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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>Transport Research International Documentation (TRID)</title>
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      <title>WINNIPEG INTERNATIONAL AIRPORT GROUND TRANSPORTATION MANAGEMENT SYSTEM</title>
      <link>https://trid.trb.org/View/730621</link>
      <description><![CDATA[This paper describes the implementation of an advanced monitoring and control system to automate the management of taxis and limousines at Winnipeg International Airport.   The ground transportation management system integrates several intelligent transportation system technologies to improve fleet monitoring, dispatching, data collection, and service to passengers. Vehicle-mounted transponders, roadside tracking devices, and real-time data-processing equipment are used to identify vehicles and drivers electronically and to determine their place in a queue. A central computer system determines where vehicles are required and the order of their dispatch. Curbside entrance and exit readers monitor vehicle location and ensure that the system runs smoothly. The design includes the following elements and subsystems at the commercial vehicle holding area (CVHA) and terminal curb-sides:  automated vehicle identification or dedicated short range communications at entrances and exits of the CVHA and at the terminal curbs for identification and tracking purposes; blank-out signs and variable message signs at the CVHA for communication with commercial vehicle operators; pay-at-point station at the CVHA to facilitate account transactions on-site for the commercial vehicle operators; and communication and computer subsystems.  A revenue collection sub-system to facilitate per-trip fees, as well as potential future dwell-time charges for commercial vehicles operating in and out of the airport, were developed and incorporated into the ground transportation management system.]]></description>
      <pubDate>Wed, 19 Feb 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/730621</guid>
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      <title>PASSENGER PICKUP COMMERCIAL VEHICLE OPERATIONS MANAGEMENT SYSTEMS FOR INTERMODAL TERMINALS: AIRPORTS IN TORONTO AND WINNIPEG</title>
      <link>https://trid.trb.org/View/675321</link>
      <description><![CDATA[In 1993, Pearson International Airport in Toronto and the Transportation Development Centre of Transport Canada jointly initiated an effort to undertake the innovative deployment of an information management system, for enhancing passenger pickup commercial vehicle operations.  The design concept builds upon Automatic Vehicle Identification transponders (more recently referred to as Dedicated Short Range Communications (DSRC)) as a commercially available core enabling technology.  The system functionality was conceived to extend beyond that at most other airports which had previously implemented AVI technology.  The concept was to not only monitor vehicle passage at certain groundside locations, but to use this information to support dispatch management operations.  As at many airports, for-hire vehicles such as taxis must be dispatched to the terminal curb passenger pickup zones from a remote holding area to avoid overwhelming the available curb space.  Conventional dispatch management has often involved approaches such as curb attendants using radios or telephones on an ongoing basis to request that the holding area dispatchers send additional vehicles to replenish their curb vehicle inventories.  IBI Group was selected to design, develop and implement the Pearson system.  The focus was on the innovative integration of several commercially available enabling technologies as well as on using modern operating system and database management software.  The Ground Transportation Management System (GTMS) has now been successfully deployed.  Beginning in 1995, a similar collaborative initiative was undertaken between Winnipeg International Airport and the Transportation Development Center of Transport Canada.  IBI Group was selected to extend and deploy the GTMS concepts and software originally developed for Pearson.  This paper will focus on the Pearson and Winnipeg GTMS deployments.]]></description>
      <pubDate>Sat, 02 Feb 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/675321</guid>
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      <title>ECONOMIC IMPACT OF A NIGHT RESTRICTION AT WINNIPEG INTERNATIONAL AIRPORT: A TIME TREND ANALYSIS MEASURING POTENTIAL IMPACTS</title>
      <link>https://trid.trb.org/View/659363</link>
      <description><![CDATA[This paper discusses a portion of an economic impact study that was commissioned by Winnipeg Airports Authority (WAA) to quantify the economic impact of Winnipeg International Airport (YWG) for the fiscal year of 1996.  That is, to describe and estimate the economic impact if a potential night restriction were imposed on airport operations.  This case study will attempt to develop a time trend analysis of potential night restriction impacts on YWG.  The direct and total effects of a night closure will be quantified in terms of employment, labor income and airport-related expenditures.]]></description>
      <pubDate>Fri, 22 Sep 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/659363</guid>
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      <title>ECONOMIC IMPACT OF A POTENTIAL NIGHT RESTRICTION AT THE WINNIPEG INTERNATIONAL AIRPORT</title>
      <link>https://trid.trb.org/View/658560</link>
      <description><![CDATA[The Winnipeg International Airport (YWG) has been an important part of Manitoba's transportation network since 1928.  Part of the economic benefits that accrue to Winnipeg are a function of its 24 hour operating status.  Three courier operations (Purolator, UPS, FedEx) now use Winnipeg as a hub for their Canadian operations.  As the level of airport operations has increased, the management of aircraft noise has become more critical.  Some of the local residents have suggested that the airport should be closed to night-time activities.  This article reports the results of a study that was commissioned to determine the economic consequences, if a night restriction was imposed on operations at YWG.  The first section presents a description of night-time activity at YWG.  This includes a trend analysis of movements by month and by night-time hours. The second section presents the results of the economic impact study.  The final section outlines the efforts to mitigate the noise problem and to assure compatible land use planning.]]></description>
      <pubDate>Sun, 06 Aug 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/658560</guid>
    </item>
    <item>
      <title>STATIC AND DYNAMIC AIRPORT ECONOMIC IMPACTS</title>
      <link>https://trid.trb.org/View/652980</link>
      <description><![CDATA[Economic Impact Studies have been used more for advocacy than analysis. The static framework of impact studies also contains an implicit assumption that the level of economic activity will be continued in perpetuity. This article shows that use of a consistent methodology for measuring economic impacts can yield reliable data concerning trends in composition and levels of activity if these studies are repeated periodically. Studies of nighttime activity at Winnipeg International Airport in 1989, 1994, and 1996 are used to illustrate this point.]]></description>
      <pubDate>Sun, 14 May 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/652980</guid>
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    <item>
      <title>MODELLING THE EFFECTS OF AIRPORT NOISE ON RESIDENTIAL HOUSING MARKETS: A CASE STUDY OF WINNIPEG INTERNATIONAL AIRPORT.</title>
      <link>https://trid.trb.org/View/548558</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Thu, 20 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/548558</guid>
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    <item>
      <title>SURVEYING PEDESTRIAN TRAFFIC: RESULTS OF THE "TIME-STAMPING" METHOD USED AT WINNIPEG AIRPORT</title>
      <link>https://trid.trb.org/View/79672</link>
      <description><![CDATA[The paper presents the results of a pedestrian survey method known as "time-stamping" carried out at Winnipeg International Airport.  The method involves "tagging" each pedestrian and then tracing his movements through the terminal.  Tagging was accomplished by giving a card to each traveller on entering the terminal and then stamping it at various checkpoints located around the terminal.  The cards are collected on leaving and then analysed to obtain a travel pattern.  It was concluded that the time-stamping method gave good results and has since been used for surveys at Canadian airports and at an inter-city bus terminal in Ottawa. /TRRL/]]></description>
      <pubDate>Sat, 13 Jan 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/79672</guid>
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    <item>
      <title>TIME-STAMPING: A NEW WAY TO SURVEY PEDESTRIAN TRAFFIC IN AIRPORT TERMINALS</title>
      <link>https://trid.trb.org/View/54060</link>
      <description><![CDATA[The author has developed a new method for collecting pedestrian traffic flow data in airport terminals.  The method was developed for the Airport Facilities Branch of the Canada Ministry of Transport.  the problem was to find a better way of conducting terminal surveys.  Traditional interview surveys and time and motion studies yield only fragmented bits of information.  A total systems approach was required.  The method consists of handing a card to each person as he or she enters the terminal either at the gate or at the door.  The person is asked to carry the card during his or her stay in the terminal.  At various check points the card is time-stamped.  When the person leaves the terminal, the card is collected.  The result is a complete trace of his or her movements in the terminal.  A pilot study to test this technique was conducted at the Winnipeg International Airport on August 1 and 2 1975.  The survey was successful: 10-55 cards were carried successfully through the terminal for 2 days, 96 cards were discarded and recovered, and about 150 cards were unaccounted for, which is a 98 percent return.  The result is a complete travel pattern for each person.  The data are so comprehensive that they will yield volumes, flow rates, occupancies, queuing length, service times, delays, levels of service, velocities, densities, flow patterns, conflicts, processing line balance, space use, and total travel effort.  /Author/]]></description>
      <pubDate>Tue, 20 Sep 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/54060</guid>
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