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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>Analyzing Trends in Micromobility Safety to Inform ODOT’s Safety Programming</title>
      <link>https://rip.trb.org/View/2726155</link>
      <description><![CDATA[The use of electric micromobility devices, including e-bikes, e-scooters, e-unicycles, and other emerging devices, has been steadily increasing as modes of transportation in Oregon over the past several years, generating many questions about how best to integrate these devices into the transportation system. Safety concerns, as the rate of injuries sustained while riding an electric micromobility devices that necessitated an ER visit or hospitalization has significantly increased between 2021 and 2024, rising from 414 potential injuries in 2021 to 1,229 in 2024, according to Oregon Health Authority (OHA) data. These numbers probably underrepresent total crashes. Oregon Department of Transportation's (ODOT’s) Transportation Safety Office (TSO) oversees safety education and training programs, including bicycle and motorcycle safety, but they currently do not have a clear picture of the crash data and magnitude of risk associated with e-micromobility devices given the relative nascency of the mode. Analyzing the available sources of data and developing a deeper understanding of the safety concerns of local agencies and community organizations are critical first steps. This research will help the agency and their transportation safety partners to be data driven in their development of e-micromobility safety materials, safety training programs, strategic project planning and funding investment decisions to reduce the crash and injury risk related to these devices.
OBJECTIVES: This research will help answer the following questions: What’s the extent and magnitude of injuries? What’s the rate of injury for youth compared to adults?  Through a safe system approach, what are the primary causes or factors of crashes involving people riding e-micromobility devices?  What types of devices are most involved in crashes? What are the current concerns for transportation partners and law enforcement related to e-micromobility safety and how are these concerns compared to what is seeing in the data?  
The findings of this important research project will help ODOT identify the core strategies to better tailor ODOT safety programming and partnerships. The results will also be used to educate policymakers, interested partners, and the public. ODOT is seeking a deeper understanding of safety issues and concerns related to the emerging field of small devices that have varying amounts of assisted power beyond human propulsion, such as e-bikes, e-scooters, and e-unicycles. While usage of these devices has emerged in the last decade—and in higher numbers in the last five years—safety research and recommendations have been slow to catch up. Analyzing the available data will help inform the development of data-driven strategies and investments within ODOT, as well as the external partners ODOT works with.]]></description>
      <pubDate>Wed, 08 Jul 2026 17:27:42 GMT</pubDate>
      <guid>https://rip.trb.org/View/2726155</guid>
    </item>
    <item>
      <title>Improving Crash Data for Active Transportation Users</title>
      <link>https://rip.trb.org/View/2701260</link>
      <description><![CDATA[In recent years, the United States has experienced sharp, inexplicable increases in the number of pedestrian fatalities. In response to this disturbing trend, the Governors Highway Safety Association, state highway safety offices (SHSOs), state departments of transportation (DOTs), and local transportation agencies have been conducting safety analyses to better understand the problem and develop remediation plans.  

Crash data is the primary source of information used for safety analysis. This critical data source, however, has many limitations, including inconsistencies in reporting, inaccurate or incomplete coding of crashes, and underreporting, especially for active transportation/non-motorized users (herein after referred to as active transportation users). Also, crash typing (used to describe events and movements prior to a crash) can lack details for pedestrian- and bicycle-involved crashes, and in some cases must be constructed using multiple variables.

Improving pedestrian and bicyclist injury and fatality data, adopting consistent typing methods at the national and local levels, improving data storage, sharing and accessibility, and integrating police and hospital crash data would help practitioners understand risk factors and potential countermeasures. It is important to understand the reasons for crash data limitations, related implications, and measures that can be taken to improve the completeness, consistency, and accuracy of crash data for active transportation users.

Research is needed to improve the current state of the practice for collecting injury and fatality data for active transportation users.

OBJECTIVE: The objective of this research was to develop recommendations to improve the completeness, consistency, and accuracy of crash data for active transportation users. The project sought to (1) document current shortcomings related to existing data for crashes involving active transportation users (including crashes that do not involve motor vehicles in transport), and (2) consider non-motorist victim characteristics. ]]></description>
      <pubDate>Tue, 12 May 2026 15:48:07 GMT</pubDate>
      <guid>https://rip.trb.org/View/2701260</guid>
    </item>
    <item>
      <title>Employee Safety and SIF Data Benchmarking</title>
      <link>https://rip.trb.org/View/2666775</link>
      <description><![CDATA[Occupational injuries and illnesses reduce the effectiveness of state departments of transportation’s (DOT) most critical resource: skilled and experienced workforces. With the challenge of recruiting and retaining employees, a healthy and present workforce is critical to mission success for state DOTs. Developing strategies and tactics to address employee safety and health requires performance benchmarking data, but there is currently no established framework to share safety or serious injury or fatality (SIF) data and best practices across state DOTs. NCHRP Synthesis 637: Tracking Safety Leading Indicators to Improve DOT Employee Safety Performance details the current data sharing gaps among state DOTs in relevant metrics for data- driven decisions on safety initiatives and resources.

OBJECTIVE: The objective of this research is to (1) facilitate a consensus definition of the most informative safety and SIF key performance indicators, (2) develop a collaborative framework and tools through which state DOTs can share employee safety and SIF data, (3) aggregate data on incident causes and factors, and (4) provide a framework for a working group between the American Association of State Highway and Transportation Officials (AASHTO) and the North American Association of Transportation Safety and Health Officials (NAATSHO) to analyze and formulate actions together.]]></description>
      <pubDate>Mon, 09 Feb 2026 20:28:47 GMT</pubDate>
      <guid>https://rip.trb.org/View/2666775</guid>
    </item>
    <item>
      <title>Investigating the Role of Human Factors, Vehicle Safety Features, and Types of Crashes on Injury Severity in Kansas</title>
      <link>https://rip.trb.org/View/2652672</link>
      <description><![CDATA[The Safe System Approach emphasizes designing countermeasures with an in-depth understanding of the human factors associated with traffic crashes. At the same time, it is important to investigate the role of better safety metrics, including the Insurance Institute for Highway Safety (IIHS) crash-worthiness and the National Highway Traffic Safety Administration (NHTSA safety ratings, in preventing serious injury crashes. Since crash injury severity is affected by multiple factors, it is important to account for vehicle crash worthiness (as defined by the IIHS), human factors, and the environment (network and the detailed sequence of most-harmful events as well as the types of crashes: rear-end, side-swipe, head-on) within an integrated modeling framework. A comprehensive crash severity model integrated with ArcGIS StoryMap will enable the Bureau of Transportation Safety of the Kansas Department of Transportation to promote effective safety countermeasures and create behavioral and instructional safety campaigns for drivers of various vehicle models. The research aims to develop a crash severity model accounting for vehicle attributes (make, model, year) and crash attributes (collision types, sequence of harmful events) with the ten years of crash data from Kansas (2012 – 2023) using the state crash database (the data can be extended to the most recent year based on availability). The goals of the project are as follows: 1. Perform statistical analyses of the relationship between accident type and vehicle year, model, and manufacturer using ten-year crash data; 2. Investigate possible correlations between vehicle attributes (make, model, year) and crash severity (sensitivity and cluster analyses); 3. Compare the percentage of vehicle types registered in Kansas to the percentage of crashes by vehicle types (representation ratio); 4. Compare findings of the estimated injury severity model with crash-worthiness scores by the IIHS. Examine the performance of certain safety features that may have been available within the vehicle types. The option to leverage NHTSA ratings data for comparison purposes will also be explored.]]></description>
      <pubDate>Tue, 13 Jan 2026 16:16:29 GMT</pubDate>
      <guid>https://rip.trb.org/View/2652672</guid>
    </item>
    <item>
      <title>From Analysis to Action: Investigating Crash Readiness and the Role of Vehicle Features in Kansas Fatal and Serious Injury Crashes</title>
      <link>https://rip.trb.org/View/2652249</link>
      <description><![CDATA[The U.S. Department of Transportation's National Roadway Safety Strategy (NRSS) and other safety programs aim to eliminate road fatalities and serious injuries. The NRSS uses a Safe System Approach (SSA), which is a holistic and comprehensive approach that provides a guiding framework to make places safer for people. The SSA emphasizes infrastructure, human behavior, safe vehicle and transportation oversight, and emergency response which encompasses Safer People, Safer Roads, Safer Vehicles, Safer Speeds and Post-Crash Care as the objectives of the Safe System Approach. Some of the SSA objectives, such as, Safer People have been expanded upon by the National Highway Traffic Safety Administration (NHTSA) Countermeasures That Work, while the Federal Highway Administration's Proven Safety Countermeasures have focused on Safer Roads. While driver behavior and road conditions are extensively investigated, one issue that is often overlooked is the role of the vehicle and its characteristics. Safer Vehicles are vehicles “designed and regulated to minimize the occurrence and severity of collisions using safety measures that incorporate the latest technology” (FHWA). Between 2019 and 2023, there were a total of 8,423 crashes on Kansas roads, with fatal (K) and serious injury (A) crashes accounting for 1,817 and 6,606, respectively. In terms of crash type, angle-side impact collisions resulted in 384 fatalities and 1,500 serious injuries, while head-on collisions resulted in 238 fatalities and 419 serious injuries, and rear-end collisions resulted in 110 fatalities and 638 serious injuries. The Insurance Institute for Highway Safety (IIHS) and the National Highway Traffic Safety Administration’s (NHTSA) New Car Assessment Program (NCAP) evaluate a vehicle’s crash readiness through a series of tests that assess its crashworthiness and crash avoidance capabilities. However, a thorough analysis is needed to identify potential correlations between fatalities or serious injuries, crash types, and vehicle types and their safety features in Kansas. More specifically, it is important to identify the vehicle features that appear to be less involved in fatal or serious injury crashes, and therefore, have the potential to reduce crash severity. Such analysis will allow the the Kansas Department of Transportation (KsDOT) to better allocate resources and to make informed decisions concerning infrastructure policies to support vehicle safety features, as well as target behavioral safety and educational campaigns for drivers who use different vehicle models.]]></description>
      <pubDate>Tue, 13 Jan 2026 15:11:16 GMT</pubDate>
      <guid>https://rip.trb.org/View/2652249</guid>
    </item>
    <item>
      <title>Using Linked Data to Explore the Accuracy of Crash Reported Injuries of Minors</title>
      <link>https://rip.trb.org/View/2640191</link>
      <description><![CDATA[Police crash reports often provide the first record of injury severity for minors involved in motor vehicle crashes, yet these reports may not always match clinical assessments. Differences between the reported level of injury and the medically confirmed level can influence emergency response decisions and limit the usefulness of crash databases for safety analysis. This project will link crash data from the Connecticut Crash Data Repository with hospital discharge and Emergency Medical Services (EMS) datasets to compare police reported injury codes with medically derived measures. The analysis will document where inconsistencies occur and examine how factors such as crash location, agency type, passenger protection, and driver behavior relate to reporting accuracy.

The linked dataset will cover crashes involving minors from 2015 through 2024 and will support regression based evaluations of injury classification accuracy across multiple contexts. By identifying sources of error, the study will help improve data quality and support better training and data collection procedures for law enforcement and partner agencies. The resulting insights will strengthen statewide injury surveillance systems and guide the development of safety strategies for children and adolescents.]]></description>
      <pubDate>Thu, 11 Dec 2025 13:50:56 GMT</pubDate>
      <guid>https://rip.trb.org/View/2640191</guid>
    </item>
    <item>
      <title>Examining Attribution of Fault in Fatal &amp; Serious Injury Crashes between Drivers and Vulnerable Road Users</title>
      <link>https://rip.trb.org/View/2625585</link>
      <description><![CDATA[Traffic crashes killing or severely injuring pedestrians and bicyclists have increased dramatically in the past 10 years in the US. Research has found media and police narratives to play a strong role in shaping public opinion around strategies to prevent crashes involving vulnerable road users (VRUs), including whether those narratives attribute blame to the VRU victim. In California, following a crash, data are collected by law enforcement officers who make a determination of the “party most at fault.” Concerns exist as to whether fault in crash report data is over-attributed to VRUs, but no systematic research has assessed this.   We will utilize 2016-2023 electronically reported California Crash Reporting System data to identify the presence of a crash witness at each fatal or serious injury (FSI) single-vehicle/VRU crash, under the hypothesis that fault is more accurately attributed when a witness is present. Because VRU victims involved in FSI crashes with a motor vehicle are often unconscious, in transport to a hospital, or deceased at the time of the crash investigation, only the driver’s perspective is incorporated into police reports in the absence of a witness, while the presence of a witness provides additional and, we hypothesize, more objective information. The specific research question is: is the presence of a witness associated with a higher probability that the driver will be named at fault in FSI crashes between a driver and a VRU compared to crashes between a driver and a VRU when no witness is present?  We will use logistic regression to estimate the probability of the driver being attributed fault in crashes where a witness was present compared to crashes with no witness. If the probability is higher when a witness is present, we will discuss the likelihood that this implies that fault is systemically over-attributed to the VRU when there is no witness vs. other explanations. We will control for neighborhood and investigate if the effect of a witness on attribution varies according to reporting agency, victim attributes, or victim mode.  The overall goal will be to estimate minimum correction factors and 95% confidence intervals for VRU-involved crashes so statistics on attribution of fault can be adjusted for future research or in policy settings.]]></description>
      <pubDate>Tue, 18 Nov 2025 15:03:49 GMT</pubDate>
      <guid>https://rip.trb.org/View/2625585</guid>
    </item>
    <item>
      <title>Evaluating Post-Crash Care Accessibility of Emergency Medical Services (EMS) to Elderly Groups in Rural Areas</title>
      <link>https://rip.trb.org/View/2509049</link>
      <description><![CDATA[Rural areas face unique challenges following crashes due to longer emergency medical service (EMS) response times and limited access to advanced healthcare facilities. These delays can put the lives of elderly crash victims at greater risk, making timely care critical to their survival. Particularly for aging populations are particularly susceptible to severe injuries. As an individual’s age, physical fragility worsens the severity of injuries sustained in crashes. This makes it essential to ensure that older adults receive prompt and reliable post-crash care to improve their chances of survival. Despite ongoing efforts to improve transportation safety, gaps remain in understanding how post-crash care impacts survival and how EMS infrastructure can be optimized to reduce fatalities in rural settings. This research aims to address these critical gaps, focusing on survival analysis and EMS location optimization to enhance post-crash care accessibility. Post-crash care plays a vital role in saving lives and is a key focus of the Safe System Approach embraced by the USDOT to prevent fatalities and severe injuries. ]]></description>
      <pubDate>Wed, 12 Feb 2025 17:16:50 GMT</pubDate>
      <guid>https://rip.trb.org/View/2509049</guid>
    </item>
    <item>
      <title>A More Standardized Approach to Identify and Understand the High-Injury Network</title>
      <link>https://rip.trb.org/View/2421838</link>
      <description><![CDATA[In trying to develop a more data-driven approach to road safety, many cities have created their own version of a high-injury network analysis. The results typically reveal that a disproportionate number of road fatalities are concentrated on a relatively small fraction of streets. Despite the usefulness of the high-injury network thinking, the lack of a consistent methodology across different cities impedes the ability to compare different cities and from identifying trends. The proposed project seeks to develop a generalizable, standardized approach to high-injury network analysis that leverages existing data sources in a way that can similarly applied across different cities. After the approach is developed, it will be applied to the principal city within each of the 100 largest metropolitan areas in the United States, thereby offering a broad, comparative perspective on traffic safety. Through this analysis, the specific street and network design features that contributes to urban road fatalities are explored. By standardizing the approach to defining high-injury networks, this research aims to enable more consistent safety analyses, facilitate more widespread adoption, and promote evidence-based strategies to enhancing road safety.]]></description>
      <pubDate>Mon, 26 Aug 2024 14:35:53 GMT</pubDate>
      <guid>https://rip.trb.org/View/2421838</guid>
    </item>
    <item>
      <title>Analysis of Geographic, Temporal, and Socioeconomic Shifts in Pedestrian &amp; Bicyclist Traffic Injuries</title>
      <link>https://rip.trb.org/View/2401753</link>
      <description><![CDATA[Understanding where, when, and to whom crashes are occurring is essential to preventing future pedestrian and bicyclist injuries. This project will cover eight states but have additional focus on shifts in pedestrian and bicyclist injuries in Wisconsin. It will complement quantitative data analysis with practitioner interviews in Wisconsin to explore transportation infrastructure, policy, or land development changes that may have contributed to shifts in patterns of K&A pedestrian and bicyclist crashes. We will investigate the following questions: 1) How much did fatal, severe, and non-severe pedestrian and bicyclist injuries change over the last decade? 2) What geographic shifts occurred in pedestrian and bicyclist crashes at each injury severity level over the last decade? 3) What time-of-day shifts occurred in pedestrian and bicyclist crashes at each injury severity level over the last decade? 4) Why did these geographic and temporal shifts in different injury levels occur? To explore this key question, we will attempt to connect shifts in crash locations and times with shifts in the socioeconomic characteristics of pedestrians and bicyclists involved in crashes. We will examine the characteristics of individual pedestrians and bicyclists involved in crashes as well as characteristics of the area surrounding crash locations (e.g., analyze the types of jobs and socioeconomic characteristics in the census tracts near specific crash locations). We will also compare urban versus rural areas.]]></description>
      <pubDate>Mon, 08 Jul 2024 14:54:17 GMT</pubDate>
      <guid>https://rip.trb.org/View/2401753</guid>
    </item>
    <item>
      <title>Quantifying Impacts of Traffic Enforcement Activity Levels on Safety</title>
      <link>https://rip.trb.org/View/2205314</link>
      <description><![CDATA[A decade-long downward trend in police traffic enforcement has been exacerbated by recent internal and external pressures on law enforcement agencies. The reduction in traffic enforcement activity may provide an opportunity to evaluate safety impacts when the enforcement treatment is reduced, and consequently be an indicator of the relative value associated with traffic enforcement.
Research is needed to develop a better understanding of the relationship between enforcement and safety outcomes, and to show how changes in enforcement activity and investments may or may not affect safety outcomes. Quantifying the safety outcomes of traffic enforcement can potentially contribute to the body of knowledge regarding the efficacy of enforcement. Outcomes can also help to calibrate enforcement efforts, favoring those that are more promising for given driving behaviors and violations.
OBJECTIVES: The objectives of this research are to (1) assess how changes in traffic enforcement levels and type of enforcement activity correlate with corresponding changes in traffic-related crashes, injuries, and fatalities and (2) provide state highway safety offices (SHSOs) and other decision makers with practical tools to identify optimal levels of traffic enforcement to help reduce traffic deaths and serious injuries. This research will contribute to the existing body of knowledge, helping to calibrate enforcement efforts for optimal effectiveness based on driving behaviors and specific violations.


]]></description>
      <pubDate>Tue, 04 Jul 2023 12:52:01 GMT</pubDate>
      <guid>https://rip.trb.org/View/2205314</guid>
    </item>
    <item>
      <title>Understanding Pedestrian Crash Injury and Social Equity Disparities in Oregon 
</title>
      <link>https://rip.trb.org/View/2204232</link>
      <description><![CDATA[The primary research objectives for this project are as follows:
 Understand the difference in pedestrian injury disparities across the state and measure the impact that socio demographics, traffic characteristics, infrastructure, historic types and levels of investment and the built environment have on explaining these disparities in order to inform mitigation strategies for infrastructure and program interventions.
 Measure how these disparities have changed over time.
 Develop standardized outputs for use in existing crash screening methods used in ODOT safety and active transportation programs.
 Inform updates of the Oregon Transportation Safety Action plan (TSAP), Oregon
Transportation Plan, and Oregon Highway Plan.
The completion of this research will increase the agency’s understanding how social inequities impact pedestrian injuries on the Oregon transportation system and will allow public agencies in the state to better target investments and programs to reduce existing disparities in injury outcomes.]]></description>
      <pubDate>Mon, 26 Jun 2023 18:06:23 GMT</pubDate>
      <guid>https://rip.trb.org/View/2204232</guid>
    </item>
    <item>
      <title>Reduce Fatal and Serious Injury Crashes</title>
      <link>https://rip.trb.org/View/2186024</link>
      <description><![CDATA[Towards Zero Deaths (TZD), Vision Zero (VZ), and Road to Zero (RTZ) are national strategies on transportation safety with a vision of a transportation system free of fatalities, changing the safety culture to the point where even one traffic related death is unacceptable.  Another initiative recently adopted by the Federal Highway Administration (FHWA) is the Safe System approach to transportation safety.  Like TZD, VZ and RTZ, the Safe System approach aims to eliminate fatal and serious injuries for all road users.  It does so through a holistic view of the road system that anticipates human mistakes and keeps impact energy on the human body at tolerable levels. To accomplish this goal, every user of the transportation system and traffic safety decision maker must change the way they think about traffic safety. For South Dakota (SD) to implement a zero-fatality initiative, it needs an implementation plan that defines the roles and responsibilities of multiple state and local government agencies.  These agencies include the Office of the Governor, Dept. of Transportation, Dept. of Public Safety, Dept. of Health, Dept. of Education, Unified Judicial System, Local Transportation Assistance Program, SD Police Chiefs’ Association, SD Sheriffs’ Association, SD Association of County Highway Superintendents, and Tribal Partners. The proposed research project will use resources available to coordinate with these agencies in developing a zero-fatality initiative implementation plan specific to South Dakota.
]]></description>
      <pubDate>Wed, 24 May 2023 14:13:55 GMT</pubDate>
      <guid>https://rip.trb.org/View/2186024</guid>
    </item>
    <item>
      <title>THOR-05F Evaluation/Documentation - R&amp;R and Durability (VRTC) (Evaluation of Repeatability, Reproducibility, and Durability of the THOR-05F ATD)</title>
      <link>https://rip.trb.org/View/2050299</link>
      <description><![CDATA[The THOR-05F ATD is being developed to enable the possibility to address occupant protection concerns for small sized occupants involved in frontal crashes.  It is designed to have improved biofidelity and instrumentation as compared to existing small female frontal anthropometric test devices (ATDs). The increased capability of this dummy may also allow it to be used to assess injuries to older occupants, and makes it a prime candidate for being the most appropriate tool for assessing 5th female occupant safety in automated driving systems (ADS) alternative seating arrangements.  These projects address ATD evaluation and injury criteria development in the thorax, abdomen, neck , and knee-thigh-hip area]]></description>
      <pubDate>Tue, 25 Oct 2022 10:24:48 GMT</pubDate>
      <guid>https://rip.trb.org/View/2050299</guid>
    </item>
    <item>
      <title>Subdural Hematoma Injury Risk Curve Development for Older Occupants</title>
      <link>https://rip.trb.org/View/2050298</link>
      <description><![CDATA[Because the proportion of older people in the US population is increasing, and older occupants are more likely to become injured and die from vehicle crashes compared to younger occupants, improving safety in vehicles for older occupants has become an important focus. Among older occupants, serious head and thorax injuries are the most frequent and life-threatening. This project addresses subdural hematoma, which becomes more frequent and more life-threatening with age. This project aims to provide human head kinematic and brain motion data during crash level severity tests to be used in development of an injury risk function for subdural hematoma.]]></description>
      <pubDate>Tue, 25 Oct 2022 10:24:48 GMT</pubDate>
      <guid>https://rip.trb.org/View/2050298</guid>
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