses between pedestrians or vulnerable vehicles and large vehicles to investigate the potential of using bus imagery to identify locations of recurring high-risk combinations of these elements.

The Ohio State University (OSU) campus will again be used as a living lab. The size and diversity of land uses make the campus representative of urban areas, and the close and ongoing collaboration with OSU’s Transportation and Traffic Management, the deployment partner and contributor to the success of the OSU campus transportation living lab, offers insights on safety concerns and the practical validations of the developing safety monitoring scheme. ]]></description>
      <pubDate>Thu, 17 Sep 2026 17:08:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2778234</guid>
    </item>
    <item>
      <title>Advancing Clean Mobility: Hydrogen Fuel Cell Electric Bus Workforce Development for Transit Agencies</title>
      <link>https://trid.trb.org/View/2772462</link>
      <description><![CDATA[Hydrogen fuel cell electric buses (FCEBs) are rapidly transforming public transportation in the United States. However, while transit agencies are investing heavily in new zero-emission vehicles and fueling infrastructure, far less attention has been paid to the workforce needed to operate and maintain them. As agencies accelerate toward ambitious climate and fleet transition goals, they are also confronting a critical challenge: preparing workers for an entirely new set of technologies, safety requirements, and operational demands. This study addresses that gap by systematically identifying the knowledge, skills, and abilities (KSAs) required for FCEB vehicle operators and maintenance technicians, assessing current training programs, and investigating effective workforce recruitment and retention strategies. The research team conducted semi-structured qualitative interviews with 20 stakeholders across transit agencies, original equipment manufacturers (OEMs), training organizations, and industry associations in California, Ohio, Illinois, and Washington. Data were analyzed using thematic analysis following Braun and Clarke's (2006) six-phase framework. Findings reveal that FCEB workforce readiness is not simply a training issue but a system-level challenge requiring transit agencies to develop new tri-disciplinary competencies spanning mechanical, electrical, and hydrogen chemical safety—a combination no single predecessor technology fully provides. Electrical fundamentals emerged as a universal prerequisite. Findings also identified structural training gaps, including the absence of a standardized national curriculum for FCEB and the misalignment between OEM training delivery and practical application. The study proposes curriculum frameworks for FCEB technician and operator training, alongside identifying workforce strategies centered on “grow-your-own” development (developing talent internally), apprenticeship models, and regional training consortia. The findings underscore that the success of the zero-emission transit transition depends not only on vehicles and infrastructure, but on people. The research concludes that coordinated policy interventions, including a national certification pathway, investment in regional training infrastructure, and stronger community college partnerships are essential to building a skilled, adaptable workforce capable of supporting the FCEB transit transition.]]></description>
      <pubDate>Wed, 16 Sep 2026 14:40:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2772462</guid>
    </item>
    <item>
      <title>Queen City Metro Media Habits Study</title>
      <link>https://trid.trb.org/View/2742514</link>
      <description><![CDATA[This report summarizes findings of Media Habits research conducted for Queen City Metro (QCM) during November 1978. The purpose of this research is to profile media habits--television viewership, radio listenership, and newspaper readership--among current riders. The objective of this study is to provide media direction in order to more efficiently and effectively utilize QCM communication dollars. Methodology, analytical framework, findings, and recommendations are presented in the report. Data tables and the survey questionnaire are included in the appendix.]]></description>
      <pubDate>Mon, 07 Sep 2026 10:57:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2742514</guid>
    </item>
    <item>
      <title>CFD Modeling of an 81" Single Slope Barrier Wall Drainage Window for on Grade and Sag Conditions</title>
      <link>https://trid.trb.org/View/2764018</link>
      <description><![CDATA[The main goal of this study is to design a drainage window in an 81" single slope barrier wall for on-grade and sag conditions that could replace the standard Ohio Department of Transportation (ODOT) I-3 barrier catch basin. The ODOT design guidelines are as follows: (1) Examine configurations of the opening to the flume behind the wall under the wall section to maximize conveyance of flow to a roadside ditch section. (2) Examine window lengths and configurations to maximize hydraulic efficiency on a grade up to an absolute maximum window length of 20 ft. (3) Use a minimum opening height of 4 in. and consider tapering to an increased height at the outlet to the flume to reduce the potential for debris clogging beneath the barrier section. On-grade locations are analyzed for longitudinal slope up to 5% and spread up to 10 ft. Sag locations, represented by pavement at zero longitudinal slope, are analyzed for water depths up to 18 in. The roadway cross section consists of a 10-ft shoulder at a 4.0% cross slope and pavement at a 1.6% cross slope. All surfaces are represented with Manning’s n = 0.015. Computational fluid dynamics (CFD) is used to perform the analysis. The modeling approach follows previous studies by the authors. The new design is similar to a slotted inlet: a rectangular opening cut into the bottom of a barrier (e.g., a temporary barrier or single slope barrier wall), which typically has a uniform cross section. Findings from laboratory tests of flow under Florida DOT barrier walls were used for additional validation of the modeling approach used in this study.]]></description>
      <pubDate>Fri, 28 Aug 2026 14:41:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2764018</guid>
    </item>
    <item>
      <title>Computational Analysis of Hydraulic Capacity of Ohio DOT Catch Basin No. 6 in On-Grade and Sag Locations</title>
      <link>https://trid.trb.org/View/2764019</link>
      <description><![CDATA[In the previous study by Argonne for the Ohio Department of Transportation (ODOT), the authors analyzed two catch basins with a combination inlet in sag and on-grade locations. The authors reviewed  ODOT design procedure and compared it with the equations presented in FHWA Hydraulic Engineering Circular 22 “Urban Drainage Design Manual”. The ODOT design procedure and HEC-22 procedures are found to be sufficient for more extreme events at on-grade locations. In this phase of the study, ODOT catch basin no. 6 was analyzed in both on-grade and sag locations configured with two grates, a curved vane grate, and a parallel bar. The catch basin interception was compared with hydraulic and geometric conditions. This research paper presents a validated methodology for evaluating the efficiency of present-day grates, allowing ODOT to provide safe, efficient designs for drainage systems. The results of this study will be applied to ODOT policy, design procedures and software, and institutional knowledge.]]></description>
      <pubDate>Thu, 27 Aug 2026 16:51:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2764019</guid>
    </item>
    <item>
      <title>Are Elderly Crash Victims in Rural Areas Receiving Timely Emergency Medical Services Access?</title>
      <link>https://trid.trb.org/View/2761972</link>
      <description><![CDATA[Older drivers in rural areas face high fatality rates in motor vehicle crashes because of a combination of physical vulnerability, geographic isolation, and limited access to emergency medical services (EMS). This study focuses on estimating EMS accessibility for elderly drivers involved in rural crashes in Ohio, U.S., using the Enhanced Two-Step Floating Catchment Area method. Crash data from the Ohio Department of Public Safety (2017–2022) were integrated with EMS facility locations from the Homeland Infrastructure Foundation-Level Data and socioeconomic data from the Smart Location Database. The analysis was conducted at the census block group level using network-based travel time to define EMS catchment areas. Accessibility scores were computed to assess spatial disparities and a sensitivity analysis was conducted. Results revealed significant geographic inequalities in EMS accessibility across rural Ohio, with many block groups falling in the lowest access categories, even under relaxed time thresholds. These insights can guide state and local agencies in prioritizing EMS facility placement, optimizing response coverage, and allocating resources to high-need rural areas.]]></description>
      <pubDate>Wed, 19 Aug 2026 09:25:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2761972</guid>
    </item>
    <item>
      <title>DriveOhio Research on Call (ROC) FY2027-2029</title>
      <link>https://trid.trb.org/View/2761961</link>
      <description><![CDATA[The Ohio Department of Transportation (ODOT) is charged with the management and maintenance of Ohio's vast transportation system. ODOT strives to execute this charge in the most effective and efficient manner possible. At times, ODOT encounters situations where low-cost, short-term, focused research tasks are needed to address an urgent issue. While important and potentially impactful, these research tasks do not warrant the level of a full-scale research project. Due to the time-sensitive nature of these tasks, it is possible that some of these tasks go unmet because the standard contracting process requires more time than available.  To address this issue, ODOT developed the Research-On-Call (ROC) program. The ROC is designed to provide direct, quick access to researchers in specific areas of expertise to conduct short-term, focused, urgent research tasks. This ROC will focus on tasks from DriveOhio.                            ]]></description>
      <pubDate>Tue, 18 Aug 2026 08:31:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2761961</guid>
    </item>
    <item>
      <title>Division of Planning Researcher on Call (ROC) FY2027-2029</title>
      <link>https://trid.trb.org/View/2761625</link>
      <description><![CDATA[The Ohio Department of Transportation (ODOT) is charged with the management and maintenance of Ohio's vast transportation system.  ODOT strives to execute this charge in the most effective and efficient manner possible.  At times, ODOT encounters situations where low-cost, short-term, focused research tasks are needed to address an urgent issue.  While important and potentially impactful, these research tasks do not warrant the level of a full-scale research project.  Due to the time-sensitive nature of these tasks, it is possible that some of these tasks go unmet because the standard contracting process requires more time than available.  To address this issue, ODOT developed the Research-On-Call (ROC) program.  The ROC is designed to provide direct, quick access to researchers in specific areas of expertise to conduct short-term, focused, urgent research tasks.  This ROC will focus on tasks from the Division of Planning.                        ]]></description>
      <pubDate>Mon, 17 Aug 2026 12:54:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2761625</guid>
    </item>
    <item>
      <title>Ohio's Research Initiative for Locals (ORIL) Research on Call (ROC) FY2027-2029</title>
      <link>https://trid.trb.org/View/2761155</link>
      <description><![CDATA[Ohio's Research Initiative for Locals (ORIL) is a program designed to provide practice-ready solutions to real-world issues facing Ohio's local transportation system through research. It's a multi-organizational collaborative effort to improve the transportation network of Ohio's counties, townships, cities and villages. Additional information on the ORIL program is available on their website: http://oril.transportation.ohio.gov.  

Created in 2011, ORIL develops, funds and oversees transportation research projects to meet the needs of local agencies for the safety and economic well-being of the traveling public and Ohio. As of March 2023, ORIL has funded a total of 32 projects addressing issues specific to county, township and city roads. At times, situations arise where low-cost, short-term, focused research tasks are needed to address an urgent issue, identify best practices or synthesis existing research. While important and potentially impactful, these research tasks do not warrant the level of a full-scale research project. Due to the time-sensitive nature of these tasks, it is possible that some of these tasks go unmet because the standard contracting process requires more time than available. To address this issue, the ORIL Board has determined participation in Ohio Department of Transportation's (ODOT's) Research-On-Call (ROC) program is warranted. The ROC is designed to provide direct, quick access to researchers in specific areas of expertise to conduct short-term, focused, urgent research tasks.
                                                            ]]></description>
      <pubDate>Fri, 14 Aug 2026 15:17:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2761155</guid>
    </item>
    <item>
      <title>Division of Construction Research On-Call Services FY2027-2029</title>
      <link>https://trid.trb.org/View/2761043</link>
      <description><![CDATA[The Ohio Department of Transportation (ODOT) is charged with the management and maintenance of Ohio's vast transportation system.  ODOT strives to execute this charge in the most effective and efficient manner possible.  At times, ODOT encounters situations where low-cost, short-term, focused research tasks are needed to address an urgent issue.  While important and potentially impactful, these research tasks do not warrant the level of a full-scale research project.  Due to the time-sensitive nature of these tasks, it is possible that some of these tasks go unmet because the standard contracting process requires more time than available.  To address this issue, ODOT developed the Research-On-Call (ROC) program.  The ROC is designed to provide direct, quick access to researchers in specific areas of expertise to conduct short-term, focused, urgent research tasks.  This ROC will focus on tasks from the Division of Construction.         ]]></description>
      <pubDate>Fri, 14 Aug 2026 15:04:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2761043</guid>
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