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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>
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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>SYSTEMS AND METHODS FOR DETERMINATION OF RAPID TRANSIT RIDERSHIP PATTERNS. NEW YORK CITY TRANSIT AUTHORITY</title>
      <link>https://trid.trb.org/View/274367</link>
      <description><![CDATA[Present methods of monitoring operations on the New York City Transit Authority (NYCTA) subway system depend upon manual data collection and a combination of manual and computer processing of information.  This adds significantly to the cost and increases time required to gather and process information.  The purpose of this study was to investigate more effective and efficient methods of collecting and processing rapid transit ridership data through automated methods.  Included in this analysis was an evaluation of alternative methods, the selection of the preferred method/s, and the development of a system functional and technical specification that could be included in a bidding document.  A variety of passenger counting techniques were reviewed for applicability and summarized into 3 areas:  station-mounted equipment, track-side systems, and on-train systems.  The 3 methods selected and discussed in detail as having the most potential for immediate application were:  the turnstile-based system that measures passengers entering or leaving the system at individual entrances and exits; load-weighing devices that could monitor the weight of the load on the car and thus the passenger load along the route; and photographic methods that would permit manual evaluation of loads on all trains passing a point in a more efficient manner than the stationary checkers on the platform. Additional details on the 3 systems and their implementation are included in Appendices A, B, and C of this report.  The study conclusions favored automated passenger counting methods; use of this document to solicit bids for supplying a turnkey system; and implementation of the recommendations as a demonstration system utilizing advanced technology concepts.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:21:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/274367</guid>
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      <title>A FARE LOOK AT REVENUE COLLECTION</title>
      <link>https://trid.trb.org/View/307944</link>
      <description><![CDATA[Various fare collection systems and equipment as well as turnstiles are presented.  Some systems provide useful data such as route, boarding point, destination, etc., in addition to fare data.]]></description>
      <pubDate>Mon, 30 Apr 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/307944</guid>
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      <title>REVENUE COLLECTION RESOURCES</title>
      <link>https://trid.trb.org/View/296040</link>
      <description><![CDATA[Presented is an alphabetical listing of companies involved in ticketing machines, turnstiles, magnetic fare cards and other areas of fare collection.]]></description>
      <pubDate>Wed, 31 May 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/296040</guid>
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      <title>CHICAGO TRANSIT AUTHORITY TURNSTILE PASS READER SYSTEM. FINAL REPORT</title>
      <link>https://trid.trb.org/View/281723</link>
      <description><![CDATA[In November 1978, the Chicago Transit Authority (CTA) implemented a monthly "flash" pass for rail and bus riders. The success of this program fostered a desire to examine methods of improving passenger flow of patrons using passes, and improve the security of passes.  The ensuring study revealed that the use of a magnetically encoded pass access system would remove pass users from the ticket agent lanes, thus speeding passenger flow through the station.  The security aspects of magnetic cards were also felt to be paramount to a monthly pass system.  The CTA required that the turnstile pass reader be passive, i.e., the patron would slide a special magnetically encoded card through a slot on the turnstile which would open the gate if the pass was valid.  Validity would be determined by a series of computerized checks to prevent fraudulent use of the fare card.  The CTA concept was based on a system developed by the Massachusetts Bay Transportation Authority (MBTA), but incorporated a number of significant design and functional advances including a series of data capture requirements. CTA successfully demonstrated its pass reader system at two turnstiles utilized by CTA employees between January 1982 and October 1984.  This report documents the CTA Magnetic Card Slide Thru Reader System, including system reliability and employee reaction to the equipment.]]></description>
      <pubDate>Sun, 31 Jul 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/281723</guid>
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      <title>IMPROVED TURNSTILE WITH STANDARD COMPONENT SPECIFICATIONS. FINAL PROJECT REPORT</title>
      <link>https://trid.trb.org/View/279751</link>
      <description><![CDATA[SEPTA has completed the first phase of its effort to enhance revenue collections and reduce the level of fare instrument abuse on its rapid transit, subway-elevated system.  Three (3) prototype improved turnstiles with standard components were installed at the Bridge Street Station on SEPTA's Market-Frankford Line.  The units are capable of verifying magnetically encoded passes, as well as accepting coins and tokens for patron entry.  Upon successful conclusion of testing, the units will provide a design for converting all other stations to the new technology, and serve as a model for other Transit Authorities to adopt.]]></description>
      <pubDate>Thu, 30 Jun 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/279751</guid>
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    <item>
      <title>TRANSIT SYSTEM SECURITY</title>
      <link>https://trid.trb.org/View/270972</link>
      <description><![CDATA[Massachusetts Bay Transportation Authority worked with a supplier to increase the security of its fare boxes, collector booths and turnstiles.  Vandalism, petty theft and armed robbery have all been countered with cost-effective locks.  Different types of locks were required for the various applications, generally replacing 1926-era equipment which MBTA had been using. In addition to locks resistant to picking and drilling and with fareboxes and turnstiles now double-locked, the supplier emphasized the importance of key control.  The new keys cannot be readily duplicated.  For the collector booths it was necessary to provide double security, key control and an emergency exit arrangement.]]></description>
      <pubDate>Wed, 30 Apr 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/270972</guid>
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      <title>THE ELECTRONIC REVOLUTION AND FAREBOX MANAGEMENT</title>
      <link>https://trid.trb.org/View/194200</link>
      <description><![CDATA[Microprocessor technology is offering tools to manage the $3 billion that passes through transit fare boxes annually; with increasing fares the processing of dollar bills is an increasing problem.  Electronics-based fareboxes, vending machines and turnstiles are of increasing importance in either bus or rail operations.  Such electronic advances offer benefits including collection of data on ridership and revenues, improved auditing, new management information systems, and increased control over the farebox revenue stream.  Added benefits come from the ability to institute graduated fare structures and multi-mode trips with payment of a single fare.  Case studies of several different transit properties and a roundup of available equipment are also included.]]></description>
      <pubDate>Thu, 30 Jun 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/194200</guid>
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      <title>DESCRIPTION AND EVALUATION OF THE MBTA MAGNETIC CARD FARE COLLECTION SYSTEM</title>
      <link>https://trid.trb.org/View/184928</link>
      <description><![CDATA[Observation over the years by the Massachusetts Bay Transportation Authority (MBTA) indicated that a significant number of passengers entered the system without using a valid pass. Fraudulent entry was gained using various methods of deceit, the most common of which involved invalid or falsified passes. The magnetic card fare collection system was designed to provide the MBTA passengers with the option of obtaining a monthly pass and to establish a barrier to reduce loss of revenue and unrecorded ridership. The objective of this study was to describe and assess the MBTA's new fare collection system in sufficient depth in order to allow the managers of other properties to assess the applicability of the MBTA system to their fare collection needs. This report presents a system and subsystem description of the MBTA magnetic card fare collection system, which was introduced on November 1, 1980. Included is a preliminary assessment of performance of system operation based on data collection during the second and third months of operation. The objective of the magnetic card fare collection system is to allow the MBTA to continue to make monthly passes available to the public while relieving the collector of the burden of ticket-by-ticket validation. Fraudulent entry into the system is greatly reduced by requiring passengers using cards to enter through the turnstiles as token users do. Each station in the rapid transit system has a minimum of two turnstiles that have modified to allow entry via a magnetic card as well as a token. It was determined that: 1) passengers have no difficulty in using their magnetic cards to gain entry; 2) there is no noticeable difference in the time needed to pass through a turnstile with a card as compared with a token; 3) the magnetic card system has allowed the MBTA to lock the gate used with the previous paper pass system, thus forcing all passengers to use the turnstiles, thereby establishing a system which should stop fraud and increase revenues and recorded ridership; and 4) turnstiles that accept tokens can be easily retrofitted to allow entry via a magnetic card.]]></description>
      <pubDate>Fri, 29 Apr 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/184928</guid>
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      <title>REPORT OF THE REGIONAL TASK FORCE TO REVIEW THE METRO FARE SYSTEM</title>
      <link>https://trid.trb.org/View/157397</link>
      <description><![CDATA[This report was prepared by a task force directed to evaluate the advantages and disadvantages of the existing fare collection equipment and the present fare structure, including their impact on transit riders and jurisdictions, and to consider other collection systems and fare structures including those using turnstiles.  The findings of the task force are summarized.  These findings relate to the following areas: capital, operating and maintenance costs; adaptability to a mileage-based fare structure; interface capability between Metrobus and Metrorail, flexibility of the system, susceptibility to abuse, subsidy formulae, distribution of revenues, equity among jurisdictions, effect of fare collection system on patronage and rider attitude, and ability to serve Metrorail beyond the 101-mile system.  Details are given of the alternative evaluation criteria and assumptions, the evaluation of alternative fare collection systems, as well as other considerations.]]></description>
      <pubDate>Wed, 15 Apr 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/157397</guid>
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