<?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?s=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJsb2NhdGlvbiIgdmFsdWU9IjIiIC8%2BPHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8%2BPC9wYXJhbXM%2BPGZpbHRlcnM%2BPGZpbHRlciBmaWVsZD0ia2V5d29yZHMiIHZhbHVlPSImcXVvdDtOTjpOZ2RoYyZxdW90OyIgb3JpZ2luYWxfdmFsdWU9Ik5OOk5nZGhjIiAvPjwvZmlsdGVycz48cmFuZ2VzIC8%2BPHNvcnRzPjxzb3J0IGZpZWxkPSJwdWJsaXNoZWQiIG9yZGVyPSJkZXNjIiAvPjwvc29ydHM%2BPHBlcnNpc3RzPjxwZXJzaXN0IG5hbWU9InJhbmdldHlwZSIgdmFsdWU9InB1Ymxpc2hlZGRhdGUiIC8%2BPC9wZXJzaXN0cz48L3NlYXJjaD4%3D" 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>Preliminary Energy Development Partnership Case Studies for Rural Texas Highway Infrastructure</title><link>http://pubsindex.trb.org/view/1289518</link><description><![CDATA[While recent shale oil and gas developments have buoyed the Texas economy, these  developments have taken a toll on low-volume roads. Heavy truck traffic impacts on roadway  infrastructure in the Eagle Ford and Barnett Shale plays and the Permian Basin are obvious in the  cracks, potholes, and other major distresses that manifest in pavements throughout these areas.  Many of Texas’ local county roadway systems are not designed to withstand the heavy loads and  higher traffic volumes arising from energy resource development. Rapid development of energy  resources will continue to strain agencies responsible for maintaining roadways until measures  are taken to implement infrastructure impact plans, road-user agreements, or other measures to  rehabilitate effected roadways.  This paper explores partnership approaches between energy companies, county officials,  and other organizations. The proactive, performance-based approach strengthens pavements  prior to energy development. The reactive, performance-based approach assesses impact fees  associated with road maintenance after the damage. A third approach assesses impact fees that  are not attached to actual deterioration. The fourth approach considers policy changes to the  Texas Transportation Code, which allows counties to promote transportation infrastructure  projects affected by energy production activities. The authors discuss what is currently being  done in Texas and suggest recommendations for future work. With future exploration and  development expected throughout Texas and the United States, execution of agreements and  creative reimbursement procedures will be critical to maintaining adequate levels of service and  preserving strong working relationships between the energy industry and county governments  charged with preserving roadway assets.]]></description><pubDate>Wed, 26 Feb 2014 10:38:02 GMT</pubDate><guid>http://pubsindex.trb.org/view/1289518</guid></item><item><title>Innovative Financing at the Local Level: Project Funding for a Regional Transportation Agency</title><link>http://pubsindex.trb.org/view/804986</link><description><![CDATA[This paper outlines innovative financing techniques undertaken by the Ada County Highway District (ACHD) at the local level to help leverage limited local and federal resources. With the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) and subsequent reauthorization bills, the Federal government began promoting more innovative methods of financing projects. ACHD has applied this approach to its stream of local funding through partnerships with public and private entities in the Boise, Idaho region. Projects financed through these methods have ranged in cost from $30,000 to $20 million. To help fund these projects, ACHD has worked with the federal government, area local governments, redevelopment agencies, the state DOT, other state agencies, private entities, and universities and neighborhood associations to help foster unique funding partnerships that stretch the resources of ACHD and the region. ACHD is unique in its organization as an agency with full jurisdiction over all city and county roadways within Ada County, Idaho. With this role, ACHD is tasked with meeting and planning for the transportation funding of one medium-sized community (Boise, pop. 211,000), five small communities (Meridian, pop. 66,000; Garden City, pop. 12,000; Eagle, pop. 20,000; Kuna, pop. 13,000; and Star, pop. 5,000) and the unincorporated areas of Ada County (pop. 56,000). This unique responsibility requires close coordination with the six city governments, the county government, the Metropolitan Planning Organization (MPO), three city redevelopment agencies, the state transportation department and the regional public transportation authority. This role has allowed ACHD to foster the partnerships that led to many of the innovative financing arrangements. The paper provides case studies for large and small scale projects. It also focuses on methods that helped achieve local funding partnerships, the complex financial arrangements that followed, and the lessons learned.]]></description><pubDate>Wed, 28 Mar 2007 13:41:06 GMT</pubDate><guid>http://pubsindex.trb.org/view/804986</guid></item><item><title>DEVELOPING SOURCES OF LOCAL FUNDING: THE EXPERIENCES OF TWO NORTH CAROLINA COMMUNITIES</title><link>http://pubsindex.trb.org/view/271850</link><description><![CDATA[Most Section 18 transportation systems can be classified as either countywide or small urban systems depending on their service area and passenger profile.  Because countywide systems tend to originate from coordinated human service transportation systems, they cater primarily to human service agency clients.  However, small urban systems tend to provide service to the general public using fixed routes, reflecting their origins as privately owned transit systems. Both systems are faced with the difficult issue of obtaining local financing to match Section 18 funds.  At least three alternatives are available:  (a) developing revenue sources that count as local cash matching funds, such as subscription and charter service; (b) collecting more farebox revenues, which decreases the net operating deficit; and (c) increasing the amount of unrestricted federal funds by contracting with human service agencies.  Tapping these revenue sources requires building a system that serves both the general public and local human service agency clients. One such system, known as AppalCART, operates in Watauga County, North Carolina.  Its success in expanding local revenues to include previously untapped sources of funds has resulted in a very small request for local government funds. Opportunities to build a comprehensive system similar to AppalCART exist in other parts of North Carolina.  In Pitt County, three separate transportation systems provide service to the general public, human service agency clients, and university students.  The existing need for substantial local cash contributions to two of these systems could be significantly reduced by establishing a comprehensive countywide/small, urban Section 18 system.  Combining the resources of the public and private sectors under current federal Section 18 program guidelines can reduce the need for direct local government subsidies.]]></description><pubDate>Fri, 27 Aug 2004 22:02:25 GMT</pubDate><guid>http://pubsindex.trb.org/view/271850</guid></item><item><title>DIVISIBLE-LOAD PERMITS FOR OVERWEIGHT TRUCKS ON TEXAS HIGHWAYS: AN EVALUATION</title><link>http://pubsindex.trb.org/view/727942</link><description><![CDATA[In 1989, the Texas legislature passed HB 2060 creating an annual permit for vehicles to operate above the general weight limits. Controlled and administered by the state government, the 2060 permit has satisfied industry much more than the county-run permits it replaced.  Controversial, however, has been the permit's exemption from the special weight limits, generally 58,420 lb, that are posted on many light-duty state and county roads.  County officials, in particular, have expressed concern about the damage to these roads that results from trucks traveling with up to 84,000 lb under permit.  The costs of this damage are likely to far exceed the revenues from permit fees, which suggests that the permit is underpriced.  Among the recommendations is the collection of additional data on the travel patterns of 2060 trucks to better determine the menu of prices and options that the permit should offer.  Also recommended are returning some control over the permit system to the counties and an increased emphasis on economic efficiency in designing truck-related taxes and charges.]]></description><pubDate>Thu, 07 Nov 2002 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/727942</guid></item><item><title>BETTER DRAINAGE FACILITIES FOR LESS TAX DOLLARS BY COOPERATIVE AGREEMENTS</title><link>http://pubsindex.trb.org/view/103827</link><description><![CDATA[THE HYDRAULICS SECTION, DISTRICT IV, CALIFORNIA STATE DIVISION OF HIGHWAYS, HAS FOUND THAT WHEN DRAINAGE PROBLEMS EXIST OUTSIDE THE NORMAL RIGHT-OF-WAY AREA IN HIGHWAY CONSTRUCTION THE MOST SATISFACTORY SOLUTION IS FOUND THROUGH THE MEDIUM OF COOPERATIVE AGREEMENTS BETWEEN THE STATE AND THE LOCAL GOVERNMENTAL AGENCY CONCERNED. THESE AGREEMENTS PROVIDE FOR BETTER DESIGN, ENGINEERING, AND CONSTRUCTION OF THE DRAINAGE FACILITIES THAN EITHER THE STATE OR THE LOCAL GOVERNMENTAL AGENCY COULD PROVIDE INDIVIDUALLY, AND AT LESS COST TO BOTH THE HIGHWAY USERS TAX FUNDS AND TO THE LOCAL TAXPAYERS. THIS IS BECAUSE THE STATE, ALTHOUGH RESPONSIBLE FOR PASSING DRAINAGE WATER ACROSS ITS RIGHT-OF-WAY AND FOR DISPOSING OF STORM WATER FALLING ON ITS PROPERTY, IS PROHIBITED BOTH BY THE STATE CONSTITUTION AND BY STATUTE FROM SPENDING HIGHWAY USERS TAX FUNDS FOR ANYTHING IN EXCESS OF MINIMUM FACILITIES NEEDED FOR PROTECTION OF THE STATE HIGHWAY SYSTEM. HOWEVER, THESE COOPERATIVE AGREEMENTS PERMIT THE STATE TO ADD THESE MINIMUM FUNDS TO THOSE PROVIDED BY A LOCAL GOVERNMENTAL AGENCY AND BUILD SATISFACTORY DRAINAGE FACILITIES, INCLUDING ACQUISITION OF RIGHT-OF-WAY, DESIGN, CONSTRUCTION, AND MAINTENANCE, USUALLY FAR BEYOND THE ABILITY OF THE LOCAL GOVERNMENTAL AGENCY TO PROVIDE ALONE. /AUTHOR/]]></description><pubDate>Mon, 12 Dec 1994 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/103827</guid></item><item><title>A GENERAL SURVEY OF THE LEGAL LIABILITY OF PUBLIC AGENCIES FOR INJURIES DUE TO UNSAFE CONDITION OF HIGHWAY BRIDGES</title><link>http://pubsindex.trb.org/view/125489</link><description><![CDATA[SURVEYS SHOW THAT LEGAL LIABILITY FOR INJURIES DUE TO DEFECTS OR FAILURES OF HIGHWAY BRIDGES DEPENDS UPON ANALYSIS OF LAW OF THE PARTICULAR STATE IN WHICH THE INJURY OCCURS SINCE NO FEDERAL LAW EXISTS IN THIS FIELD. THE BASIS OF LEGAL DUTY OF PUBLIC AGENCIES IS STATUTE LAW WHICH DIFFERS FROM STATE TO STATE. THE NATURE OF MAINTENANCE AND REPAIR FUNCTIONS ARE SUCH THAT SUBSTANTIAL DISCRETION MUST BE ALLOWED FOR ENGINEERING JUDGMENT. IN THE ABSENCE OF SPECIFIC OR IMPLIED STATUTORY BASES, THE DUTY OF BRIDGE MAINTENANCE AND REPAIR RESTS ON THE COUNTIES ACCORDING TO THE RULE OF COMMON LAW. IN AN ACTION TO RECOVER DAMAGES BASED ON BREACH OF A STATUTORY DUTY TO REMEDY AN UNSAFE BRIDGE CONDITION, THE CONNECTICUT COURT USED A TEST OF REASONABLENESS TO DETERMINE COMPLIANCE. THE PENNSYLVANIA SUPREME COURT HAS RULED THAT A COUNTY WAS NOT LIABLE FOR DAMAGES FOLLOWING COLLAPSE OF A BRIDGE WHERE EXAMINATION OF THE STRUCTURE BY BRIDGE INSPECTORS 9 WEEKS PRIOR TO THE ACCIDENT FAILED TO REVEAL ANY DEFECTS. THE STANDARD OF CARE WHICH COURTS SEEM TO IMPOSE ON PUBLIC AGENCIES RESPONSIBLE FOR BRIDGE MAINTENANCE REQUIRE INSPECTION BY QUALIFIED ENGINEERS AT REASONABLE INTERVALS, FOLLOWED BY THE PERFORMANCE OF MAINTENANCE AND REPAIRS RECOMMENDED BY THESE INSPECTORS TO KEEP THE BRIDGE IN SAFE CONDITION. THE LEGAL LIABILITY OF PUBLIC AGENCIES TO PAY DAMAGES FOR INJURIES DUE TO BRIDGE FAILURES DEPENDS NOT ONLY ON ESTABLISHING ASSISTANCE OF A LEGAL DUTY ON THE AGENCY'S PART TO MAINTAIN A BRIDGE, BUT THAT: (1) A BREACH OF THIS DUTY OCCURRED, AND (2) THIS BREACH WAS DIRECTLY RESPONSIBLE FOR THE INJURY WHICH IS THE BASIS OF THE CLAIM. TRADITIONALLY, ACTIONS AGAINST STATES OR THEIR AGENCIES HAVE BEEN BARRED BY DEFENSE OF THE STATE'S SOVEREIGN IMMUNITY, GENERALLY EXPRESSED IN THE CONSTITUTIONAL PROVISION THAT THE STATE MAY NOT BE SUED IN ITS OWN COURTS WITHOUT ITS CONSENT. IN RECENT YEARS THERE HAS SEEMED TO BE A TREND TO ABOLISH OR MODIFY THIS DEFENSE FOR PUBLIC AGENCIES.]]></description><pubDate>Sat, 12 Nov 1994 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/125489</guid></item><item><title>HIGHWAY LAWS FROM THE COUNTY POINT OF VIEW</title><link>http://pubsindex.trb.org/view/128488</link><description><![CDATA[THE PRESENT GAP IN CURRENT HIGHWAY LAWS IS DISCUSSED. COUNTY OFFICIALS NEED A MODIFIED ATTITUDE TOWARD THE FUNCTION OF LAW. INADEQUACIES WERE REVEALED AT THE COUNTY LEVEL AFTER ENACTMENT OF THE FEDERAL AID HIGHWAY ACT OF 1944. STATUATORY LIMITATIONS ON ADMINISTRATIVE AUTHORITY IN COUNTIES PREVENTS SOME COUNTIES FROM MATCHING THE HIGHWAY FUNDS BECAUSE THEY LACK LEGAL AUTHORITY TO RAISE FUNDS FOR THIS PURPOSE. THE ALMOST TOTAL ABSENCE OF LEGAL MACHINERY FOR PARTICIPATION BY COUNTIES IN INTER-GOVERNMENTAL RELATIONS BECAME CONSPICUOUS AFTER THE HIGHWAY ACT. STUDIES IN VARIOUS STATES INDICATE THAT FURTHER STUDIES OF LEGAL INADEQUANCIES ARE NEEDED. IT IS CONCLUDED THAT ONLY CONTINUING STUDY AND REVISION WILL PREVENT THE GAP BETWEEN THE LEGAL MACHINERY AND HIGHWAY NEEDS FROM WIDENING.]]></description><pubDate>Thu, 26 May 1994 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/128488</guid></item><item><title>TIGER FILE UPDATING IN THE PUGET SOUND REGION</title><link>http://pubsindex.trb.org/view/378892</link><description><![CDATA[The Puget Sound Regional Council, formerly the Puget Sound Council of Governments, sponsored contracts for updating TIGER files in three of the four counties in the central Puget Sound region. The project goal was to update TIGER files for use in such tasks as transit planning and ride-match services, regional transportation planning, growth management planning, and emergency dispatch. TIGER files, as delivered by the Census Bureau, lack sufficient information for use in many planning tasks. To improve the value of the TIGER files, missing street segments, address ranges, street names, ZIP codes, and place code information need to be added to many segments. This paper discusses the following major issues: (1) Attribute and positional accuracy; (2) Pooled financial resources: blessing or headache; (3) Ownership of the file; (4) Long term file maintenance; (5) Building a state-wide file; and (6) Usefulness to the U.S. Census Bureau.]]></description><pubDate>Sat, 04 Sep 1993 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/378892</guid></item><item><title>REVITALIZING EXPRESS BUS SERVICES IN A SUBURBAN COMMUNITY: A PUBLIC-PRIVATE PARTNERSHIP</title><link>http://pubsindex.trb.org/view/271169</link><description><![CDATA[In response to rapidly deteriorating privately owned and operated express bus service, Prince William County, Virginia, developed a program designed to stabilize and improve services.  The program, conceived by a citizens advisory committee and initiated with state and local funding, uses a public-private partnership whereby the local government purchases and remanufactures suburban coaches and then leases the coaches to a private operator.  Lease fees are nominal, and the private operator is contractually obligated to the local government to provide all necessary coach maintenance.  Thus the local government in effect provides a capital subsidy to a private operator and helps provide reliable public transportation without becoming the actual provider.  The local government reviews routes and schedules and assists in marketing but does not defray operating costs.  To date, the county has remanufactured and leased 10 suburban coaches to a local private operator. This has resulted in the availability of more reliable, more comfortable, and safer express bus servivce for county commuters.  Express bus patronage is increasing, and the county hopes to remanufacture and lease an additional 10 coaches.  The program appears to be successful and incorporates several strategies that msy be of interest to suburban jurisdictions considering initiatives in express bus operations.]]></description><pubDate>Thu, 31 Jul 1986 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/271169</guid></item><item><title>DEVELOPING PAVEMENT MANAGEMENT SYSTEMS AT COUNTY AND CITY LEVELS</title><link>http://pubsindex.trb.org/view/269691</link><description><![CDATA[The experience of San Francisco Bay Area cities and counties in collectively attempting to improve pavement maintenance practices by use of a pavement management system (PMS) is discussed. The development of this tool is viewed as a major factor that is necessary to assist in securing additional road maintenance revenues and in improving performance in an environment of limited revenues. The findings of the Metropolitan Transportation Commission, the agency that served as the catalyst for this effort, are summarized. These findings should have relevance and broad applicability as many other cities and counties begin developing or upgrading their pavement maintenance capabilities. Better understanding about what a PMS is, what it can do, and what should be considered before such a system is implemented are addressed. A user's manual to help guide the implementation of PMSs will be developed as these efforts continue.]]></description><pubDate>Fri, 28 Feb 1986 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/269691</guid></item><item><title>TRAVEL ANALYSIS METHODS FOR THE 1980S. PANEL REMARKS</title><link>http://pubsindex.trb.org/view/209760</link><description><![CDATA[In summary, the key to successful program development in Pennsylvania has been the department's ability to bring together programming and budget functions at the very top level of management.  Information and monitoring systems have been instituted that allow top management to be involved not only in decisionmaking but also in monitoring implementation.  This is accomplished by active involvement of metropolitan and county planning organizations in the program development process and continuous liaison with the General Assembly.  The department's integrated organizational approach to programming has enabled Pennsylvania, within 20 months, to nearly double the amount of federal aid obligated to more than half a billion dollars.  During this same period the department focused limited resources toward restoration of its extensive existing highway system.  Finally, open, effective programming has been one of the key contributing factors to rebuilding the department's credibility with the General Assembly.  Two years ago a disenchanted General Assembly considered legislation to dissolve PennDOT.  For the first time in a decade, the General Assembly as a body understands and endorses the department's program, believes that it will actually be accomplished, and because of this has provided the revenues to finance it.  (Author)]]></description><pubDate>Tue, 30 Oct 1984 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/209760</guid></item><item><title>CASE STUDY OF USER-SIDE SUBSIDIES FOR THE HANDICAPPED IN MILWAUKEE COUNTY</title><link>http://pubsindex.trb.org/view/203811</link><description><![CDATA[Milwaukee County, Wisconsin, instituted a user-side subsidy program in June 1978 for handicapped users of taxi and chair-car companies.  Because of the unique features of the program, a case study was undertaken by the UMTA Service and Management Demonstration program.  The Milwaukee County program is funded entirely by county and state contributions.  Unlike other user-side subsidy programs that serve the elderly and the handicapped, the Milwaukee County program serves only handicapped persons. Eligibility for the program is limited to the legally blind and to persons who require the use of a wheelchair, a walker, or crutches.  Door-to-door transportation is provided for eligible persons who use the services of private taxi and chair-car companies.  By 1982 five taxi companies and three chair-car companies accepted program vouchers.  Participants pay the first $1.50 cost of a trip. The remaining cost is subsidized by the program-up to a maximum of $9.50 per trip, depending on the individual's handicap classification.  Simple administrative procedures for subsidy distribution have been devised for the program and approximately 12 percent of the 1980 budget of $1 million has been spent on administrative activities. The paratransit industry in the county has expanded since the institution of the program, and providers appear to be competing actively for program ridership.  Enrollment in the program by the eligible population is high, with wheelchair users making the majority of program trips. The program offers a high level of service to the most severely handicapped residents of the county, and the Milwaukee County experience should help other area administrators anticipate and meet the demand of handicapped persons for low-cost accessible service.]]></description><pubDate>Thu, 28 Jun 1984 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/203811</guid></item><item><title>THE VIEW FROM THE COUNTY</title><link>http://pubsindex.trb.org/view/188822</link><description><![CDATA[Areas in which there is a need for research are listed and discussed.  Emphasis must be placed on efficient management in the fields of maintenance, vehicle fleet, equipment, and pavement.  The resurfacing of existing facilities including uniformity in crude oil products, low-volume rural road surface treatment, and thin bituminous overlays over concrete pavements are other areas requiring attention.  Roadway construction materials, guardrail design for low-volume rural roads, alternative to use of salt in metropolitan areas and highway safety (signalization, traffic signs, and pavement markings) also need to be researched.]]></description><pubDate>Tue, 31 May 1983 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/188822</guid></item><item><title>FINANCING COUNTY HIGHWAYS</title><link>http://pubsindex.trb.org/view/173878</link><description><![CDATA[Lack of adequate funding to undertake the needed maintenance of local roads and highways is one of the critical issues facing transportation officials throughout the country.  This paper examines the problem of revenue shortfall in local highway maintenance and construction, in particular with reference to Indiana counties.  A review of the projected needs is made to compare with the expected revenue levels under existing trends.  Recommendations are then outlined for possible strategies in-addressing the problem of county highway financing and administration. (Author)]]></description><pubDate>Fri, 29 Jan 1982 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/173878</guid></item><item><title>ACHIEVING INTERGOVERNMENTAL COOPERATION</title><link>http://pubsindex.trb.org/view/167605</link><description><![CDATA[Economic constraints make the sharing of resources (equipment, manpower, special services) among agencies at all levels of government more desirable than ever before. The author cites several cooperative ventures that Hennepin County, Minnesota, has been involved in as examples of what can be done.  The county has loaned its labor negotiation staff to other counties, as well as to local and regional agencies.  The added work allowed the county to enlarge and develop its staff to better respond to its own future needs.  The county maintains a portion of state highway that runs common with a county freeway, while Minneapolis provides routine maintenance on the county system within the city limits.  Such agreements tend to reduce equipment and manpower needs through better utilization of present abilities and help maintain a level of service not always possible by one agency alone.  For example, by maintaining traffic signals for several cities, the county can better afford a signal repair shop with high quality personnel and equipment.  The resultant level of service is more than each city could have afforded by itself.  Two long-established cooperative projects worthy of note are: the Hennepin County Cooperative Purchasing Program which, since 1967, has enabled county and local agencies to cut down the cost of acquiring vehicles and equipment through combined volume purchases; and the Minnesota Local Roads Research Program which was established in 1959 and is governed by representatives of the state transportation department, county and city governments and the University of Minnesota.]]></description><pubDate>Wed, 16 Sep 1981 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/167605</guid></item></channel></rss>