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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>NOISE IMPACT STUDY FOR A PROPOSED RESIDENTIAL DEVELOPMENT IN ONTARIO : A CASE STUDY</title>
      <link>https://trid.trb.org/View/331319</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Wed, 31 Oct 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/331319</guid>
    </item>
    <item>
      <title>FISCHER-UNIVERSITY-HALLMAN CORRIDOR NOISE IMPACT ASSESSMENT</title>
      <link>https://trid.trb.org/View/331320</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Wed, 31 Oct 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/331320</guid>
    </item>
    <item>
      <title>THE COSTS OF ROAD ACCIDENTS AND THEIR APPLICATION TO ECONOMIC EVALUATION OF SAFETY PROGRAMMES</title>
      <link>https://trid.trb.org/View/203356</link>
      <description><![CDATA[Efforts to determine the cost of road accidents in Canada are described in order to examine the appropriateness of these costs in evaluating safety programs.  Cost-benefit studies have been conducted, and theories regarding the value of safety improvements have been proposed. Estimations of road accident costs in Canada focus on property damage, lost productive work efforts, and health care.  It is concluded that social values associated with safety improvements may vary with the circumstances, i.e., the nature of risks.  The measurement of avoided accident costs can provide only minimum estimates of actual benefits from safety improvements, and may provide differing proportions of true benefits for varied risks and severities of avoided casualties.  Accident cost data may be useful in limited cost-benefit analyses to recommend acceptance of a safety program but should not be used to recommend rejection.  Simple comparisons of costs and benefits will not necessarily indicate appropriate program priorities.]]></description>
      <pubDate>Thu, 28 Jun 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/203356</guid>
    </item>
    <item>
      <title>THE EFFECTIVENESS AND EFFICIENCY OF TRANSIT SYSTEMS</title>
      <link>https://trid.trb.org/View/194889</link>
      <description><![CDATA[Goals for the operation of transit services have shifted dramatically during recent years.  Commercial "break-even" objectives have been displaced by broader considerations of community and social service.  The role of the transit organization now includes the provision of all day area-wide services, the relief of peak period congestion, the carriage of handicapped, and the shaping of land-use development.  To meet the costs of these broader policies of public service, provincial and municipal governments are providing financial assistance to supplement farebox revenues.  Originally conceived as a blanket compensation for the continued operation of unremunerative services, the level of assistance now warrants the development of new and appropriate management information systems through which to monitor "value for money".  These management information systems are needed to increase efficiency in transit operations through the provision of timely data for use in internal management. These systems will also serve a role in the provision of external data to funding agencies concerned with accountability for their investments in transit services. The paper reviews some of the considerations which should be taken into account in the development of procedures for measuring and monitoring the effectiveness and efficiency of transit services, and for determining the cost effectiveness of individual operational and management activities.  Examples are given of the kinds of information needed to judge how well a property is being run.  The need for service-specific information is discussed together with associated problems of cost allocation.  A distinction is drawn between the separate interests of management, in budgeting for and monitoring the day-to-day business, and municipal and provincial planning and funding agencies, in setting and monitoring overall targets.]]></description>
      <pubDate>Tue, 30 Aug 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/194889</guid>
    </item>
    <item>
      <title>CANADIAN TRANSIT SERVICES, DEMAND AND SUBSIDIES IN AN INTERNATIONAL CONTEXT</title>
      <link>https://trid.trb.org/View/174156</link>
      <description><![CDATA[Since 1976 an international collaborative group on factors affecting public transport patronage has undertaken a comparative study of transit variables in nine participating countries, which include Canada.  This paper compares Canadian experience with that of other countries, as found in the study.  The primary focus of the study has been the impact on transit usage of fares, level of service in all its aspects, traffic policies, land use, automobile ownership, and income.  To fully understand the policy implications of these relationships it was also necessary to examine the social context within which transit operates, research methods, and the relationship of the above variables to transit costs and subsidies.  An international comparison is appropriate because of the similarities between transit related factors in the countries under review, which suggests that research findings are internationally transferable.  Some results are available for other countries of relationships for which thorough studies have not been undertaken in Canada.  Similar findings on fare and service elasticities and on the factors determining costs confirm those found in Canadian studies. With the aid of these it is possible to construct transit policies best suited to the political objectives selected. (TRRL)]]></description>
      <pubDate>Wed, 28 Apr 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/174156</guid>
    </item>
    <item>
      <title>INTERMUNICIPAL TRANSIT COST-SHARING</title>
      <link>https://trid.trb.org/View/174158</link>
      <description><![CDATA[Where several municipalities participate in one transit system and share the net costs of it, the lack of information contained in, or supporting the allocation formula may have an inhibiting effect on desirable development of the system.  Such a situation occurred on the south shore of Montreal shortly after the inception of the Montreal South Shore Transit Commission (MSSTC) in 1971. A flexible formula was defined in the legislation but the lack of information prevented its systematic application.  A case study sponsored by Transport Canada, the Quebec Ministry of Transport, and the MSSTC developed a variety of service-based formulae which were tested, along with currently used formulae, from an equity and an efficiency point of view.  A service-based formula emerged for recommendation.  The formula was presented as part of an allocation method that is now being put to the test in small urban regions. (TRRL)]]></description>
      <pubDate>Wed, 28 Apr 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/174158</guid>
    </item>
    <item>
      <title>LAND USE AND METROPOLITAN TRANSIT</title>
      <link>https://trid.trb.org/View/174159</link>
      <description><![CDATA[This paper examines the relationships of urban transit with land use, using published reports from various jurisdictions and empirical information from Ontario.  The conclusions reached suggest that there are correlations between transit infrastructural investment, land use (such concepts as size, density, design and arrangement), and transit ridership. These findings, however, are so complex and variable from place to place that one must conclude that neither the physical design of transit systems nor the structural development of neighbourhoods alone will achieve meaningful transit goals.  Transit must take its place as part of an overall urban transportation system, and only a broad range of mutually reinforcing initiatives, structural, socio-economic, and operational, will allow transit to realize its full potential. Major metropolitan areas in Ontario are examined to suggest what those initiatives might be and the limits to which they could support current and future transit objectives. (TRRL)]]></description>
      <pubDate>Wed, 28 Apr 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/174159</guid>
    </item>
    <item>
      <title>THE ONTARIO SHARE-A-RIDE PROGRAM</title>
      <link>https://trid.trb.org/View/174161</link>
      <description><![CDATA[The Ontario share-a-ride program is designed to achieve widespread use of car and vanpooling across the province of Ontario.  The paper describes the three phases of the program: study, demonstration, and broadscale implementation. A number of preliminary results are presented from the car and vanpool demonstrations being carried out at the head office of the Ministry of Transportation and Communications. These results show a 10% and substantial cost savings for the participants in the vanpool program.  A cost comparison is made between the to 20% increase in pooling activity and substantial cost savings for the participants in the vanpool program. A cost comparison is made between the total costs of operating carpools and vanpools and of providing bus service bus service in which buses ae shown to be four times and the average car five times as expensive as a vanpool. The data is used to perform a beneift analysis for creating new car and vanpools and to calculate benefit/cost ratios for the ongoing pilot projects at the Ministry. Potential community andd social benefits from the creation of each new car and vanpool are shown to total $800 and $4000 a year, respectively. Including personal benefits and subtracting time costs brings the total benefits per pool to approximately $2500 and $7700 respectively, with individual cost savings of $1000 to $1300 per year per person. (TRRL)]]></description>
      <pubDate>Wed, 28 Apr 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/174161</guid>
    </item>
    <item>
      <title>THE INFLUENCE OF HOUSEHOLD INCOME ON THE CHOICE AND VALUATION OF TRANSPORTATION MODES</title>
      <link>https://trid.trb.org/View/174162</link>
      <description><![CDATA[This paper presents an improvement to the traveller mode-choice model through the introduction of a weighted income variable representing the economies of scale in household consumption.  Data from the 1968 metropolitan Toronto apartment survey and from the Ontario Ministry of Transportation and Communicatins calibrates the model by stratified income.  Also presented are the results of statistical tests, as well as the assessment of alternative transportation policies relating to transit fare changes and level-of-service modifications.  The analysis found that the value of travel time varied directly with weighted family income, the values for the metropolitan Toronto area ranging from $3.33 to $9.29/hour for annual incomes ranging from below $5000 to over $8000 per adult. Furthermore, the commuters were far more sensitive to changes in relative travel time than they were to relative travel cost.  This elasticity of demand with respect to relative travel time was estimated to be 0.35, while the elasticity with respect to relative travel cost was 0.11. (TRRL)]]></description>
      <pubDate>Wed, 28 Apr 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/174162</guid>
    </item>
    <item>
      <title>MERIVALE TRANSIT CENTRE - AN ENERGY-EFFICIENT GARAGE</title>
      <link>https://trid.trb.org/View/174163</link>
      <description><![CDATA[This paper will describe the evolutionary design of a modern transit bus maintenance facility, the fourth major bus garage of the Ottawa-Carleton regional transit commission. A 1974 forecast of fleet growth also indicated the need for a 180-bus facility to be completed in 1976 and to be located in the west end of the city of Ottawa.  This led to the construction of our Pinecrest Transit Centre, which incorporated many innovative features, based on our experience at the other garages.  The design of this garage was to be the basis for the evolutionary design of our most recent facility, the Merivale Transit Centre. Some reduction of construction costs was achieved by making the precast insulated concrete wall panels as single pieces from foundation to roof rather than using a separately cast facade at the top of the wall sections.  Drainage troughs in the storage bay floors were replaced by increased sloping of floors towards catchbasins.  This latter change also reduces the cleaning costs.  Although use of a steel, rather than poured concrete, superstructure reduced costs, this change was dictated by soil conditions and will incur slightly higher maintenance cost for painting in future.  The use of a firewall dividing the building into two sections was less expensive than the alternative of insulating all structural steel for fire protection as required by insurance underwriters.  No other cost reductions could be achieved without seriously increasing future maintenance costs. (TRRL)]]></description>
      <pubDate>Wed, 28 Apr 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/174163</guid>
    </item>
    <item>
      <title>A REPORT ON PROCEDURES USED TO ASSIST IN CALIBRATING DISAGGREGATE MODE CHOICE MODELS</title>
      <link>https://trid.trb.org/View/174164</link>
      <description><![CDATA[This paper reports on the experience gained from the development of a disaggregate mode choice model by the authors for the Ottawa-Hull area. The procedure involved preparation of a relatively small set of trip records collected from a telephone O&D survey supplemented with very reliable transportation level-of-service data, and use of a variable specification developed for Washington, DC, as an initial calibration attempt.  Consideration was also given to use of a procedure known as Bayesian updating. Although this technique was not used in this study it was employed successfully by N D Lea & Associates to calibrate a mode choice model for the city of Regina. Differences in the procedures used in the two studies are highlighted. This paper illustrates the usefulness of the transferability property of disaggregate model specifications as a valuable starting point for model calibration.  It also indicates that a model with good predictive ability can be developed using a relatively small number of individual trip records. These findings serve as practical guidelines for the development and application of mode choice models. (TRRL)]]></description>
      <pubDate>Wed, 28 Apr 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/174164</guid>
    </item>
    <item>
      <title>RESERVED CONTRA-FLOW BUS LANES ON CHAMPLAIN BRIDGE IN MONTREAL</title>
      <link>https://trid.trb.org/View/174165</link>
      <description><![CDATA[This document describes the results of an experiment which has been conducted since June 1978.  The experiment bears on reserved bus lanes on a bridge and its approach roads, on the axis of one of the main urban expressways leading to downtown Montreal. The reserved bus lanes on Champlain bridge in Montreal constitute a unique experiment in Quebec, and perhaps in Canada, of the operation of a contra-flow lane on an urban expressway.  The results described in this report will enable us to measure the success of this experiment and to assess to what extent these policy elements have improved traffic volumes, efficiency and the image of this part of the Montreal public transit system. (TRRL)]]></description>
      <pubDate>Wed, 28 Apr 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/174165</guid>
    </item>
    <item>
      <title>THE TRANSIT PLANNING IMPLICATIONS OF INCREASING FINANCIAL DEFICITS</title>
      <link>https://trid.trb.org/View/174167</link>
      <description><![CDATA[The need for good public transit is generally accepted in most urban communities, this service being justified either as an alternative to other, more costly, transportation investment or as a contribution to the basic mobility needs of a large segment of the urban population. This public acceptance is reflected in the willingness of municipal and provincial governments in Canada to provide financial support for the operating and capital needs of urban public transit systems.  Unfortunately, this public financial support has been provided at a time when inflation has been at a fairly high level, with the result that much of the money that was originally intended as an aid to service improvement has been absorbed by the existing transit services in their day-to-day operations. Analysis of these past trends, together with their associated socio-economic changes, suggests that in the future, an increasing proportion of government resources will have to be channelled into public transit simply to preserve the status quo.  The case made by this type of argument is compelling and cannot be ignored.  This simple extrapolation of past trends, however, ignores the potential impact of possible productivity improvements in the public transit industry. The control of the rate of increase of transit subsidies in the future, it is argued, is most likely to be made by the greater use of reserved rights-of-way, express services, sub-division planning controls and fare by distance systems rather than by new vehicle technology. (TRRL)]]></description>
      <pubDate>Wed, 28 Apr 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/174167</guid>
    </item>
    <item>
      <title>THE POTENTIAL FOR PART-TIME LABOUR IN URBAN TRANSIT</title>
      <link>https://trid.trb.org/View/174170</link>
      <description><![CDATA[This report analyzes the potential impacts of part-time bus drivers on urban bus transit companies.  Initially, the report discusses the background to the financial problems of the industry and the interest in part-time drivers as a cost-saving approach to the peaking problem. A summary of the seminar and workshop conducted during the study of part-time labour is provided to present the opinions of labour and management representatives on the subject.  This is followed by a discussion of the composition of the wage cost for drivers and following this is an analysis of two properties, the Toronto Transit Commission and O C Transpo, to demonstrate the potential cost savings that could be realized by employing part-time drivers.  Finally, the report discusses the institutional and political aspect of part-time drivers and the possible impact on collective bargaining. (TRRL)]]></description>
      <pubDate>Wed, 28 Apr 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/174170</guid>
    </item>
    <item>
      <title>TRANSIT POLICIES IN THE 80'S</title>
      <link>https://trid.trb.org/View/174171</link>
      <description><![CDATA[Canadian transit policies for the next 10 years are analyzed.  In all policies a very high level of subsidy is required.  It was found that it is better to raise fares than to restrict service.  Four policies were tested for Canada wide urban transit: continuation of recent trends; limiting total vehicle-miles of service to a 1% increase per year; fare increases of 2% per year; and fare increases of 2% per year and limittng subsidies to a 5% increase per year.  All increases are in constant dollars.  The last policy results in almost constant levels of ridership and vehicle-miles of service while still requiring considerable increases in operating subsidy to about 1.5 billion dollars for all of Canada by 1991. (TRRL)]]></description>
      <pubDate>Wed, 28 Apr 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/174171</guid>
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