<?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%2BPGZpbHRlciBmaWVsZD0ia2V5d29yZHMiIHZhbHVlPSImcXVvdDtOTjpOZ2RocyZxdW90OyIgb3JpZ2luYWxfdmFsdWU9Ik5OOk5nZGhzIiAvPjwvZmlsdGVycz48cmFuZ2VzIC8%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>Intelligent Transportation Systems Applications: Safety and Transfer of Big Transport Data</title><link>http://pubsindex.trb.org/view/2407973</link><description><![CDATA[The distributed ledger technology (Blockchain) offers a fast, scalable solution for data tracking and authentication. Implementation of Blockchain is expected to emphasize the use of technology to decrease or eliminate third-party costs, better protect devices and systems’ data, and enhance transparency and security. Blockchain also offers a highly secure platform that enables quicker operation and payments, and more precise data record of transportation vehicles (in all modes). This feature plays a significant role in the supply chain by providing access to shared information, to decrease or eliminate redundant communication and information, avoiding data transmission errors. Therefore, it becomes  feasible to spend less time verifying data and more time analysing and managing data, which can improve the quality of the interaction between participants, control or reduce costs, or both. In the collection, analysis, and secure sharing of big data with relevant parties, technological advances and the efficient use of smart transportation systems in urban and rural transportation take priority. Particularly in recent years, the loss of data from hacker attacks or the inability to determine where data is transported demonstrates that Blockchain technology may be used successfully in this field. This paper examines the “Smart Cities Traffic Safety” project, which  is one of the largest Intelligent Transportation Systems (ITS) projects in Turkey and is currently implemented by Samsun Metropolitan Municipality. In these ITS-based transportation applications, Blockchain technology is used to protect against cyber-attacks on the data of intelligent signalised intersections, average speed corridors, parking violation detection, and red-light violation detection systems. Additionally, this research focuses on the secure sharing of the transportation Big Data with third parties based on the step-by-step monitoring of data transfer history. In the context of this project, the first step is to propose a framework that is based on the technology of Blockchain. Then, a platform was developed with the objective to enable the authentication, validation, monitoring, and protection of information and to address the emerging challenges in the field of transportation systems.]]></description><pubDate>Wed, 23 Oct 2024 17:13:30 GMT</pubDate><guid>http://pubsindex.trb.org/view/2407973</guid></item><item><title>A Proposed Data Framework for Car Clubs and LocalAuthorities in the UK</title><link>http://pubsindex.trb.org/view/1759173</link><description><![CDATA[Car clubs (carsharing operators) in the UK typically seek privileged access to on-street parking, and thus Local Authorities (municipalities) have a reasonable desire to understand the impacts of their operations. Failure to coordinate between the operators and Local Authorities would mean that the benefits of car clubs are not fully realised. However, a generic data sharing framework between car club operators and Local Authorities in the UK has not been established, despite car clubs being active for some two decades. Data exchanges remain ad-hoc and inconsistent across Local Authorities, and the lack of a common data sharing framework is inefficient in various respects. The objective of this study is to propose a data sharing framework to fill this gap, to be known as CLADS (Car club-Local Authority Data Standard). Developing this framework involved three workstreams: Reviewing existing related data standards; Interviewing senior staff at cities abroad facing similar issues; and Hosting a series of three stakeholder workshops. Following a summary of the approach to developing the data standard and presentation of the specifications, the authors then present prospective use cases through two fictional case studies.]]></description><pubDate>Thu, 04 Feb 2021 10:54:39 GMT</pubDate><guid>http://pubsindex.trb.org/view/1759173</guid></item><item><title>How Cities Help and Hinder the Provision of Surface Public Transit</title><link>http://pubsindex.trb.org/view/1759110</link><description><![CDATA[Public, fixed-route transit services most commonly operate on public streets. Transit riders use sidewalks and other pedestrian features to access transit stops and stations. However, streets and sidewalks are the jurisdiction of municipalities, not transit agencies. Various municipal policies, practices, and decisions affect transit operations, rider convenience, and passenger safety. The purpose of this research is to explore ways that transit agencies depend on collaboration and cooperation with public roadway owners. This paper highlights municipal policies and practices that can either help or hinder public transit operation from the perspectives of five local transit agencies in the United States. Interviews with transit agency staff described common municipal policies and practices for planning, building, and regulating the “built” infrastructure that transit relies upon. Also gleaned from interviews were attitudes that municipalities may have in dealing with public transit or other “users” of roadway infrastructure. A key finding was the perception that there sometimes can be an adversarial, “Us vs. Them” relationship with certain cities that public transit serves. Five topic areas of municipal policies and practices are identified that significantly affect the provision of public transport services: infrastructure for buses, including bus lanes, signal treatments, curbside access; infrastructure for pedestrians walking to, and waiting at, transit stops and stations; internal transportation planning policies and practices; development review policies; and funding strategies. The understanding, acknowledgement, and implementation of policies and practices identified in this report can help municipalities proactively work with local transit providers to more efficiently and effectively operate service.]]></description><pubDate>Thu, 04 Feb 2021 10:54:39 GMT</pubDate><guid>http://pubsindex.trb.org/view/1759110</guid></item><item><title>Is There a Way? Is There a Will? Legal, Bureaucratic and Political Aspects of Automated Vehicle Regulation in Toronto, Canada</title><link>http://pubsindex.trb.org/view/1573390</link><description><![CDATA[Current research suggests there is a huge uncertainty as to whether automated vehicle development will improve or exacerbate congestion, sprawl, and inequitable access to travel. Likely, the outcome will be determined by the policies governments adopt to guide development. As such, the goal of this paper is to examine the legal capacity, bureaucratic willingness and capacity, and political willingness and capacity of regulating automated vehicle regulatory development in Toronto, Canada. Firstly, the government needs legal capacity to regulate in a given area. The remaining four elements all relate to human resources. Interviews show Toronto’s bureaucrats believe they have a responsibility and ability to craft effective and ambitious regulations that advance the city’s goals. These willing civil servants need the time and the expertise to design good policy, and the Toronto government has an AV working group that provides a forum for such a discussion. To see regulations enacted effectively, however, the mayor and council must not only support rules eventually proposed by the working group; they may also need to approach the provincial government to convince them to craft their own complementary AV legislation. Should policymakers want to see bold and effective regulation enacted at the local level to address the harms that might arise from AV development and guide private-sector business operations to foster equitable and sustainable planning outcomes, they must look at whether their colleagues and the politicians under whom they serve have the willingness, and ability, to propose such rules.]]></description><pubDate>Fri, 01 Mar 2019 15:51:34 GMT</pubDate><guid>http://pubsindex.trb.org/view/1573390</guid></item><item><title>Evaluation of the North Carolina Department of Transportation’s Bike and Pedestrian Planning Grant Initiative</title><link>http://pubsindex.trb.org/view/1495000</link><description><![CDATA[In 2004, the North Carolina Department of Transportation (NCDOT) implemented an ongoing grant program that supports the creation of a comprehensive bike or pedestrian plan by municipal governments within this state. Noting the uniqueness of this grant program and the potential uncertainty with respect to its impact, this paper seeks to evaluate its effectiveness using two mechanisms. First, it compares North Carolina against the neighboring states of Virginia and South Carolina with respect to the share of municipalities that have adopted bike or pedestrian plans since the grant program began; second, it presents a qualitative analysis of the program based on interviews with municipal staff that participated in the creation of plans funded by the grant, as well as those funded from other sources. This paper finds that the percentage of municipalities that have adopted a pedestrian or bicycle plan in North Carolina has increased by a much greater degree than its neighboring states since the implementation of the grant program. The adoption of bike plans also increased relative to its neighbors, albeit to a lesser degree. Regarding the qualitative assessment, the interviews suggest that, on balance, the outcomes of grant-recipient plans do not substantially differ from those in other plans. These findings indicate that NCDOT’s grant program has had an overall positive impact in municipal bicycle and pedestrian planning in North Carolina.]]></description><pubDate>Thu, 22 Mar 2018 11:56:37 GMT</pubDate><guid>http://pubsindex.trb.org/view/1495000</guid></item><item><title>Incorporating Equity and Resiliency in Municipal Transportation Planning: Case Study of Mobility Hubs in Oakland, California</title><link>http://pubsindex.trb.org/view/1438249</link><description><![CDATA[This paper presents a multicriteria suitability analysis framework to aid municipal governments in efforts to determine optimal siting of mobility hubs in their jurisdictions. Mobility hubs are agglomerations of transportation modes that concentrate emerging shared mobility services in well-defined locations, delivering several benefits to users. These benefits include primarily increased connectivity among modes and augmentation of public transit with improved first- and last-mile connections. The framework was applied to a case study in Oakland, California. The presented methodology has the potential for broader use by transportation planners and policy makers to advance various qualitative values in their practice, including equity and resiliency, and can quantitatively inform geographic, values-oriented outcomes.]]></description><pubDate>Mon, 20 Mar 2017 09:23:30 GMT</pubDate><guid>http://pubsindex.trb.org/view/1438249</guid></item><item><title>Transportation Finance, Public-Private Partnerships, and Contingent Liabilities: Case Evidence from a Texas Value Capture Venture</title><link>http://pubsindex.trb.org/view/910695</link><description><![CDATA[Transportation needs throughout the country are at levels that governments are unable to meet their capacity needs through traditional revenue collection methods. One innovative financing method that is a form of public private partnership (PPP) is value capture (VC). VC initiatives involving municipal bond financing are all a non-commercial alternative form of PPP’s that like many PPPs, also involve contingent liabilities. This paper presents a VC mechanism recently established in the state of Texas that is innovative from a municipal transportation financing standpoint because it allows for the establishment of Transportation Reinvestment Zones (TRZ). The paper uses a case example to demonstrate that TRZ’s are a way for cities to leverage state and local funds for infrastructure construction and uses the case example to discuss financial risk issues implicit in contractual arrangements of this type of PPP especially those stemming from risk allocation. The paper argues that there is a need to better define this risk allocation and understand the contingent liabilities implicit in these forms of partnerships. Finally, the paper proposes a contingent claims analysis approach to value the liability implicit in the TRZ model using a corridor example.]]></description><pubDate>Thu, 29 Apr 2010 08:14:42 GMT</pubDate><guid>http://pubsindex.trb.org/view/910695</guid></item><item><title>Sustainable Transportation: Theory or Practice? Perspective of Planners and Policy Makers</title><link>http://pubsindex.trb.org/view/847889</link><description><![CDATA[In light of the rapid growth that Canadian urban areas are experiencing, sustainable development objectives have been at the forefront of planning initiatives. Political debates have focused on sustainable growth and environmental preservation while public awareness of the same issues has notably increased. Awareness of - and planning for - sustainability surely constitutes a step in the right direction; however, it does not bear much benefit if it is not matched by funding and implementation. This paper examines whether the current prevalence of the “sustainability terminology” is merely an indication of the correct political jargon being adopted or a real sign that Canadian urban areas are becoming more sustainable. A questionnaire-based survey is conducted with planners and policy-makers at the three levels of government (municipal, provincial, federal). Some of the issues discussed include the existing status of funding and implementation of sustainable transport plans and policy appraisal in terms of sustainability objectives. Results show that the progress in thinking and crafting of plans at the urban level has not been matched by increased funding for implementation. As a result, frustration among current planners has become widespread translating into a gloomy outlook on the future of Canadian cities in the next 20-25 years.]]></description><pubDate>Wed, 27 Feb 2008 08:58:45 GMT</pubDate><guid>http://pubsindex.trb.org/view/847889</guid></item><item><title>A PROGRAM OF HIGHWAY RESEARCH AT THE UNIVERSITY OF WISCONSIN</title><link>http://pubsindex.trb.org/view/128403</link><description><![CDATA[THE PROGRAM INCLUDES RESEARCH ON (1) VALUATION PROCEDURES IN HIGHWAY LAND ACQUISITION, (2) AGRICULTURAL ECONOMICS, (3) HIGHWAY PROTECTION LAW, AND (4) FUTURE RESEARCH. UNDER THE CATEGORY (4) ARE SUCH STUDIES AS THE PROCESS OF PLANNING AS IT IS CARRIED OUT FOR LAND PLANNING IN GENERAL AND HIGHWAY PLANNING IN PARTICULAR, WAYS AND MEANS OF ORGANIZING SO THAT A PLANNING JUDGEMENT CAN BE MADE ON A REGION-WIDE BASIS BY REPRESENTATIVES OF THE PEOPLE OF THE REGION, URBAN, SUBURBAN AND RURAL RELATIONS AS THEY AFFECT HIGHWAY PLANNING, LOCATION, AND DEVELOPMENT, AND THE IMPACTS OF HIGHWAY ON LOCAL GOVERNMENTAL FINANCES.]]></description><pubDate>Fri, 09 Sep 1994 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/128403</guid></item><item><title>POLICY AND PROCEDURE REVIEW: STATE HIGHWAY COMMISSION LIASION WITH 701 PLANNING IN WISCONSIN</title><link>http://pubsindex.trb.org/view/133729</link><description><![CDATA[THE FIRST THREE YEARS OF HIGHWAY COMMISSION INVOLVEMENT IN WISCONSIN 701 PLANNING FOR COMMUNITIES OF LESS THAN 50,000 POPULATION ARE REVIEWED. INITIAL POLICIES AND PROCEDURES ARE OUTLINED AND MODIFICATIONS ARE SUGGESTED BASED ON THE REVIEW OF INTERVENING EXPERIENCE. AN EXAMINATION OF THE POSITIVE RESULTS INDICATES HIGHWAY PLANNING BENEFITS TO BE GAINED FROM LOCAL PLAN REVIEW AND JOINT STATE-LOCAL PLAN ENDORSEMENT. WORKING DIRECTLY WITH STATE PLANNING AGENCY STAFF IN PREPARING SOME OF THE SMALLER PLANS HAS PROVIDED EDUCATIONAL EXPERIENCE FOR HIGHWAY COMMISSION PERSONNEL. ANOTHER BENEFICIAL SIDE EFFECT OF HIGHWAY COMMISSION INVOLVEMENT HAS BEEN THE DEVELOPMENT OF A CLOSE WORKING RELATIONSHIP BETWEEN COMMISSION URBAN PLANNING PERSONNEL AND LOCAL PLANNING COMMISSIONS AND LEGISLATIVE BODIES. ANALYSIS OF CURRENT PROBLEM AREAS HIGHLIGHTS COST LIMITATIONS INHERENT IN 701 PLAN PROGRAMS AND ASSOCIATED PROBLEMS OF PROGRAM DEFINITION. THE CONCLUSION OFFERED IS THAT HIGHWAY COMMISSION PARTICIPATION MUST BE INCREASED TO INSURE SUCCESS OF THE 701 PLANNING EFFORTS. THIS INVOLVES PARTICIPATION IN PRE-CONTRACT CONFERENCES WITH THE COMMUNITY, CAREFUL REVIEW OF THE NEED FOR COSTLY TRAFFIC ANALYSES, ENCOURAGING MORE RELIANCE ON STATE HIGHWAY COMMISSION TRAFFIC FORECASTS, SUGGESTING MORE WAYS OF USING AVAILABLE HIGHWAY PLANNING DATA, AND SCHEDULING OF FOLLOW-UP DESIGN INVESTIGATIONS. /AUTHOR/]]></description><pubDate>Mon, 05 Sep 1994 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/133729</guid></item><item><title>SUBDIVISION CONTROLS APPLIED TO HIGHWAY PROBLEMS</title><link>http://pubsindex.trb.org/view/134031</link><description><![CDATA[THE DEGREE TO WHICH HIGHWAY PROBLEMS HAVE BEEN AND COULD BE TAKEN INTO ACCOUNT IN ONE PHASE OF LAND USE CONTROL, THE REGULATION OF LAND SUBDIVISION, IS DISCUSSED. THE THREE PHASES THAT FOLLOWED IN THE SUBDIVISION CONTROL PROCESS ARE: (1) THE STATE GIVES CONTROL AUTHORITY TO LOCAL GOVERNMENTS AND SETS FORTH THE OBJECTIVES THAT THE EXERCISE OF THE CONTROL IS TO ACCOMPLISH, (2) THE LOCAL GOVERNMENT, AS DIRECTED OR AUTHORIZED BY THE STATE LEGISLATION, FORMULATES STANDARDS FOR PROPOSED SUBDIVISIONS, AND (3) THE LOCAL GOVERNMENT DECIDES WHETHER PROPOSED SUBDIVISIONS MEET THESE STANDARDS. THE FIRST PHASE IS EMBODIED IN STATUTES PASSED BY THE STATE LEGISLATURE. THESE STATUTES DEFINE THE AUTHORITY THAT IS GIVEN AND DESIGNATES THE OFFICIALS OR BODIES TO WHOM IT IS GIVEN. VARIOUS STATUTES AND REGULATIONS ARE DISCUSSED. THE APPLICATION OF THE STANDARDS OF THE THIRD LEVEL OF SUBDIVISION CONTROL HAS THE MOST DIRECT EFFECT ON THE LAND USE PATTERN. SOME TYPES OF SUBDIVISION STANDARDS THAT CAN BE USED TO COORDINATE TRANSPORTATION AND LAND USE ARE IDENTIFIED. THE EXAMPLES PRESENTED INDICATE THAT SUBSTANTIAL BENEFIT CAN BE DERIVED FROM APPLYING THESE CONTROLS AND THEY SHOULD BE CONSIDERED AS ON OF THE MEANS BY WHICH A WELL- BALANCED HIGHWAY SYSTEM CAN BE ESTABLISHED AND MAINTAINED.]]></description><pubDate>Sun, 28 Aug 1994 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/134031</guid></item><item><title>MUNICIPAL PROVISION OF PARKING FACILITIES</title><link>http://pubsindex.trb.org/view/116590</link><description><![CDATA[REVENUES THAT MAY BE USED FOR PARKING, EITHER DIRECTLY OR TO SUPPORT A BOND ISSUE, ARE DERIVED PRINCIPALLY FROM REGULAR AD VALOREM TAXES, SPECIAL PROPERTY TAXES, BENEFIT ASSESSMENTS, PARKING FEES AND CHARGES FOR BOTH ON-STREET AND OFF-STREET PARKING, RENTAL INCOME FROM LEASED FACILITIES, AND REVENUE OBTAINED FROM THE LEASING OF PART OF THE SPACE IN A PARKING FACILITY FOR THE SALE OF AUTOMOBILE ACCESSORIES, FOR CAR SERVICING AND MINOR REPAIRS, OR FOR COMMERCIAL PURPOSES UNRELATED TO MOTOR VEHICLES. PROVISION OF PARKING FACILITIES THROUGH ESTABLISHED MUNCIPAL DEPARTMENTS AND BY PARKING AUTHORITIES ARE DISCUSSED. THE LEGAL AUTHORITY FOR PARKING IS DISCUSSED AS WELL AS THE CASE LAW ON THE SUBJECT.]]></description><pubDate>Wed, 15 Jun 1994 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/116590</guid></item><item><title>NEW YORK COURT RULES CITY MUST PAY RELOCATION COSTS OF WATER COMPANY BECAUSE IT INITIATED THE STREET-WIDENING PROJECT</title><link>http://pubsindex.trb.org/view/128439</link><description><![CDATA[ON APPEAL TO A SUPREME COURT, APPELATE DIVISION, IT WAS HELD THAT THE TRIAL COURT SHOULD NOT HAVE ENTERED THE SUMMARY JUDGEMENT THAT THE CITY OF NEW ROCHELLE WAS BOUND BY ITS CONTRACT WITH THE NEW ROCHELLE WATER COMPANY TO PAY THE COST OF RELOCATING WATER MAINS. RELOCATION WAS NECESSITATED BY THE WIDENING OF A STREET WHICH WOULD BE MAINTAINED AS A COUNTY ROAD. THE TRIAL COURT HAD TO INTERPRET THE CONTRACT PROVISION WHICH REQUIRED THE CITY TO PAY RELOCATION COSTS IN EXCESS OF $600 'WHEN THE CITY SHALL DETERMINE TO MAKE ANY CHANGE IN THE LINE OR GRADE OF, OR TO DO ANY OTHER PUBLIC CONSTRUCTION AUTHORIZED BY THE CITY IN ANY STREET WHICH HAS BEEN ACCEPTED BY THE CITY AND IN WHICH THERE IS AN ESTABLISHED GRADE.' THE EVIDENCE SHOWED THAT THE CITY HAD PETITIONED THE COUNTY TO REQUEST THE STATE TO ALLOCATE FUNDS FOR THE CONSTRUCTION AND WIDENING OF THE ROAD. WHEN THE CITY WAS INFORMED THAT FUNDS HAD BEEN ALLOCATED IT APPROVED THE STATE RECONSTRUTION PLANS AND ACQUIRED THE NEEDED LAND. THE COURT POINTED OUT THAT NEITHER THE STATE NOR COUNTY WOULD HAVE ACTED IF THE CITY HAD NOT INITIATED THE PROJECT, APPROVED THE PLANS AND ACQUIRED THE NECESSARY LAND. FURTHERMORE, SINCE THE FUNDS WERE FROM THE FEDERAL AID IMPROVEMENT PROGRAM FOR SECONDARY ROADS, THE FEDERAL AUTHORITIES MIGHT NOT HAVE APPROVED THE PLAN WITHOUT THE CONSENT OF THE CITY, SINCE THE FEDERAL-AID HIGHWAYS ACT REQUIRED COOPERATION BETWEEN STATE AND LOCAL OFFICIALS. THE COURT FURTHER NOTED THAT THE CITY HAD INSTRUCTED THE WATER COMPANY TO RELOCATE ITS FACILITIES AND IF THIS HAD NOT BEEN SO THE STATE MIGHT HAVE PAID THE RELOCATION COSTS. THE COURT CONCLUDED THAT THE COMPANY SHOULD BE REIMBURSED BY THE CITY. (NEW ROCHELLE WATER CO. V. CITY OF NEW ROCHELLE, 264 N.Y.S. 2D 737, NOV 1965)]]></description><pubDate>Thu, 10 Feb 1994 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/128439</guid></item><item><title>NEW YORK COURT RULES CITY MUST PAY COSTS OF RELOCATING UTILITY FACILITIES REQUIRED BY CLOSING OF STREET IN CONNECTION WITH URBAN RENEWAL PROJECT WHICH WAS A PROPRIETARY FUNCTION</title><link>http://pubsindex.trb.org/view/128452</link><description><![CDATA[THE CITY OF BINGHAMPTON ACQUIRED LAND AND CLOSED A STREET, NECESSITATING THE RELOCATION OF LINES BELONGING TO A TELEPHONE COMPANY. THE ACQUIRED PROPERTY WAS CONVEYED TO A LIMITED DIVIDEND CORPORATION FOR DEVELOPMENT OF A HOUSING PROJECT TO BE FINANCED PURSUANT TO THE NATIONAL HOUSING ACT. THE CLOSING OF THE STREET WAS ADMITTEDLY NOT FOR HIGHWAY PURPOSES. THE ISSUE AS TO WHO PAID THE RELOCATION COSTS DEPENDED ON WHETHER THE RENEWAL PROJECT CONSTITUTED A GOVERNMENTAL FUNCTION OR A PROPRIETARY ONE. THE COURT HELD THAT WHILE THE URBAN RENEWAL PROJECT WAS IN THE PUBLIC INTEREST, THE FACT THAT THE PROPERTY WAS TO BE USED FOR A PUBLIC HOUSING PROJECT, BUILT AND OPERATED BY A PRIVATE CORPORATION, DICTATED THAT THE CITY'S ACTION BE REGARDED AS PROPRIETARY IN NATURE. THE COURT COULD PERCEIVE NO BASIS UPON WHICH IT COULD SAY PUBLIC HOUSING SHOULD BE CONSIDERED A GOVERNMENTAL FUNCTION, PARTICULARLY WHERE, AS HERE, THE ULTIMATE BENEFACTOR WAS A PRIVATE CORPORATION. THERE WAS NO JUSTIFIABLE REASON WHY ONE PRIVATE CORPORATION SHOULD SUSTAIN DAMAGE THAT WOULD INCUR TO THE BENEFIT OF ANOTHER PRIVATE CORPORATION. THE CITY WAS, THEREFORE, ORDERED TO PAY THE TELEPHONE COMPANY THE RELOCATION COSTS. (NEW YORK TEL. CO. V. CITY OF BINGHAMPTON, 261 N.Y.S.2D 583 JULY 1965)]]></description><pubDate>Thu, 10 Feb 1994 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/128452</guid></item><item><title>THE OAK LAWN AREA TRANSPORTATION MANAGEMENT PLAN: A PUBLIC-PRIVATE PARTNERSHIP</title><link>http://pubsindex.trb.org/view/282381</link><description><![CDATA[The case of the Oak Lawn area in Dallas is an example of a private initiative and of successful cooperation between residents, property owners, developers, and city officials in developing an area transportation management plan.  The plan, instead of advocating the traditional approach of more and wider thoroughfares, suggests a system of traffic management activities to handle the projected increase in traffic while preserving the neighborhood character.  The city council has implemented the plan in a special district ordinance for the Oak Lawn area.]]></description><pubDate>Tue, 31 May 1988 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/282381</guid></item></channel></rss>