<?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%3AAesbc%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>Investigating the Demand for Coastal Non-Bulk Freight Shipping in Queensland</title><link>http://pubsindex.trb.org/view/1572488</link><description><![CDATA[As road transport dominates freight transport in Queensland, with consequent externalities in terms of increased road risk, road congestion, and air pollution, this study explores whether coastal shipping could be an option for freight transport in the Brisbane-Townsville corridor. If demand for coastal shipping existed, the current restrictive coastal freight transport regulations could be lifted or at least modified to increase sea transport competitiveness. A discrete choice experiment was administered to a sample of shippers and freight forwarders in Queensland to elicit their preferences for road, rail or sea transport. A stated preferences study was designed and discrete choice models were estimated, revealing that about 30% of the choices of 64 company representatives were for the coastal shipping option. Model estimates revealed a willingness to pay of about 20 AUD/h for saving one hour of transit time in the corridor, a higher direct elasticity for road transport with respect to cost, a higher direct elasticity for sea transport with respect to time, and an effect of road user charge on shifting from road transport. Interestingly, model estimates showed the tendency of half of the sample to ignore either transport or cost (if not both) in their mode choice decisions, and in this case the willingness to pay increased to about 30 to 44 AUD/h for decision-makers not ignoring time and cost in their decisions.]]></description><pubDate>Fri, 01 Mar 2019 15:51:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/1572488</guid></item><item><title>Maritime Safety Management Strategy Based on Game Theory Analysis</title><link>http://pubsindex.trb.org/view/1393938</link><description><![CDATA[The large demand for maritime transportation not only brings huge benefits, but also brings many problems and challenges, especially in maritime safety. Ship collisions, stranding, fire, oil pollution and other accidents cause huge damage to the society and shipping companies every year. Therefore, maritime safety management gradually becomes the common goal of coastal countries. However, maritime safety is a system engineering, which means each part should cooperate to ensure the safety. In this project, the authors focus on three major participants - Authorities, ship owners and ship safety management companies. Authorities will make scientific inspection policies to make ship owners obey the maritime rules and preserve the maritime safety consciously; ship owners will take measures to deal with PSC inspection and reduce the detention probability; ship safety management companies will reject the high-risk ship under New Inspection Regime (NIR) policy to ensure its fame. Bilateral games (complete information model) between every two of three participants were built and the Nash equilibrium solution to each game were found. Then a trilateral game among Authorities, ship owners and ship safety management companies is introduced. Based on the Nash equilibrium solutions, the authors can find the variation laws of optimal inspection rates. Meanwhile, several suggestions may also be put forward.]]></description><pubDate>Mon, 07 Mar 2016 10:19:40 GMT</pubDate><guid>http://pubsindex.trb.org/view/1393938</guid></item><item><title>Marine Transportation and Marine Terminal Operations 2011</title><link>http://pubsindex.trb.org/view/1117689</link><description><![CDATA[This issue contains 13 papers on the following aspects of marine transportation:  China's port reform and development; optimization of port capacity; estimating coastal maritime risk using geographic information systems; schedule design and container routing; port effectiveness; estimating truck queuing time at marine terminals; truck delays at seaports; integrated bay allocation and yard crane scheduling; energy inefficiency of marine transportation; port authorities' ecological and carbon footprint; sobriety tests for the marine environment; hub-and-spoke networks for container-on-barge transport; and rate analysis of waterborne trip movements on the Gulf Intracoastal Waterway West.]]></description><pubDate>Wed, 05 Oct 2011 13:03:17 GMT</pubDate><guid>http://pubsindex.trb.org/view/1117689</guid></item><item><title>Geographic Information Systems for Estimating Coastal Maritime Risk</title><link>http://pubsindex.trb.org/view/1092838</link><description><![CDATA[The U.S. Maritime Administration made a strong commitment to short-sea shipping in 2010 in America’s Marine Highway Program. There are few statistics about coastal vessel traffic, however, and even less is known about casualty rates in those waters because of the absence of trip data and the relatively poor quality of casualty data. Geographic information systems (GIS) are unique tools that enable greater visualization and understanding of complex problems. A methodology was used to adapt a GIS-based highway planning traffic assignment model for use in maritime risk assessment. The planning model routed 12 years of vessel entrance and clearance data through an international waterway network to estimate the number of trips traversing network links by any number of metrics, including year, ship type, flag of registry, and draft. The risk methodology deployed a 100-mi² mesh (10 mi × 10 mi) over the entire United States and coastal waters to estimate the highest casualty rate (casualties per million vessel trips) and casualty frequency locations.]]></description><pubDate>Wed, 18 May 2011 11:43:40 GMT</pubDate><guid>http://pubsindex.trb.org/view/1092838</guid></item><item><title>Operational Development of Marine Highways to Serve the U.S. Pacific Coast</title><link>http://pubsindex.trb.org/view/882481</link><description><![CDATA[This paper examines the market volumes, service times, vessel characteristics, and economics for marine highways that would serve the U.S. Pacific Coast. This work was performed under contract to the Center for Commercial Deployment of Transportation Technologies. Market volumes were assessed by routes of interest and by filtering for cargo that would be eligible for marine highway service on the basis of the drayage distance and other factors. Sufficient daily truckload volumes exist in the Northern California to Southern California route to justify marine highways with multiple daily sailings of vessels with capacities of 450 to 700 trailers, should service times and economics prove to be competitive enough to divert cargo. Market volumes in the California to Pacific Northwest route are sufficient for daily sailings of smaller vessels with capacities of approximately 150 to 200 trailers. A door-to-door supply chain perspective was maintained, and discrete-event simulation was used to assess the service times and the vessel speeds required. The resulting voyage analysis served as input to both a parametric analysis of vessel characteristics and an economic analysis of marine highways by considering all maritime and land-side cost elements associated with the door-to-door movement of trailers. It was concluded that current truck rates are not high enough for marine highways to compete on the basis of cost in short next-day-turnaround markets, such as Northern California to Southern California. Marine highways are viable for longer routes such as those from California to the Pacific Northwest, where truck rates are higher and both distance and trucking hours-of-service regulations permit vessels to be time competitive at lower speeds.]]></description><pubDate>Fri, 17 Apr 2009 09:56:25 GMT</pubDate><guid>http://pubsindex.trb.org/view/882481</guid></item><item><title>Development and Application of a Methodology to Identify Mexico-U.S. Cross-Border Trade with Potential for Diversion to Short-Sea-Shipping Operations</title><link>http://pubsindex.trb.org/view/802436</link><description><![CDATA[U.S.-Mexico cross-border trade has been growing since the inception of the North American Free Trade Agreement (NAFTA), and although these freight movements have expanded because of the ability of land-base transportation networks to meet shipper’s needs, there is a growing concern among stakeholders that these networks are rapidly approaching, and sometimes exceeding, the capacities they were designed for. A possible solution to these problems might be the diversion of a portion of the trade that is currently being moved by land between Mexico and the U.S. into a short sea shipping operation.  From the available sources of cross-border flow information that were analyzed, the Border Trade Statistics Transborder Surface Trade Data (BTS) information is the most updated and relevant source for this research.  This dataset provides commodity information with a sufficient level of detail for this analysis.  However, the Mexican state of origin is not reported in this or any other dataset.  The methodology developed in this research provides a proxy of Mexican exports to the U.S. at the Mexican state level. With this complete set of commodity flows at the state level in Mexico and the U.S., a process is developed to produce results at sufficient level of desegregation that could serve as a first step in identifying commodity volumes that have potential of being diverted to short sea shipping.  Further research is needed to identify specific supply chains that have characteristics and volumes that make them candidates to divert from land cross border to short sea shipping between Mexico and the U.S.]]></description><pubDate>Fri, 30 Mar 2007 07:00:35 GMT</pubDate><guid>http://pubsindex.trb.org/view/802436</guid></item><item><title>OIL SPILL RESPONSE CAPABILITIES IN SOUTH FLORIDA</title><link>http://pubsindex.trb.org/view/370586</link><description><![CDATA[The oil spill response capabilities of a unique area in the United States, the South Florida region, are examined and assessed.  A literature search was conducted and a questionnaire on oil spill cleanup response capability was sent to relevant agencies and contractors.  From the data gathered through literature and the questionnaire, a computerized data base was developed with a manual that would enable users to quickly retrieve needed information to plan and assemble manpower and equipment necessary to contain and clean up a major oil spill. A major oil spill would be more disastrous to an unprepared Florida than the Exxon Valdez accident was to Alaska.  Growing tanker traffic in Florida waters, shortage of cleanup equipment, types of currents, shallow reefs, and vulneralbe coastline all contribute to greater potential damage from an oil spill.  The few oil cleanup contractors and specialized companies in the state are confined to large cities.  It would be almost impossible for these operators to reach a remote oil spill disaster area quickly.  Oil spill cleanup contractors are equipped to handle only minor spills and financially they are unable to purchase expensive equipment geared for major spills.  The computerized data base should assist the oil spill task force agencies and industry to assemble quickly in response to a major oil spill.]]></description><pubDate>Tue, 03 Aug 1993 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/370586</guid></item><item><title>PORTS, WATERWAYS, INTERMODAL TERMINALS, AND INTERNATIONAL TRADE TRANSPORTATION ISSUES. PROCEEDINGS OF THE 12TH ANNUAL SUMMER CONFERENCE, JULY 7-10, NORFOLK, VIRGINIA</title><link>http://pubsindex.trb.org/view/300516</link><description><![CDATA[The Transportation Research Board Committee on Inland Water Transportation and the Committee on Ports and Waterways have been holding summer conferences for the past twelve years. This year they were joined by the Committees on Intermodal Freight Transportation, Intermodal Freight Terminal Design, and International Trade and Transportation, and the scope of the meeting was broadened to include the activities and interests of those committees.  For the third consecutive year, the conference was co-sponsored by the AASHTO Standing Committee on Water Transportation.  The joint program attracted 100 participants to hear 16 speakers in four conference sessions.  The session topics included:  the structural, financial and policy aspects of international trade; intermodal freight terminals and operations; port technology and innovation; and planning, development and economics of inland and coastal waterways.  This Circular contains the papers presented at the conference or summaries of the papers.]]></description><pubDate>Thu, 31 Aug 1989 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/300516</guid></item><item><title>STATEWIDE WATERBORNE COMMERCE AND PORT DEVELOPMENT PLANNING. ABRIDGMENT</title><link>http://pubsindex.trb.org/view/86095</link><description><![CDATA[This paper briefly describes Missouri's approach to utilization of the vast inland, coastal, and Great Lakes waterway system; and it presents related recommendations in five functional areas of activity: organization, planning and administration, finance, promotion, and national issues. Despite its possession of the largest inland waterways port in annual tonnage, St. Louis, Missouri's involvement in port development did not begin until 1974 with creation of the new Missouri Department of Transportation (DOT) and its Division of Waterways.  In addition to the constitutional and legislative powers of the department, the division is responsible for Missouri's port legislation that authorizes each city or county situated on or adjacent to a navigable waterway to create a port authority.  DOT provides planning and managerial guidance and technical assistance to port authorities and local government agencies.  It ensures that all state agencies affected by port development have a chance to review and comment on proposed developments while they are still in early planning stages.  Finally it acts as a liaison between federal agencies and local port authorities to issue bonds and levy local taxes.  The Legislature was also asked to appropriate "seed" grants to the port authorities.  The study identified 17 industries and six locations that have a potential for port development in Missouri, which provides an opportunity to more than double the state's port authority.]]></description><pubDate>Wed, 25 Apr 1979 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/86095</guid></item></channel></rss>