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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>EVALUATION OF URBAN TRANSPORTATION CAPITAL INVESTMENT PROJECTS</title>
      <link>https://trid.trb.org/View/208916</link>
      <description><![CDATA[Evaluation of capital investment alternatives should encompass assessments of efficiency, effectiveness, and equity.  This report approaches the definition, interpretation, and application of these concepts. Issues covered relate to user and non-user benefits, measurement techniques and principles, evaluation techniques, relationship of evaluation to goals and objectives, and relative strengths and weaknesses of the various types of assessments.  More attention is paid to the question of efficiency--the selection of projects that maximize net social benefits--and the benefit-cost framework in particular, than is typical in current professional practice.  One reason for this is that the concepts of benefit-cost evaluation appear to be both poorly understood and misunderstood, with the result that efficiency analysis has not been applied as insightfully as it might be in project planning.  Another reason is that the transportation planning field has been searching for an organizing framework with which to make sense out of the welter of impacts, objectives, and interests that typically surround urban transportation project decisionmaking, and the benefit-cost rubric is capable of supplying that framework.  Finally, the content of investment decisions has shifted from a problem of spatially allocating an externally determined amount of new capacity, to a problem of fine-tuning a muture transportation system that is no longer expanding.  It is thus important to be clearer about what is wanted and what is expected from urban transportation investments, and to know better the real costs and benefits of investment alternatives.  Various kinds of effectiveness analysis are also needed, and will continue to serve an essential purpose in helping to choose among projects, but less guidance is needed in this area because the state of professional practice is close to the state of the art.]]></description>
      <pubDate>Thu, 30 Aug 1984 00:00:00 GMT</pubDate>
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      <title>EVALUATION OF PART-TIME LABOR AND WORK RULE CHANGES TO REDUCE PEAK PERIOD TRANSIT COSTS</title>
      <link>https://trid.trb.org/View/161050</link>
      <description><![CDATA[The effects of changing maximum spread time (the maximum allowable time between sign-on and sign-off), changing spread premium time (the time after which a driver receives time and a half), and/or allowing more part-time drivers on bus companies in four cities with different contracts and schedules were calculated using RUCUS, the run-cutting and scheduling program developed for UMTA.  For each potential work rule change, buses were rescheduled and new labor costs were computed.  There is no one figure for the savings from part-time labor.  The savings are context-sensitive, with the most savings going to transit properties with the highest peak-to-box ratio (5 to 14 percent in that case).  Changing maximum spread time had a much greater effect on operating costs (up to a 22 percent increase in driver pay hours for a change of an hour) than changing spread premium time (only 3 to 6 percent difference in operating costs for an hour's change).]]></description>
      <pubDate>Wed, 15 Apr 1981 00:00:00 GMT</pubDate>
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      <title>MANAGING PEAK PERIOD TRANSIT DEMAND IN LOS ANGELES</title>
      <link>https://trid.trb.org/View/161051</link>
      <description><![CDATA[This paper discusses cost and fare structure analysis at the Southern California Rapid Transit District, where in-depth studies of cost and fares have recently been performed. It has been found that off-peak fares tended to subsidize peak-hour service, particularly the express buses using the freeway.  To compensate for this, a surcharge is added to the peak hour fare, while the express service utilizes a graduated fare system.  A flat fare is retained for local service.  The worst single inefficiency of the peak is having to run buses in two directions for travel in one direction.  This imbalance has been eased somewhat by the increasing suburbanization of employment.  Where reverse commutes are possible, ridership has grown spontaneously. Where the imbalance persists, load-shedding (i.e. actually encouraging car-or vanpool to relieve bus overcrowding) is recommended.  Where peak occur at different times on different lines, some efficiency is gained through interlining.  Other possibilities being explored include more sophisticated data collection and analysis, better means of tying costs and revenues to units of service provided, use of part-time drivers, automatic passenger counting and vehicle monitoring, and increasing computerization of scheduling process.]]></description>
      <pubDate>Wed, 15 Apr 1981 00:00:00 GMT</pubDate>
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