<?xml version="1.0" encoding="utf-8"?><rss version="2.0" xmlns:atom="http://www.w3.org/2005/Atom"><channel><title>TRB Publications Index</title><link>http://pubsindex.trb.org/</link><atom:link href="http://pubsindex.trb.org/common/TRIS Suite/feeds/rss.aspx?tc=NN%3AQtssh%2A" rel="self" type="application/rss+xml" /><description></description><language>en-us</language><copyright>Copyright © 2015. National Academy of Sciences. All rights reserved.</copyright><docs>http://blogs.law.harvard.edu/tech/rss</docs><managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor><webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster><image><title>TRB Publications Index</title><url>http://pubsindex.trb.org/Images/PageHeader-wTitle.png</url><link>http://pubsindex.trb.org/</link></image><item><title>Smart Array Antenna for NDE of FRP-Wrapped Concrete Bridge Members</title><link>http://pubsindex.trb.org/view/806768</link><description><![CDATA[This Innovations Deserving Exploratory Analysis project developed a new nondestructive method for the condition evaluation of fiber-reinforced polymer (FRP) concrete bridge members using small antenna array to detect microwave signals.  Work in the initial stage focused on specifications development for frequency range, scan interval, coverage area and other mechanical properties of the proposed antenna system.  The configuration and the optimum number of array antennas were also established.  The system consists of three modules:  a controller and a power supplier, a transceiver, and array antennas with a feed network.  An embedded single board computer with a data acquisition board was used as the controller.  The design of the power supply was modified to minimize its size.  A transceiver with several RF parts was assembled that included filters, power amplifiers, attenuators and detector.  The design of the smart antenna system was finalized.  The housing design was also improved and refabricated.  The software for system operation and real-time data processing and image visualization was developed and integrated with the hardware.  The software verified that the feed network was working well and the control parameters were correct.  The software program can control the parameters for the transceiver operation and parameters for beam scanning and also diagnose the status of the system.  Work in the final stage focused on performance evaluation of the prototype on a variety of concrete-FRP specimens.  Debonds of various areas and gaps were artificially created between the FRP and concrete.  The prototype was shown to be effective in detecting and even quantifying the debonding at the concrete-FRP interface.]]></description><pubDate>Thu, 26 Apr 2007 15:31:56 GMT</pubDate><guid>http://pubsindex.trb.org/view/806768</guid></item><item><title>TRAFFIC PATTERNS AND LAND-USE ALTERNATIVES</title><link>http://pubsindex.trb.org/view/120758</link><description><![CDATA[TRAVEL IN URBAN AREAS IS RELATED TO THE LAND-USE ACTIVITIES IN THESE AREAS. A STUDY WAS CONDUCTED TO ATTEMPT TO DESCRIBE: (1) WHAT FACTORS INFLUENCE TRIP LENGTH, AND (2) WHAT CAN BE DONE TO MINIMIZE TRIP LENGTH AND THEREBY REDUCE URBAN TRANSPORTATION REQUIREMENTS. IT WAS SHOWN THAT VEHICLE-MILES OF TRAVEL ARE ASSOCIATED WITH LEVEL OF SERVICE AND THAT AS LEVEL OF SERVICE RISES THE VEHICLE-MILES OF TRAVEL WILL INCREASE IN PROPORTION. IT WAS ALSO SHOWN THAT TRAVEL CAN BE MINIMIZED BY THE JUDICIOUS ARRANGEMENT OF FUTURE LAND USE. THE KEY FACTORS ARE: (1) HIGH DENSITY RESIDENTIAL DEVELOPMENT MUST BE LOCATED WITHIN CLOSE PROXIMITY (10 MINUTES OR LESS IN TRAVEL TIME) OF THE HIGH- DENSITY COMMERCIAL AND INDUSTRIAL AREAS, (2) THE HOUSING MUST PROVIDE A WIDE RANGE OF TYPES THAT WILL ATTRACT A DIVERSITY OF SOCIAL AND ECONOMIC GROUPS, (3) THE STREET AND HIGHWAY SYSTEMS SHOULD BE LAID OUT TO ENCOURAGE CENTRALIZATION ON THE URBAN CENTER, (4) THE DEVELOPMENT OF SUBREGIONAL CENTERS SHOULD BE ENCOURAGED, WITH POPULATIONS RANGING IN THE ORDER OF 100,000 TO 200,000, AND (5) THE SUBREGIONAL CENTERS SHOULD BE AS DISTINCT AND ISOLATED FROM ONE ANOTHER AS THE NATURAL TOPOGRAPHY AND EXISTING DEVELOPMENT PATTERNS WILL PERMIT. IT IS CONCLUDED THAT THESE FORCES CAN PRODUCE A REDUCTION IN TRAVEL REQUIREMENTS OF 20 PERCENT OR MORE, COMPARED WITH PREVAILING PATTERNS OF LAND DEVELOPMENT. THIS CAN BE ACCOMPLISHED WITHOUT DECREASING THE RANGE OF JOB OPPORTUNITIES OR THE SELECTION OF HOUSING TYPES RESULTING IN A MUCH MORE CONVENIENT AND LIVABLE CITY. IT WAS DEMONSTRATED THAT DIFFERENT PATTERNS OF LAND USE AND TRANSPORTATION HAVE A PROFOUND EFFECT ON TRAVEL. /AUTHOR/]]></description><pubDate>Sun, 15 Aug 2004 02:36:42 GMT</pubDate><guid>http://pubsindex.trb.org/view/120758</guid></item><item><title>INCOME AND RELATED TRANSPORTATION AND LAND-USE PLANNING IMPLICATIONS</title><link>http://pubsindex.trb.org/view/120744</link><description><![CDATA[HOUSEHOLD INCOME MEASURES ARE AMONG THE MOST SIGNIFICANT DETERMINANTS OF URBAN LIFE AND GROWTH. SIMPLE PROCEDURES ARE PRESENTED TO MEASURE THE EFFECT OF INCOME ON SUCH VARIABLES AS: (1) HOUSING MARKET, (2) AUTO OWNERSHIP, (3) AUTO AND TRANSIT-TRIP GENERATION, AND (4) TIME AND DISTANCE SEPARATION OF RESIDENTS AND WORK SITE. THE DATA SOURCE FOR THIS STUDY WAS HOME INTERVIEW SURVEY RESULTS FROM THE TRI- STATE TRANSPORTATION COMMISSION, DESCRIBING THE NEW YORK METROPOLITAN AREA. THE FOLLOWING THREE DIFFERENT ASSUMPTIONS OF INCOME DISTRIBUTION ARE PRESENTED: (1) A UNIFORM INCREASE OF INCOME FOR EACH INCOME CLASS, (2) LOW-INCOME GROUPS GAINING AT A HIGHER RATE OF INCREASE THAN THE OTHER INCOME GROUPS, AND (3) MIDDLE OR HIGH-INCOME GROUPS GAINING AT A HIGHER RATE OF INCREASE. FOR EACH ASSUMPTION, THE ASSOCIATED DEMAND FOR HOME OWNERSHIP IS COMPUTED. THE ANALYTICAL PROCESSES ARE PRESENTED. IT IS HOPED THAT THIS STUDY INDICATES NEEDED REVISIONS OF DATA COLLECTION PROCEDURES PERTAINING TO HOUSEHOLD INCOME AS WELL AS FOR ANALYTICAL WORK TO SYSTEMATICALLY MEASURE HOUSEHOLD INCOME FOR ITS EFFECTS ON TRANSPORTATION AND LAND-USE PLANNING.]]></description><pubDate>Sun, 15 Aug 2004 02:36:38 GMT</pubDate><guid>http://pubsindex.trb.org/view/120744</guid></item><item><title>STATED PREFERENCE ANALYSIS OF SENSITIVITIES TO ELEMENTS OF TRANSPORTATION AND URBAN FORM</title><link>http://pubsindex.trb.org/view/717402</link><description><![CDATA[A total of 1,277 randomly selected households in Edmonton, Alberta, Canada, were successfully interviewed concerning their attitudes to a range of elements of urban form and transportation.  These elements included times and costs for trips to work and shopping by automobile and transit, taxes, air quality, traffic noise, walking conditions to local schools, street type in front of dwelling, and housing type.  A stated preference technique was used, in which each respondent was asked to rank in order of preference a set of hypothetical future alternatives involving the elements.  Additional direct questions were then asked about the influences of the elements in the ranking process.  Logit choice analysis was used to establish the relative importance of each element for the "typical" household represented by the full sample and for various groups in the population represented by different subsamples.  Overall, it was found that housing type is the most important of the elements considered, followed by municipal taxes, air quality, and traffic noise.  Also, among many other things, there is less sensitivity to money spent for travel than to money paid for taxes.  These indications, together with the various specific tradeoff rates that were obtained, provided useful guidance in the development of a new transportation master plan.  They can also support a more formal evaluation system that reflects the sensitivities of different groups of households regarding a wide range of elements of concern to transportation and urban planners.  The techniques used are flexible and could be used to consider various other elements of concern in different contexts.]]></description><pubDate>Thu, 14 Feb 2002 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/717402</guid></item><item><title>RELATIONSHIPS BETWEEN VARIOUS CLASSES OF ROAD SURFACE ROUGHNESS AND RATINGS OF RIDING QUALITY (ABRIDGMENT)</title><link>http://pubsindex.trb.org/view/52809</link><description><![CDATA[This paper discusses the development and application of a set of riding quality indexes that characterize the road roughness with different ranges of wavelengths.  The indexes are based on the relationship between road surface profile data and rating made by a panel of riding quality and were derived through regression analysis.  In the study the roughness was catagorized on the basis of wavelength through digital filtering; four bands spanning the range of 1.219 to 30.48m in wavelength were included.  For each band characterizing measures of both the most severe roughness and the average roughness of each road section were computed.  The waves in both wheel paths were analyzed along with the surface profile undulations of one wheel-path to the other; the latter causes a vehicle rolling effect.  A set of SI (serviceability index) modes was developed that can be used to transform the roughness measures corresponding to each wavelength band into a measure of riding quality that is directly related to the PSR.  This was achieved by regressing PSR on the roughness terms for each individual band.  Separate models were developed for asphalt concrete and portland cement concrete pavements.  In addition to the roughness measures, the models also contain a dummy variable to account for any possible visual or auditory differences between types of pavements that may not be explained in terms of roughness.  Stepwise regression was used to develop the regression models and SI models were applied to test cases just before and just after hot mix overlay was performed.]]></description><pubDate>Tue, 15 Aug 2000 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/52809</guid></item><item><title>CENSUS DATA IN JOBS-HOUSING BALANCE STUDIES: SAN LUIS OBISPO COUNTY, CALIFORNIA</title><link>http://pubsindex.trb.org/view/574906</link><description><![CDATA[The San Luis Obispo County Jobs-Housing Balance Study was developed to analyze the relationship among jobs, housing, and work-related transportation for the small urbanized area encompassing San Luis Obispo County.  The complexities of defining and quantifying the relationship between jobs and housing required extensive research and analysis of several issues.  In this case study the important role that census data played in defining and quantifying this relationship is discussed.  In addition, some of the limitations, problems, and problem solutions in working with census data are identified, and the important role of census data in planning for small urbanized areas is examined.]]></description><pubDate>Wed, 18 Jun 1997 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/574906</guid></item><item><title>TRANSPORT OF MANUFACTURED HOUSING UNITS: DIFFERENTIAL EFFECTS OF 4.27-M (14-FT)-WIDE AND 4.88-M (16-FT)-WIDE UNITS ON TRAFFIC</title><link>http://pubsindex.trb.org/view/415606</link><description><![CDATA[The results of a study on the impact of transporting 4.27-m (14-ft)-wide versus 4.88-m (16-ft)-wide manufactured housing units on traffic operations in Michigan are reported. Observations of the home unit and other vehicles passing the home unit were made by observers traveling in a specially equipped vehicle and by observers subsequently reviewing videotapes recorded in the equipped chase vehicle.  Measures of home unit encroachment onto the right shoulder and the passing lane or left shoulder were made in addition to estimates of home unit speed.  Measures of use of the shoulder by vehicles passing the units were also made.  In general more excursions from the normal travel lane were seen for the 4.88-m (16-ft)-wide units, and on average both 4.27-m (14-ft) and 4.88-m (16-ft) units traveled over the speed limit prescribed by the travel permits.]]></description><pubDate>Mon, 20 Mar 1995 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/415606</guid></item><item><title>SOCIAL IMPACT OF A HIGHWAY ON AN URBAN COMMUNITY</title><link>http://pubsindex.trb.org/view/133872</link><description><![CDATA[A STUDY IN THE NATIONAL CAPITAL AREA WAS MADE OF THE SOCIAL IMPLICATIONS AND RELOCATION REQUIREMENTS OF THE NORTH LEG OF THE INTERLOOP. A SUMMARY IS GIVEN OF THE VIEWS EXPRESSED INDICATING AREAS OF CONCERN' PSYCHOLOGICAL FUTURE OF THE ELDERLY IF FORCED TO VACATE THEIR HOMES, SUFFICIENT AVAILABLE HOUSING FOR THOSE DISPLACED, AVAILABILITY OF DESIRABLE NEIGHBORHOODS WITH CONVENIENT SHOPPING FACILITIES AND THE NATURAL FEAR OF A PHYSICAL CHANGE TO THE UNKNOWN. A BETTER UNDERSTANDING OF THE POTENTIAL EFFECTS OF A PHYSICAL CHANGE ON A PEOPLE CAN LEAD TO THE INCORPORATION OF PROGRAMS THAT CAN HELP TO DISPEL FEARS, IMMOBILIZE SOME OF THE OPPOSITION, AND PRODUCE RESULTS WHICH NOT ONLY CORRECT THE SITUATION AS THE PUBLIC IMPROVEMENT AIMS TO DO BUT CAN ALSO CONTRIBUTE TO THE BETTERMENT OF THE COMMUNITY AND TO THE SATISFACTION OF MOST OF ITS RESIDENTS. WITHOUT PROGRAMMED ACTIVITIES, THERE IS THE POSSIBILITY THAT RESENTMENT AND HOSTILITY MAY INCREASE TOWARD NEW HIGHWAYS AND URBAN RENEWAL IT IS PROPOSED THAT' NO MOVE SHOULD BE MADE UNTIL HOUSING AVAILABILITY IS ASSURED, HOUSING FOR LOW-INCOME FAMILIES MUST BE EXPANDED, AN EFFECTIVE RELOCATION SERVICE MUST BE PROVIDED, AND THE SOCIAL EFFECT OF THE PUBLIC ACTION FOR THE BETTERMENT OF THE CITY MUST BE APPRECIATED.]]></description><pubDate>Mon, 12 Dec 1994 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/133872</guid></item><item><title>AVAILABILITY OF CENSUS DATA FOR URBAN AREAS</title><link>http://pubsindex.trb.org/view/133727</link><description><![CDATA[CURRENT AND FUTURE RESEARCH AND DEVELOPMENT TO PROVIDE CENSUS INFORMATION COVERING THE SOCIAL AND ECONOMIC CHARACTERISTICS OF THE POPULATION AND ITS HOUSING ARE DISCUSSED. THIS INFORMATION WILL BE COLLECTED IN THE 1970 DECENNIAL CENSUS FOR A VARIETY OF SMALL GEOGRAPHIC UNITS WITHIN URBAN AREAS. THE POTENTIAL FLEXIBILITY IN AGGREGATING THE DATA IN SPATIAL UNITS OF SIGNIFICANCE FOR LOCAL URBAN PLANNING IS OUTLINED. THE POSSIBILITIES OF ASSOCIATING A GRID COORDINATE SYSTEM WITH THE DATA TO PERMIT ANALYSIS BY UNIFORM LAND PATTERNS, AND THE SIGNIFICANCE IN DISTANCE RELATIONSHIPS BETWEEN SPECIFIED AREAS OR FROM SPECIFIED POINTS, ARE EXPLORED. CURRENT PROPOSALS FOR NEW TYPES OF DATA OF SIGNIFICANCE TO URBAN PLANNERS WHICH MAY BE MADE AVAILABLE FROM THE 1970 CENSUSES ARE SUMMARIZED. NEW WAYS OF MAKING THE DATA AVAILABLE IN MORE CONVENIENT FORM VIA COMPUTER TAPES AND MORE TIMELY PUBLICATIONS SYSTEMS ARE ALSO PRESENTED. PROPOSED DEVELOPMENTS IN THE 1967 ECONOMIC CENSUSES OF BUSINESS AND INDUSTRY, TRANSPORTATION AND CONSTRUCTION AS THEY RELATE TO THE DATA NEEDS OF URBAN AREAS ARE DISCUSSED.]]></description><pubDate>Sat, 26 Nov 1994 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/133727</guid></item><item><title>LIVING PATTERNS AND ATTITUDE SURVEYS</title><link>http://pubsindex.trb.org/view/133886</link><description><![CDATA[RECENT PLANNING EFFORTS HAVE STRESSED THE NEED TO UNDERSTAND BETTER THE BASIC DESIRES AND ATTITUDES OF PEOPLE TOWARD THEIR ENVIRONMENT. THE VALUE OF LIVING PATTERNS AND ATTITUDE SURVEYS IN ACHIEVING SUCH UNDERSTANDING, AND THUS FURTHERING THE PLANNING EFFORT, HAS BEEN SHOWN THROUGH THEIR USE IN A NUMBER OF LOCATIONS THROUGHOUT NORTH AMERICA. THE MOST RECENT WAS IN CONNECTION WITH THE STATEWIDE PLANNING EFFORT IN CONNECTICUT. THE BASIC POINTS OF INTEREST ARE THE EFFECTIVENESS OF THE SURVEYS AND THE USE OF THE FINDINGS IN PLANNING. THESE ATTITUDE SURVEYS WERE CONDUCTED BY THREE TECHNIQUES: /A/ HOME INTERVIEW, /B/ HAND OUT-MAIL RETURN, AND /C/ MAIL OUT-MAIL RETURN. THE RELATIVE RESPONSES ARE EVALUATED. THE SURVEYS INVESTIGATED FIVE AREAS OF CONCERN: /A/ ATTITUDE TOWARD HOUSING, /B/ ATTITUDE TOWARD TOWN, /C/ ATTITUDE TOWARD STATE, /D/ LEISURE TIME, AND /E/ RECREATION, AS WELL AS THE NECESSARY PERSONAL INFORMATION ABOUT THE RESPONDENT TO RELATE THE RESPONSES TO SOCIAL CHARACTERISTICS . THE PAPER DISCUSSES TECHNIQUES USED TO ANALYZE THE SURVEY RESULTS AND AS EXAMPLES OF THE RESPONSES DISCUSSES TWO ISSUES-THE RESPONSES TO GENERAL APPEARANCE AND URBAN RENEWAL . THESE SURVEYS ARE INEXPENSIVE AND VALUABLE TO BOTH THE TRANSPORTATION AND THE URBAN PLANNER. SURVEYS HAVE EFFECTIVELY INFLUENCED THE OBJECTIVE EVALUATION OF STATES GOALS AND OBJECTIVES. /AUTHOR/]]></description><pubDate>Sat, 26 Nov 1994 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/133886</guid></item><item><title>THE USE OF LAND DEVELOPMENT SIMULATION MODELS IN TRANSPORTATION PLANNING</title><link>http://pubsindex.trb.org/view/92804</link><description><![CDATA[THE BAY AREA SIMULATION STUDY OR BASS MODEL IS A LARGE COMPLEX OF COMPUTER MODELS THAT HAS AS ITS GOAL FORECASTING FUTURE GROWTH WITHIN THE SAN FRANCISCO BAY AREA. THE BASS MODEL IS COMPOSED OF THREE DISTINCT SUBMODELS. THE FIRST OF THESE IS THE EMPLOYMENT AND POPULATION PROJECTION SUBMODEL THAT FORECASTS EMPLOYMENT BY 21 CATEGORIES AND POPULATION TOTALS FOR THE BAY AREA OVER THE PERIOD FROM 1970 TO THE YEAR 2020. THE RESULTS OR THE OUTPUT OF THIS SUBMODEL ARE FED INTO THE TWO OTHER SUBMODELS THAT ALLOCATE PROJECTED EMPLOYMENT, POPULATION, HOUSING, AND LAND DEVELOPMENT IN 777 SUBAREAS OF THE REGION. THE TIME REQUIRED TO TRAVEL FROM ONE PLACE OF EMPLOYMENT TO ALTERNATE PLACES OF RESIDENCE IS A KEY DETERMINANT OF ESTIMATED FUTURE LAND USE AND DEVELOPMENT IN THE BASS MODEL. THESE ESTIMATES ARE MADE THROUGH THE USE OF A TIME-DISTANCE MATRIX ASSUMEDLY PORTRAYING THE TIME REQUIRED TO TRAVEL FROM THE CENTER OF ANY ONE OF THE 777 TRACTS TO EACH OF THE OTHER TRACTS IN THE 13-COUNTY BAY AREA. THE INFLUENCE OF PUBLIC POLICY VARIABLES IS REFLECTED PRIMARILY IN THE ASSUMPTIONS CONCERNING THE USABLE SUPPLY OF LAND AND THE TRANSPORTATION FACILITIES THAT WILL BE MADE AVAILABLE. IT HAS BEEN ASSUMED THAT CURRENT FREEWAY PLANS APPROVED BY THE STATE DIVISION OF HIGHWAYS WILL BE COMPLETED ON SCHEDULE AND THAT THE FIRST STAGE OF BART WILL BE COMPLETED BY 1970 AND THE SECOND STAGE BY 1980. /AUTHOR/]]></description><pubDate>Thu, 24 Nov 1994 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/92804</guid></item><item><title>THE BLUFFS: A PLANNED COMMUNITY ON THE IRVINE RANCH, NEWPORT BEACH, CALIFORNIA</title><link>http://pubsindex.trb.org/view/133866</link><description><![CDATA[THIS PAPER DESCRIBES /A/ THE ADVANTAGES DERIVED FROM CREATIVE LAND PLANNING AND CITIES AS AN EXAMPLE /B/ THE BLUFFS, A PLANNED COMMUNITY ON THE IRVINE RANCH, NEWPORT BEACH, CALIFORNIA. /AUTHOR/]]></description><pubDate>Mon, 21 Nov 1994 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/133866</guid></item><item><title>PLANNING THE PHYSICAL ENVIRONMENT</title><link>http://pubsindex.trb.org/view/133753</link><description><![CDATA[THE PROBLEM OF DECISION-MAKING IN HIGHWAY PLANNING IS DISCUSSED. POSTON'S CONCEPT THAT A COMMUNITY MUST BE DEALT WITH AS AN INTEGRATED WHOLE RATHER THAN SEGMENT BY SEGMENT IS ANALYZED. APPROACHES TO THE STUDY OF COMMUNITY PROBLEMS IN CONNECTION WITH A HIGHWAY CAUSING RELOCATION OF HUMANS IS ANALYZED. IT IS CONCLUDED THAT THERE IS A RELATION BETWEEN PHYSICAL ENVIRONMENT AND MENTAL HEALTH.]]></description><pubDate>Fri, 14 Oct 1994 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/133753</guid></item><item><title>URBAN ARTERIAL DEVELOPMENTS WHICH BENEFIT THE COMMUNITY</title><link>http://pubsindex.trb.org/view/134195</link><description><![CDATA[THE PRINCIPLES GOVERNING THE ESTABLISHMENT, EXTENSION AND DEVELOPMENT OF THE NEW YORK PARKWAY SYSTEM ARE REVIEWED. IT IS EMPHASIZED THAT THE FOLLOWING FACTORS MUST BE CONSIDERED: DEFINITION, LOCATION, RIGHT-OF-WAY, CROSSINGS, ENTRANCES, PAVEMENTS, BRIDGES, PLANTING, LIGHTING, STRUCTURES, ZONING RESTRICTION, SIGNS, SUBDIVISION PLANNING AND PUBLIC UTILITIES. MARGINAL RECREATIONAL FACILITIES WHICH CAN BECOME PART OF THE ARTERIAL DEVELOPMENT INCLUDE PLAYGROUNDS, SITTING AREAS, FOOT PATHS, BRIDLE PATHS, PROMENADES, OVERLOOKS, AND EVEN SMALL BEACH DEVELOPMENTS. WHEREVER POSSIBLE, RECREATIONAL FACILITIES WERE PROVIDED ALONG THE MARGIN OF THE EXPRESSWAYS IN NEW YORK CITY. EXPRESSWAYS IN THE NEIGHBORHOOD OF HOUSING DEVELOPMENTS WERE COORDINATED WITH THE HOUSING AUTHORITIES. CONCLUSION IS MADE THAT THE PRINCIPLES WHICH RESULTED IN THE SUCCESSFUL DEVELOPMENT OF THE NEW YORK CITY PARKWAY SYSTEM SHOULD BE APPLIED ON THE HUGE EXPRESSWAY AND ARTERIAL PROGRAM FOR MIXED TRAFFIC.]]></description><pubDate>Fri, 14 Oct 1994 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/134195</guid></item><item><title>SPECIALIZED HIGHWAY PLANNING INFORMATION: SOCIAL, ECONOMIC, AND FINANCIAL ASPECTS</title><link>http://pubsindex.trb.org/view/92799</link><description><![CDATA[SOME OF THE MOST PRESSING SOCIAL, ECONOMIC, AND FINANCIAL PROBLEMS THAT FACE HIGHWAY PLANNERS ARE DESCRIBED AND DISCUSSED. THE PROBLEMS ARE DISCUSSED FROM THE FOLLOWING ASPECTS: DEMOGRAPHIC PROBLEMS, SOCIO-ECONOMIC ASPECTS, AND IMPLICATIONS OF FEDERAL HOUSING LEGISLATION. THE AVAILABLE SOURCES OF SOCIAL AND ECONOMIC DATA ARE LISTED AND DESCRIBED. PROBLEMS RELATING TO THE FINANCING OF A PHYSICAL HIGHWAY PROGRAM, INSOFAR AS FINANCE AND TAXATION ARE CONCERNED, ARE: (1) HISTORICAL EVALUATION OF THE PRESENT STRUCTURE OF HIGHWAY FINANCING, (2) EVALUATION OF THE RELATIONSHIP OF HIGHWAY FINANCING AT ALL LEVELS OF GOVERNMENT TO THE FINANCING OF OTHER PUBLIC FUNCTIONS. (3) ALLOCATION OF HIGHWAY COSTS AMONG HIGHWAY USERS AND OTHER GROUPS ON THE MOST EQUITABLE BASIS POSSIBLE, (4) DEVELOPMENT OF A FINANCIAL PROGRAM THAT WILL MOST EFFECTIVELY, EFFICIENTLY, AND EQUITABLY SUPPORT THE PHYSICAL PROGRAM, AND (5) DEVELOPMENT OF A SCHEME OF INTER- GOVERNMENTAL FINANCING WHICH WILL PROVIDE FOR THE PROPER SHARING OF STATE-COLLECTED HIGHWAY-USER TAXES WITH SUB- ORDINATE UNITS, AND SUCH OTHER INTER-GOVERNMENTAL PARTICIPATION IN THE FINANCING OF HIGHWAYS AS MAY BE APPROPRIATE. A STUDY BY THE BUREAU OF PUBLIC ROADS ON THE HIGHWAY RESEARCH PROGRAM INDICATES THAT THE AREAS OF ECONOMIC, SOCIAL, AND FINANCIAL RESEARCH ARE BEING NEGLECTED. EFFECTIVE HIGHWAY-ORIENTED INVESTIGATION MUST STUDY THESE CRITICAL AREAS.]]></description><pubDate>Thu, 29 Sep 1994 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/92799</guid></item></channel></rss>