@article {30083,
	title = {Longitudinal Analysis of Transit-Integrated Ridesourcing Users and Their Trips},
	journal = {Transportation Research Record},
	volume = {2675},
	year = {2021},
	pages = {63-75},
	abstract = {Several municipal transit agencies have partnered with transportation network companies to provide a range of services, but data restrictions have limited research on trip-level observations of transit-integrated ridesourcing users. The goal of this study was to understand how users{\textquoteright} trip-making behaviors adapted to a transit-integrated ridesourcing pilot in Waterloo, Ontario. This research conducted a longitudinal analysis of 178 unique users and temporal analyses of their 4,536 ridesourcing trips (rides) taken throughout the pilot from November 2018 to December 2019. Trip type and frequency changes over time were measured for frequent, average, and infrequent users. Transit, walking, and cycling alternatives to the pilot rides were generated and characterized based on their complementarity with transit. The number of unique users and daily ridership increased over time, as new users made their first trips and existing users made trips more frequently. Frequent users shifted toward less transit-competitive trip types whereas average and infrequent users had a sporadic but larger share of more transit-competitive trip types. The pilot was mostly used during off-peak service periods, when transit was less frequent, which suggests these systems are valuable for nonwork trips. Transit trip alternatives were not temporally competitive with rides. Cycling was competitive with 5\% to 10\% of rides and was consistently faster than walking and transit alternatives. Walking was not a practical alternative to rides in most cases. This analysis may inform other agencies of performance evaluation techniques for their transit-integrated ridesourcing pilots and the unique characteristics of trips taken by users of this mode.},
	url = {https://journals.sagepub.com/doi/full/10.1177/0361198121995832},
	author = {Swarney, Emma and Terry, Jacob and Feng, Devin and Bachmann, Chris}
}
@article {30085,
	title = {Spatial Characteristics of Transit-Integrated Ridesourcing Trips and Their Competitiveness with Transit and Walking Alternatives},
	journal = {Transportation Research Record},
	volume = {2674},
	year = {2020},
	pages = {329-340},
	url = {https://journals.sagepub.com/doi/full/10.1177/0361198120909842},
	author = {Terry, Jacob and Bachmann, Chris}
}
@article {30084,
	title = {Quantifying the Potential Impact of Autonomous Vehicle Adoption on Government Finances},
	journal = {Transportation Research Record},
	volume = {2673},
	year = {2019},
	pages = {72-83},
	abstract = {There is some understanding that autonomous vehicles will disrupt public sector policies and the existing transportation industry, but this disruption is often loosely defined and tends to ignore how it would affect governments financially. The primary objective of this paper is to quantify the short-term impact of introducing autonomous vehicles on government finances. The analysis focuses on eight Canadian governments, encompassing four government tiers. Public discourse and academic literature are used to generate nine predicted changes (forecast variables) in future adoption scenarios. Using the predicted rate of autonomous vehicle adoption, the remaining variables are converted into financial changes by combining them with government financial records, infrastructure inventory datasets, and project cost estimates. The results suggest that, while revenue impacts are fairly minimal, and mostly impact Canadian provinces, the cost of implementing the expected vehicle-to-infrastructure (V2I) communication upgrades could be expensive for governments with smaller populations, especially municipalities. The revenue analysis indicates the biggest shift is likely to be a loss in gas tax, which affects federal and provincial revenues, yet this share is relatively small compared with the size of these governments{\textquoteright} budgets. The expense analysis suggests that, although provinces have extensive road networks, the cost of upgrading all of their highways may not be unreasonable compared with their yearly revenue intake. On the other hand, municipalities would require substantial new funds to be able to make the same upgrades.},
	url = {https://journals.sagepub.com/doi/full/10.1177/0361198119837218},
	author = {Terry, Jacob and Bachmann, Chris}
}
@conference {11742,
	title = {Short-Term Impacts of Autonomous Vehicles on Canadian Government Finances},
	booktitle = {CTRF 53rd Annual Conference},
	year = {2018},
	publisher = {Canadian Transportation Research Forum},
	organization = {Canadian Transportation Research Forum},
	address = {The 53rd Annual Conference of the Canadian Transportation Research Forum, Gatineau, QC},
	abstract = {Canadian transportation systems are undergoing rapid disruptions on multiple frontiers, transitioning from low-occupancy vehicles on the road network and overstretched public transit systems in urban areas, to an uncertain future that includes ride-sharing services and autonomous vehicles. Vehicles are already being introduced with some levels of advanced automation, and it is not clear what impact these vehicles will have on the transportation system, society, the environment, and the economy. Previous research into the economic impacts of autonomous vehicles focuses on cost savings from reductions in vehicle collisions and traffic congestion, but are limited in characterizing how these disruptions might impact government finances. This paper connects potential autonomous vehicle adoption scenarios to government budgets, identifying risks in existing funding models. Existing adoption rate forecasts are combined with Canadian government financial data to quantify the impact of the scenarios identified in the existing literature. By connecting potential disruption scenarios to government budgets, the short-term fiscal outlook of existing public revenues and expenses are determined. Some insight into how the short-term impacts may indirectly impact other areas of concern in public policy are also provided.},
	author = {Terry, Jacob and Bachmann, Chris}
}
@article {doi:10.3141/2606-13,
	title = {Origin Revenue Sources for Infrastructure Funding},
	journal = {Transportation Research Record: Journal of the Transportation Research Board},
	volume = {2606},
	year = {2017},
	pages = {96-105},
	abstract = {Cities require well-funded public infrastructure to function efficiently, but knowledge of public finance mechanisms among residents and decision makers may be deficient. This paper presents a thorough investigation of infrastructure funding flows to increase understanding, to catalyze further investigation in other jurisdictions, and to identify best practices. By using data from Waterloo, Ontario, Canada, funding was mapped for the four tiers of government{\textemdash}federal, provincial, regional, and municipal{\textemdash}contributing to infrastructure. The results demonstrate that significant opacity exists around municipal reserve funds and intergovernmental transfers because insufficient recording is associated with the origin revenues of these funds: where moneys first enter the government cycle. To compare across infrastructure systems, funding from each tier was used to find an average revenue share and estimated per capita funding per source for the water system and three transportation systems: auto, transit, and active transportation. Water infrastructure was funded through six origin revenue sources, with user fees and development charges funding 95\% of expenditures. For transportation infrastructure, the auto system was funded through 16 origin revenue sources, transit through 13, and active transportation through seven. The auto and active transportation systems were 75\% funded through mixtures of property tax, user fees, and development charges. The transit system received significant contributions from nonregional revenue sources because of capital projects developed in the study period. Active transportation, water, and parking expenditures are shown to use effective revenue sources, while transit and other auto expenditures used less effective sources because of the wide range of origin revenue sources.},
	doi = {10.3141/2606-13},
	url = {https://doi.org/10.3141/2606-13},
	author = {Jacob Terry and Jeffrey M. Casello and Chris Bachmann}
}
@conference {11741,
	title = {Sustainability Analysis of Transportation Infrastructure in Waterloo, Ontario},
	booktitle = {CTRF 52nd Annual Conference},
	year = {2017},
	publisher = {Canadian Transportation Research Forum},
	organization = {Canadian Transportation Research Forum},
	address = {The 52nd Annual Meeting of the Canadian Transportation Research Forum, Winnipeg, MB},
	abstract = {Transportation infrastructure has formed the structure of Canadian cities over the past 150 years. This infrastructure has become expensive to maintain, and budgetary restrictions have brought the issue of fiscal sustainability to the forefront of our planning decisions. This paper will track the relative increase in transportation infrastructure funding against population and transportation infrastructure growth, to provide insight into the fiscal sustainability of existing transportation infrastructure funding models. Data from Waterloo, Ontario will be used to measure revenue sources for transportation projects over the past 25 years. Previous research aimed to identify the revenue sources that funded reserves and transfers in municipalities, but was limited by assumptions made about the contents of reserves based on the their current funding composition. By analyzing historical contributions to these reserves, a statistically accurate composition of these reserves can be predicted. The other component of this research will be a fiscal sustainability analysis, comparing quantitative metrics representing the physical size of transportation networks to the population of the studied region and the cost of maintaining those networks. This component will examine the extent to which new infrastructure is subsidized by the future population of a region.},
	author = {Terry, Jacob and Bachmann, Chris and Casello, Jeffrey M}
}
@article {Terry2014,
	title = {A novel microfluidic wound model for testing antimicrobial agents against Staphylococcus pseudintermedius biofilms},
	journal = {Journal of Nanobiotechnology},
	volume = {12},
	number = {1},
	year = {2014},
	month = {Jan},
	pages = {1},
	abstract = {Current methods for testing treatments for veterinary surgical site infections can successfully emulate elements of a chronic wound, but these are time consuming and costly, requiring specialized laboratory equipment and considerable space to house study animals. Microfluidic devices however, can be coated with collagen and maintained at basal body temperature, providing a more cost-effective and space-saving model of a chronic wound. Our study assesses the applicability of a new microfluidic model by testing the activity of DispersinB against biofilms of methicillin-resistant Staphylococcus pseudintermedius (MRSP); DispersinB has been shown to prevent biofilm growth of Staphylococcus epidermidis, another prominent wound colonizer.},
	issn = {1477-3155},
	doi = {10.1186/1477-3155-12-1},
	url = {https://doi.org/10.1186/1477-3155-12-1},
	author = {Terry, Jacob and Neethirajan, Suresh}
}
