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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>The effects of perception vs. "reality" on travel behavior after a major transit service change: The case of Tallahassee, Florida</title>
      <link>https://trid.trb.org/View/1335937</link>
      <description><![CDATA[An individual's perception plays an important role in determining the decisions that people make involving the use of public transportation. An individual's perception about the qualities of transit service might differ from the objective measures ("reality") of service quality used by planners to make and evaluate decisions. This study explores the roles of perception and "reality" of transit service quality as influences on the attitudes and behaviors of two different groups of transit dependent riders after a major service change in Tallahassee, Florida. Using a combination of community surveys, key informant interviews, and agency data, the study finds that perception mattered more than "reality" as an influence on the attitudes and behaviors of the two groups. The need for more effective outreach to understand the reasons that individual perception might differ from the objective measures used and understood by transit professionals also emerges as an important lesson of the study.]]></description>
      <pubDate>Tue, 27 Jan 2015 11:24:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1335937</guid>
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      <title>Maintaining key services while retaining core values: NYC transit's environmental justice strategies</title>
      <link>https://trid.trb.org/View/1248230</link>
      <description><![CDATA[In a recession, transit agencies aim to provide key services while retaining national core values. When making service changes, federal funding recipients are prohibited from discriminating on the basis of race, color, or national origin and must not place undue burden on Environmental Justice (EJ) populations. To ensure compliance, New York City Transit developed analytical methodologies to identify impacts for the 50 proposed service rationalization initiatives, allowing for proactive mitigation. For 38 routes with span changes, load factor analysis across demographic and income categories (during periods of service elimination) demonstrated that impacts were equitably shared. For route changes, impacts were measured using shortest-path trip time and cost analysis using Census Transportation Planning Package Journey-to-Work data. The "M" and "V" Train modifications and the Co-op City bus restructuring illustrate package analysis of complex service changes, capturing mitigating effects of adjacent route restructurings. These service changes reduced costs while ensuring that Title VI/EJ communities were not disproportionately affected. After extensive EJ work and community outreach, the proposed changes were implemented in June 2010.]]></description>
      <pubDate>Fri, 24 May 2013 08:39:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1248230</guid>
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      <title>Evaluating the Impacts of Service Changes for a Mid-Size Transit System: Case Study of Columbia, South Carolina</title>
      <link>https://trid.trb.org/View/804567</link>
      <description><![CDATA[The Central Midlands Regional Transit Authority (CMRTA) is the transit service provider for the Columbia, SC region. The CMRTA was established in October 2002 as part of the transition of the Columbia bus system from the auspices of a private utility to a publicly-run system. Before its transition to public ownership, the Columbia bus system was the last transit system in the country to be operated by a private utility (South Carolina Electric and Gas Company). The service area of the system is the City of Columbia, with a few routes reaching into other municipalities in Richland and Lexington Counties. The City of Columbia’s current population is 116,278 (Census 2000)  Because the utility only maintained transit service at minimal standards, there had been no significant service changes in many years to reflect changing travel patterns. The bus fleet was antiquated and ridership had been steadily declining. As part of the transition to public ownership, a number of changes were made — a new bus fleet was procured, service changes were made, and a fare increase was instituted.  The purpose of this paper and presentation is to describe the impacts of and tools used to evaluate these operational changes. Very limited operations data were maintained before the system transition; however, new tools and processes are now in place to evaluate and monitor the changes in ridership resulting from service changes and the fare increase (as well as other improvements such as the new bus fleet).  These new evaluation and monitoring mechanisms will be the basis from which to evaluate further service changes as CMRTA develops a long-range plan. This paper and presentation should be beneficial to small and medium-sized transit systems that may not have a multitude of resources or processes from which to evaluate transit service performance.]]></description>
      <pubDate>Tue, 13 Mar 2007 10:38:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/804567</guid>
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      <title>GENERATING A BUS ROUTE O-D MATRIX FROM ON-OFF DATA</title>
      <link>https://trid.trb.org/View/271052</link>
      <description><![CDATA[The accuracy of route origin-destination estimates generated from boarding-alighting data was tested against actual origin-destination data.  The estimates of trip length distributions and origin-destination matrices did not statistically differ from the actual data in tests of both simple and complex (branching) bus lines.  While a note of caution was offered about applicability to extremely complex lines, the procedure is to be recommended as both an inexpensive and accurate method of estimating route O-D matrices for existing lines.  Limitations and applications of the method are examined.  (Author abstract)]]></description>
      <pubDate>Fri, 27 Aug 2004 22:00:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/271052</guid>
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      <title>ATTITUDINAL MARKET SEGMENTATION APPROACH TO MODE CHOICE AND RIDERSHIP FORECASTING: STRUCTURAL EQUATION MODELING</title>
      <link>https://trid.trb.org/View/683896</link>
      <description><![CDATA[The San Francisco Bay Area Water Transit Authority is evaluating expanded ferry service, as required by the California Legislature.  As part of this process, Cambridge Systematics developed forecasts using a combination of market research strategies and the addition of nontraditional variables into the mode choice modeling process.  The focus of this work was on expanding the mode choice model to recognize travelers' attitudes and different market segments.  Structural equation modeling was used to simultaneously identify the attitudes of travel behaviors and the causal relationships between traveler's socioeconomic profile and traveler attitudes.  Six attitudinal factors were extracted, and three of these were used to partition the ferry-riding market into eight segments.  These market segments were used to estimate stated preference mode choice models for 14 alternative modes, which separated the travelers' reactions to time savings by market segment and which recognized that mode choices are different for market segments that are sensitive to travel stress or the desire to help the environment.  The new mode choice models were applied within the framework of the Metropolitan Transportation Commission's regional travel model and calibrated to match modal shares, modes of access to each ferry terminal, ridership by route and time period, and person trips by mode at screening line crossings.  Additional validation tests of significant changes in ferry service in recent years were used to confirm the reasonableness of the stated preference model.  The model has been applied for three future year alternatives and to test the sensitivities of pricing, service changes, and alternative transit modes.]]></description>
      <pubDate>Mon, 29 Dec 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/683896</guid>
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      <title>A SIMULTANEOUS ROUTE-LEVEL TRANSIT PATRONAGE MODEL: DEMAND, SUPPLY, AND INTER-ROUTE RELATIONSHIP. DOCTORAL DISSERTATION</title>
      <link>https://trid.trb.org/View/422695</link>
      <description><![CDATA[It is observed that transit riders are responding to service changes while transit planning is responding to ridership changes, or that transit patronage and service supply are highly interrelated.  It is also noticed that transit riders transfer from route to route.  The introduction of new service may draw some riders from the existing routes, which implies transit patronage on a route is also affected by other parallel and intersecting routes.  An analytic tool is needed to examine these complex relationships in the transit system.  This study has developed a quantitative model by incorporating these interactions into a simultaneous system.  The simultaneity of transit demand, supply and the interrelationship of inter-route effects are addressed in a three-equation simultaneous model:  a demand equation, a supply equation and an equation for competing routes.  These equations are estimated simultaneously using the three-stage-least-squares estimation method.  The model is estimated at the route-segment level by the time of a day, and by the inbound and outbound directions.  Data from Portland, Oregon metropolitan area are used as an extended case study. The socioeconomic and demographic data are allocated to an one-quarter-mile-distance service area around a transit route by utilizing the technique of Geographic Information Systems (GIS). The data allocation significantly reduces the measurement error.  Inter-route relationships are also identified using GIS. The estimation results show that a service change on a route increases the transit patronage on that route, but it also decreases the ridership on its competing routes, so the net effect of that service improvement is smaller than the ridership increase on the subject route.  A conventional single-equation model under-estimates the ridership responses on the subject route, and over-estimates the net patronage response.  This study is the first research to discuss the net effects of a service change at the route level.  The model can be implemented for system-level policy analysis and route-level service and land use planning.  It is especially useful for "what-if" scenario analysis at the route level to simulate the ridership impacts of service and land use changes.]]></description>
      <pubDate>Thu, 27 Jul 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/422695</guid>
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