<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>Transit Reliability Improvement and Performance System (TRIPS) System Engineering Management Plan Concept of Operations (ConOps)</title>
      <link>https://trid.trb.org/View/2663122</link>
      <description><![CDATA[This document provides a rationale for the expected operations of a centralized Transit Signal Priority (TSP) system deployment along various corridors within Santa Clara County. It documents the outcome of stakeholder discussions and consensus building that has been undertaken to ensure the system implemented is operationally feasible and has stakeholder support. The intended audience of this document includes the system operators, administrators, decision-makers, nontechnical readers, and other participating stakeholders who will share the operation of the system or be affected by it.]]></description>
      <pubDate>Thu, 12 Feb 2026 08:52:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663122</guid>
    </item>
    <item>
      <title>Trips Reliability Improvement and Performance System (TRIPS) Final Implementation Report</title>
      <link>https://trid.trb.org/View/2663118</link>
      <description><![CDATA[Santa Clara Valley Transportation Authority (VTA) worked closely with the local jurisdictions to plan an innovative multi-jurisdictional transit signal priority (TSP) system fully connected across the county. The Transit Reliability Improvement and Performance System (TRIPS) project expects to provide a centralized TSP (CTSP) system with minimal infrastructure, using standardized communications protocols to connect traffic signals, taking advantage of approaches used on the Internet of Things (IoT) with remote virtualized servers monitoring and controlling traffic signals. This final implementation report includes how the proof of concept or prototype performed relative to expectations and evaluates whether a full-scale implementation of the CTSP would meet the Strengthening Mobility and Revolutionizing Transportation (SMART) Program’s goals. The appendix includes: Transit Reliability Improvement and Performance System (TRIPS) System Engineering Management Plan; Transit Reliability Improvement and Performance System (TRIPS) System Engineering Management Plan Verification Plan Draft; Proof-of-Concept – Route 57 Centralize TSP System; VTA Speed & Reliability Program: Transit Reliability and Improvement Performance System (TRIPS) Engagement Report; and VTA’s TRIPS: Centralized Transit Signal Priority Technical Deployment Evaluation.]]></description>
      <pubDate>Thu, 12 Feb 2026 08:52:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663118</guid>
    </item>
    <item>
      <title>Transit Reliability Improvement and Performance System (TRIPS) Stage 1 Final Data Set [supporting dataset]</title>
      <link>https://trid.trb.org/View/2663119</link>
      <description><![CDATA[The Santa Clara Valley Transportation Authority (VTA) was awarded $1,692,328 through the FY 2022 Strengthening Mobility and Revolutionizing Transportation (SMART) Stage 1 Program to implement a multi-jurisdictional, centralized Transit Signal Priority (TSP) system across Santa Clara County. This initiative, known as the Transit Reliability Improvement and Performance System (TRIPS), leverages the awarded funds to develop a Systems Engineering Management Plan (SEMP) and a Concept of Operations (ConOps). Together, these documents establish the foundational framework for how the centralized TSP system will function across multiple jurisdictions. This dataset contains the SEMP, which is included in the Final Implementation Report in the appendix, and defines how the centralized TSP system will be planned, executed, monitored, and controlled throughout the project lifecycle. ConOps describes how the system will be used from an operational perspective. And the travel time data from Route 57 to support system evaluation.]]></description>
      <pubDate>Thu, 12 Feb 2026 08:52:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663119</guid>
    </item>
    <item>
      <title>Transit Reliability Improvement and Performance System (TRIPS): Data Management Plan</title>
      <link>https://trid.trb.org/View/2663123</link>
      <description><![CDATA[The Transit Reliability Improvement and Performance (TRIPS) Stage 1 Data Set contains reports and prototype travel time data generated as the first phase of the TRIPS project. Reports such as the Final Implementation Report, which includes the Systems Engineering Management Plan (SEMP), Concept of Operations (ConOps), and the travel time data from proof-of-concept/prototype Route 57. The SEMP defines how the Centralized Transit Signal Priority (TSP) system will be planned, executed, monitored, and controlled throughout the project lifecycle. ConOps describes how the system will be used from an operational perspective. And the travel time data from Route 57 to support system evaluation.]]></description>
      <pubDate>Thu, 12 Feb 2026 08:52:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663123</guid>
    </item>
    <item>
      <title>Improving mobility: Evaluating demand responsive transport (DRT) services for retirement communities in Santa Clara County, California</title>
      <link>https://trid.trb.org/View/2597195</link>
      <description><![CDATA[The authors address alternatives in local transportation service offerings to members of retirement communities. A continuing policy dialogue on serving the transportation needs of retirement-aged citizens has directed attention to demand-responsive services. The design measures contemporaneous effects of the contrast between fixed schedule (Fixed) service and demand-responsive transport (DRT) on the use of public transportation in retirement communities of Santa Clara County, California, that are closely matched in demographic profiles of residents and geographic location. The authors supplement the between-subject measure of public transportation usage under the fixed schedule and DRT service offerings with a measure of travel-related subjective well-being (STS) as a within-subject variable for the four most recent trips of respondents. The results indicate that the community with DRT service had significantly higher public transportation usage and STS ratings than the community with fixed service schedules. Evaluations of the service provider (VTA) from DRT community members trended higher but were not significantly different across each item measured in the scale. As the authors indicate, these results support methodological refinements and policy dialogue on the benefits of DRT relative to its costs under efficient scheduling.]]></description>
      <pubDate>Mon, 13 Oct 2025 13:52:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2597195</guid>
    </item>
    <item>
      <title>Exploring Equity Frameworks for a Cross-Jurisdictional Vehicle Miles Traveled Mitigation Program in Santa Clara County</title>
      <link>https://trid.trb.org/View/2384948</link>
      <description><![CDATA[The Santa Clara Valley Transportation Authority (VTA) partnered with a Mineta Transportation Institute (MTI) research team and San José State University (SJSU) students for assistance in developing the equity framework for the agency’s proposed Equitable Vehicle Miles Traveled (VMT) Mitigation Program. The goal of the program is to reduce the amount of driving generated from new developments in Santa Clara County through transportation solutions with equity and cross-jurisdictional collaboration in mind. During the Fall 2023 semester, graduate urban planning students from SJSU worked to develop policy recommendations for the program equity framework through a literature review, spatial analysis, community engagement observations, and stakeholder interviews. This report summarizes and builds upon student contributions to present a set of equity-focused recommendations for VTA to consider for program development, implementation, and evaluation. Notable strategies identified for developing the framework include defining VMT equity with local relevance, creating an accountability plan, and embedding equity into key decision-making points. Additionally, a transportation challenge frequently mentioned by stakeholders was a need for improved transit availability, frequency, reliability, and speed. Major recommendations discussed in the report include developing and adopting a localized definition of VMT equity, developing an informative and implementable accountability plan, embedding equity measures into project prioritization and evaluation processes, and prioritizing improvements to public transit. Lessons learned can help other jurisdictions develop and implement equitable VMT mitigation programs and effective community engagement processes. Additionally, the report provides an overview of the factors that go into program development, which can help readers better understand this process and identify areas where they can get involved.]]></description>
      <pubDate>Mon, 10 Jun 2024 08:43:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2384948</guid>
    </item>
    <item>
      <title>Leaded aviation gasoline exposure risk and child blood lead levels</title>
      <link>https://trid.trb.org/View/2111930</link>
      <description><![CDATA[Lead-formulated aviation gasoline (avgas) is the primary source of lead emissions in the United States today, consumed by over 170,000 piston-engine aircraft (PEA). The U.S. Environmental Protection Agency (EPA) estimates that four million people reside within 500m of a PEA-servicing airport. The disposition of avgas around such airports may be an independent source of child lead exposure. The authors analyze over 14,000 blood lead samples of children (=5 y of age) residing near one such airport—Reid-Hillview Airport (RHV) in Santa Clara County, California. Across an ensemble of tests, the authors find that the blood lead levels (BLLs) of sampled children increase in proximity to RHV, are higher among children east and predominantly downwind of the airport, and increase with the volume of PEA traffic and quantities of avgas sold at the airport. The BLLs of airport-proximate children are especially responsive to an increase in PEA traffic, increasing by about 0.72 µg/dL under periods of maximum PEA traffic. The authors also observe a significant reduction in child BLLs from a series of pandemic-related interventions in Santa Clara County that contracted PEA traffic at the airport. Finally, the authors find that children’s BLLs increase with measured concentrations of atmospheric lead at the airport. In support of the scientific adjudication of the EPAs recently announced endangerment finding, this in-depth case study indicates that the deposition of avgas significantly elevates the BLLs of at-risk children.]]></description>
      <pubDate>Tue, 07 Feb 2023 09:16:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2111930</guid>
    </item>
    <item>
      <title>The opportunity cost of parking requirements: Would Silicon Valley be richer if its parking requirements were lower?</title>
      <link>https://trid.trb.org/View/1888361</link>
      <description><![CDATA[The authors estimate the off-street parking supply of the seven most economically productive cities in Santa Clara County, California, better known as Silicon Valley. Using assessor data, municipal zoning data, and visual inspection of aerial imagery, They estimate that about 13 percent of the land area in these cities is devoted to parking, and that more than half of the average commercial parcel is parking space. This latter fact suggests that minimum parking requirements, if binding, depress Silicon Valley’s commercial and industrial densities, and thus its economic output. In an exploratory empirical exercise, the authors simulate a reduction in parking requirements from the year 2000 forward and show that under conservative assumptions the region could have added space for nearly 13,000 jobs, equivalent to a 37 percent increase over the actual job growth that occurred during that time. These additional jobs would be disproportionately located in the region’s highest-wage zip codes and could add more than $1 billion in payroll annually, further implying a large productivity gain.]]></description>
      <pubDate>Thu, 28 Oct 2021 17:06:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1888361</guid>
    </item>
    <item>
      <title>Replication Data for: The Opportunity Cost of Parking Requirements: Would Silicon Valley Be Richer if its Parking Requirements were Lower? [supporting dataset]</title>
      <link>https://trid.trb.org/View/1859055</link>
      <description><![CDATA[The authors estimated the off-street parking supply of the seven most economically productive cities in Santa Clara County, California, better known as Silicon Valley. Using assessor data, municipal zoning data, and visual inspection with aerial imagery, we estimated that about 14 percent of the land area in these cities is devoted to parking, and that over half the average commercial parcel are parking spaces. This latter fact suggested that minimum parking requirements, if binding, could depress Silicon Valley’s commercial and industrial densities, and; thus, its productivity. In an exploratory empirical exercise, we simulated a reduction in parking requirements from the year 2000 forward, and showed that under conservative assumptions, the region could have added space for an additional 12,886 jobs, which is 43 percent of the actual job growth that occurred during that time. These additional jobs would be disproportionately located in the region’s highest-wage zip codes, further implying a large productivity gain. The zip code dataset is included here. Users will need to get permission from the Santa Clara Assessor’s office to access the parcel-level data. The zip code database is available for reuse.]]></description>
      <pubDate>Thu, 08 Jul 2021 09:53:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1859055</guid>
    </item>
    <item>
      <title>Using BEAM Software to Simulate the Introduction of On-Demand, Automated, and Electric Shuttles for Last Mile Connectivity in Santa Clara County</title>
      <link>https://trid.trb.org/View/1767050</link>
      <description><![CDATA[Despite growing interest in low-speed automated shuttles, pilot deployments have only just begun in a few places in the U.S., and there is a lack of studies that estimate the impacts of a widespread deployment of automated shuttles designed to supplement existing transit networks. This project estimated the potential impacts of automated shuttles based on a deployment scenario generated for a sample geographic area: Santa Clara County, California. The project identified sample deployment markets within Santa Clara County using a geographic information system (GIS) screening exercise; tested the mode share changes of an automated shuttle deployment scenario using BEAM (Behavior, Energy, Autonomy, and Mobility), an open-source beta software developed at the Lawrence Berkeley National Laboratory to run traffic simulations with MATSim; elaborated the model outputs within the R environment; and then estimated the related impacts. The main findings have been that the BEAM software, despite still being in its beta version, was able to model a scenario with the automated shuttle service: this report illustrates the potential of the software and the lessons learned. Regarding transportation aspects, the model estimated automated shuttle use throughout the county, with a higher rate of use in the downtown San José area. The shuttles would be preferred mainly by people who had been using gasoline-powered ride hail vehicles for A-to-B trips or going to the bus stop, as well as walking trips and a few car trips directed to public transport stops. As a result, the shuttles contributed to a small decrease in emissions of air pollutants, provided a competitive solution for short trips, and increased the overall use of the public transport system. The shuttles also presented a solution for short night trips—mainly between midnight and 2 am—when there are not many options for moving between points A and B. The conclusion is that the automated shuttle service is a good solution in certain contexts and can increase public transit ridership overall.]]></description>
      <pubDate>Wed, 17 Feb 2021 10:44:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1767050</guid>
    </item>
    <item>
      <title>Disparate air quality impacts from roadway emissions on schools in Santa Clara County (CA)</title>
      <link>https://trid.trb.org/View/1748437</link>
      <description><![CDATA[Vehicle emissions are major sources of air pollution linked to negative health outcomes in children. Consequently, California State Bill 352 stipulates that new schools may not be sited within 500 ft of major roadways. However, the exposure of existing schools to roadway emissions and the uneven distribution of the burden of air pollution have not been systematically explored for most cities. In response, the objectives of this study were twofold: the authors used spatial analysis and an evaluation of traffic count data to develop a proximity-based approach to assessing school exposure to roadway air pollution emissions. Second, they applied their method to ask whether the risk of exposure to high concentrations of roadway emissions is equally distributed for schools in Santa Clara County (SCC; USA), and which demographic or spatial patterns emerge. In the process, the authors' proximity-based approach estimated total annual traffic counts throughout SCC, identified major roadways, and assessed cumulative emission burdens and socio-economic indicators for each school in the study area. Results were compared to output from a physically-based model and to county asthma data. The results suggest that (i) 14% of schools in SCC are potentially exposed to high levels of air pollution from roadways, a rate that is higher than the national average, and (ii) students from economically disadvantaged backgrounds and receiving aid are more likely to be educated in schools with higher risk of exposure to elevated levels of roadway vehicle emissions. Asthma hospitalization rates are highest in socio-economically disadvantaged areas with a higher density of major roadways. Areas of higher vehicle emissions determined by the physically-based model are in general agreement with those of the distance-based approach. The authors propose a combination of short- and long-term mitigation strategies to reduce the risk of exposure to vehicle emissions for school children.]]></description>
      <pubDate>Mon, 30 Nov 2020 11:15:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1748437</guid>
    </item>
    <item>
      <title>Surveying Silicon Valley on Cycling, Travel Behavior, and Travel Attitudes</title>
      <link>https://trid.trb.org/View/1739091</link>
      <description><![CDATA[This report presents the results from a March 2020 survey of Santa Clara County residents about their current travel behavior, overall thoughts on travel, and opinions about various forms of transportation in particular. While the instrument inquired about all modes of transportation, the survey was particularly focused on attitudes and behavior related to cycling. A total of 1,009 responses were included in the analysis. Overall, the study confirms that private motor vehicle travel dominates, with approximately 90 percent of respondents reporting that they drive in an average week and own cars. However, the results also show greater use of alternatives than the census data indicate by virtue of greater trip types captured here compared to the American Community Survey. This survey shows that approximately 13 percent of respondents ride a bicycle for any purpose in an average week. Results from the attitudinal questions point to strong demand for automobile use, but they also illustrate several problematic aspects of an auto-dominated transportation system. Similarly, for cycling, the survey results indicate general support for the idea of more cycling, but they highlight several notable barriers. Notably, the survey was administered in the field from March 6 through March 13, 2020, prior to COVID-19 shelter-in-place orders covering the study area.]]></description>
      <pubDate>Mon, 28 Sep 2020 09:43:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1739091</guid>
    </item>
    <item>
      <title>The Opportunity Cost of Parking Requirements: Would Silicon Valley Be Richer if its Parking Requirements were Lower?</title>
      <link>https://trid.trb.org/View/1705451</link>
      <description><![CDATA[The authors estimated the off-street parking supply of the seven most economically productive cities in Santa Clara County, California, better known as Silicon Valley. Using assessor data, municipal zoning data, and visual inspection with aerial imagery, they estimated that about 14 percent of the land area in these cities is devoted to parking, and that over half the average commercial parcel are parking spaces. This latter fact suggested that minimum parking requirements, if binding, could depress Silicon Valley’s commercial and industrial densities, and; thus, its productivity. In an exploratory empirical exercise, the authors simulated a reduction in parking requirements from the year 2000 forward, and showed that under conservative assumptions, the region could have added space for an additional 12,886 jobs, which is 43 percent of the actual job growth that occurred during that time. These additional jobs would be disproportionately located in the region’s highest-wage zip codes, further implying a large productivity gain.]]></description>
      <pubDate>Tue, 26 May 2020 15:34:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1705451</guid>
    </item>
    <item>
      <title>Transportation Infrastructure Protection Planning against Sea Level Rise: Analysis Using Operational Landscape Units</title>
      <link>https://trid.trb.org/View/1633240</link>
      <description><![CDATA[This paper addresses the problem of the optimal coastal protection area against sea level rise by utilizing fine-grained homogeneous segments, namely, operational landscape units (OLUs). The approach is demonstrated through a case study application focused on San Mateo County and Santa Clara County in the San Francisco Bay Area. The authors use the Coastal Storm Modelling System (CoSMoS) for detailed predictions of coastal flooding and inundation of bay–shore segments. The result of these hydrodynamic interactions leads to transportation network disruptions that, in turn, lead to changes in traffic flow patterns. Specifically, under a 0.5-m sea level rise scenario that is expected to occur in 2054, the authors forecast transportation network disruptions due to the inundation from the sea level rise and assess the impacts of protecting OLUs in the two counties of interest in terms of travel time delay reduction over the entire San Francisco Bay Area. The authors use agent-based traffic simulation (MATSim) with a daily activity list for 500,000 commuters. Finally, the authors' results identify the most critical OLUs in San Mateo County and Santa Clara County. The authors conclude that the optimal coastal segment protection strategies depend strongly on the hydrodynamic interactions between neighboring counties and OLUs and on the traffic flow patterns after inundations. In forthcoming studies, long-term land use pattern change should be considered to establish protection strategies of coastal areas.]]></description>
      <pubDate>Tue, 16 Jul 2019 10:18:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1633240</guid>
    </item>
    <item>
      <title>Enhancing Safe Routes to School Programs Through Community-Engaged Citizen Science: Two Pilot Investigations in Lower Density Areas of Santa Clara County, California, USA</title>
      <link>https://trid.trb.org/View/1601909</link>
      <description><![CDATA[While promoting active commuting to school can positively affect children's daily physical activity levels, effectively engaging community members to maximize program impact remains challenging. The authors evaluated the initial utility of adding a technology-enabled citizen science engagement model, called Our Voice, to a standard Safe Routes to School (SRTS) program to enhance program engagement activities and student travel mode behavior. In Investigation 1, a prospective controlled comparison design was used to compare the initial year of the Santa Clara County Public Health Department's SRTS program, with and without the Our Voice engagement model added, in two elementary schools in Gilroy, California, USA. School parents served as Our Voice citizen scientists in the SRTS + Our Voice school. In Investigation 2, the feasibility of the combined SRTS + Our Voice methods was evaluated in a middle school in the same district using students, rather than adults, as citizen scientists. Standard SRTS program engagement measures and student travel mode tallies were collected at the beginning and end of the school year for each school.   In the elementary school investigation (Investigation 1), the SRTS + Our Voice elementary school held twice as many first-year SRTS planning/encouragement events compared to the SRTS-Alone elementary school, and between-school changes in walking/biking to school rates favored the SRTS + Our Voice school (increases of 24.5% vs. 2.6%, P < .001). The Investigation 2 results supported the feasibility of using students to conduct SRTS + Our Voice in a middle school-age population.   The findings from this first-generation study indicated that adding a technology-enabled citizen science process to a standard elementary school SRTS program was associated with higher levels of community engagement and walking/biking to school compared to SRTS alone. The approach was also found to be acceptable and feasible in a middle school setting.]]></description>
      <pubDate>Tue, 28 May 2019 09:46:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1601909</guid>
    </item>
  </channel>
</rss>