<?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%3ACfe%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>A Multiobjective Optimization Method for Integrated Road Asset Management Considering Traffic Dynamics</title><link>http://pubsindex.trb.org/view/2701293</link><description><![CDATA[Traditional road asset management often operates in isolation, leading to suboptimal coordination. While integrated asset management enables multiasset maintenance and rehabilitation (M&amp;R) decisions on a unified platform, existing approaches typically do not systematically account for traffic redistribution effects. This study proposes a road M&amp;R planning method based on bilevel multiobjective optimization (MOO) that explicitly integrates user and environmental considerations with economic and performance objectives. The upper level optimizes network-level multiyear agency cost, network condition, user cost, and greenhouse gas (GHG) emissions. The lower level employs a traffic assignment model to address traffic dynamics caused by reduced link capacity during M&amp;R operations. The bilevel MOO model is solved using the Nondominated Sorting Genetic Algorithm III and Self-Regulated Method of Successful Averages to generate Pareto solutions, with an analytic hierarchy process-based weighted-sum method determining the final solution. A five-year case study on a road network in Liaoning Province, China, demonstrates the method’s effectiveness for pavement and bridge M&amp;R planning: 19.11% improvement in network condition, 9.07% reduction in GHG emissions, and 4.64% reduction in user costs, proving the method’s effectiveness for achieving cost-effective and sustainable M&amp;R decisions. Comparative analysis against a static traffic baseline reveals that explicitly modeling traffic redistribution reduces user costs by 99.39% and GHG emissions by 61.17%, demonstrating traffic dynamics alter optimal M&amp;R decisions. The methodology is validated for a regional network with asphalt pavements, reinforced concrete T-beam bridges, and passenger vehicle traffic under deterministic demand; extensions to heterogeneous vehicle types, elastic demand, and other infrastructures represent directions for future studies.]]></description><pubDate>Wed, 13 May 2026 17:00:16 GMT</pubDate><guid>http://pubsindex.trb.org/view/2701293</guid></item><item><title>Study of Risk Allocation Mechanism for Transportation Public–Private Partnership Projects Considering the Risk Tolerance of Participants</title><link>http://pubsindex.trb.org/view/2689788</link><description><![CDATA[Adequate risk allocation demands consideration of the participants’ risk tolerance. Without prompt risk reallocation, public–private partnership (PPP) transportation projects may fail when project risks exceed the participants’ risk tolerance. This paper establishes a dynamic risk allocation mechanism for PPP transportation projects from the perspective of participants’ risk tolerance, to ensure smooth operation. This paper employs bargaining and evolutionary game theory to construct a risk allocation mechanism. It includes risk allocation and reallocation, and risk allocation schemes and strategies for the two stages are obtained by solving the game model. The research findings indicate three risk overspending scenarios following the risk allocation. When one party exceeds the risk tolerance, the evolutionary stability strategy tends to assist the overspending party in bearing the risk if the other party has not overspent. When both parties exceed their risk tolerance, the evolutionary stability strategy tends to share the risk. The willingness of participants to engage in risk reallocation can be improved by boosting the participants’ risk preference. Under the same conditions, the risk preference of private investors is more sensitive to the willingness to participate in risk reallocation than that of the government. The proposed dynamic risk allocation mechanism comprehensively links risk allocation and reallocation, thereby resolving the issue of participants exceeding their risk tolerance. It enhances risk allocation efficiency and risk management level, thus ensuring the stable implementation of transportation PPP projects.]]></description><pubDate>Thu, 09 Apr 2026 09:01:27 GMT</pubDate><guid>http://pubsindex.trb.org/view/2689788</guid></item><item><title>Transportation's Role in Building and Sustaining a Competitive Economy</title><link>http://pubsindex.trb.org/view/2678783</link><description><![CDATA[This article includes highlights from a Fall 2025 webinar hosted by the Transportation Research Board focused on how transportation supports economic growth and supply chain resilience. The webinar featured three presenters: (1) Rolf Schmitt, Bureau of Transportation Statistics, discussed the different roles that transportation plays in the economy and the use of data to support transportation investment and decision making; (2) Paul Bingham, S&amp;P Global Market Intelligence, focused on businesses’ supply chain logistics; and (3) Carrie Kissel, National Association of Development Organizations, focused on rural transportation and its effect on the overall health of the U.S. economy. The webinar video and PowerPoint slides are available at  https://www.nationalacademies.org/projects/TRB-TRB%20EO-25-P-659/event/45884]]></description><pubDate>Thu, 02 Apr 2026 15:16:37 GMT</pubDate><guid>http://pubsindex.trb.org/view/2678783</guid></item><item><title>Implementation of a Guide to Computation and Use of System-Level Valuation of Transportation Assets</title><link>http://pubsindex.trb.org/view/2674639</link><description><![CDATA[Transportation agencies need to determine the current value of their physical assets to prepare financial reports and to support a range of transportation asset management (TAM) applications. Once an agency has calculated the value of its assets, that information can help describe its asset management program, demonstrate the impact of investments, and address key TAM questions. Asset values summarize the quantity of assets an agency owns or maintains, while changes in value indicate trends in asset condition and whether an agency’s inventory is improving or deteriorating. Depending on how it is calculated, asset value can also support decisions about how best to invest in assets—or whether an investment is justified. This report describes the development and dissemination of outreach materials that provide an overview of the Asset Valuation Guide through case studies, as well as supplemental tools and worksheets. The results of this project were incorporated into the web-based version of the Asset Valuation Guide (NCHRP Web-Only Document 335), which is maintained by the American Association of State Highway and Transportation Officials.]]></description><pubDate>Thu, 26 Feb 2026 09:15:16 GMT</pubDate><guid>http://pubsindex.trb.org/view/2674639</guid></item><item><title>Enhancing Infrastructure Risk Assessment: A Probabilistic Approach to Risk Analysis and Management for Critical Asset Protection in Transportation Networks</title><link>http://pubsindex.trb.org/view/2652008</link><description><![CDATA[This article presents an in-depth analysis of infrastructure risk and resilience assessment through the application of conventional and probabilistic risk analysis and management for critical asset protection (RAMCAP) methodologies. Focused on selected road segments in Camden City, New Jersey, U.S., the study explores the effectiveness of these methodologies in identifying vulnerabilities and enhancing infrastructure resilience. By conducting a comprehensive data inventory and employing both conventional and probabilistic approaches, the research reveals the significant advantages of incorporating probabilistic factors into risk assessments. The probabilistic RAMCAP methodology, in particular, is highlighted for its ability to account for the uncertainties of future conditions and events, offering a more nuanced understanding of potential risks. The findings underscore the importance of dynamic risk assessment models in capturing the complex nature of infrastructure systems and their interactions with environmental and anthropogenic hazards. Recommendations include the adoption of probabilistic approaches in infrastructure risk management, continuous data collection and analysis, investment in geospatial analysis tools, stakeholder engagement, and the integration of risk assessment findings into policy and planning. This research aims to contribute to the field of infrastructure risk management by demonstrating the practical application and benefits of probabilistic risk assessment methodologies, ultimately advocating for their wider adoption to ensure the resilience of urban infrastructure against future challenges.]]></description><pubDate>Mon, 12 Jan 2026 10:50:06 GMT</pubDate><guid>http://pubsindex.trb.org/view/2652008</guid></item><item><title>Innovative Materials in Water Resources Infrastructure: Opportunities for the Corps of Engineers</title><link>http://pubsindex.trb.org/view/2644576</link><description><![CDATA[Through its Civil Works program, the U.S. Army Corps of Engineers (USACE) is responsible for planning, building, maintaining, and operating much of the nation’s water resources infrastructure for navigation and flood risk management. In particular, the maintenance, repair, rehabilitation, and modernization of water resource assets present demanding and costly challenges for USACE. The infrastructure assets and their components can be unique, built and manufactured at different periods for certain site-specific needs and conditions. In addition, these assets are subject to the stresses of water environments and to mechanical damage from vessels. Most of the navigation and flood risk management structures were built during the middle decades of the 20th century, meaning that a large majority of them have exceeded or will soon exceed their estimated design service lives of 60 to 75 years. In the Water Resources and Development Act of 2016, Congress called for a study by an expert committee of the National Academies of Sciences, Engineering, and Medicine to consider the key demands and challenges facing USACE related to the condition and performance of its navigation and flood risk management assets; examine how innovative materials can support capabilities critical to meeting these demands and challenges; and make recommendations to inform strategies that USACE can pursue to further the development, demonstration, and deployment of promising materials in new and existing infrastructure. The results of this requested study are documented in this report.]]></description><pubDate>Tue, 30 Dec 2025 15:49:57 GMT</pubDate><guid>http://pubsindex.trb.org/view/2644576</guid></item><item><title>Investigation of Tools and Technology for Roadside Vegetation Asset Management</title><link>http://pubsindex.trb.org/view/2637517</link><description><![CDATA[This report presents an investigation of the tools and technology for Roadside Vegetation Asset Management (RVAM) in four chapters. Chapter one defines and describes RVAM and details the study’s objectives and scope. This chapter contains an overview of RVAM, and discusses research conducted on RVAM funding issues, funding sources, and associated budgetary constraints; the use of structural and vegetative assets; and barriers to implementing new technology. Finally, chapter one touches on the benefits of RVAM that will be explained in the report. Chapter two reviews the research approach for the literature review, nationwide surveys, case studies, guidebook work plan, Interim Report, Technical Memorandum, and final project deliverables. Chapter three provides an overview of the results and subsequent recommendations from the literature review, nationwide surveys, and case studies. The literature review identified both commonly available and new and evolving technology for state department of transportation (DOT) use. This chapter covers funding sources and opportunities available at the time of the writing of this report. Finally, chapter three lists results from the nationwide surveys and a short comparison of the five case studies showcasing similarities and differences between state DOTs that were identified during the project. Chapter four outlines suggestions for state DOTs to improve their RVAM practices based on the findings of the project including tools and technology implementation, terminology usage and consistency, asset condition rating systems, staffing and funding opportunities, and public outreach. This chapter also provides research recommendations to the Transportation Research Board (TRB) for possible future research projects, the formation of a subcommittee, and an RVAM transportation pooled fund research study.]]></description><pubDate>Sat, 13 Dec 2025 16:59:49 GMT</pubDate><guid>http://pubsindex.trb.org/view/2637517</guid></item><item><title>Tools and Technology for Roadside Vegetation Asset Management: A Guide</title><link>http://pubsindex.trb.org/view/2637507</link><description><![CDATA[This report describes how state departments of transportation (DOTs) can promote and implement roadside vegetation asset management (RVAM). The guide presents the types of tools and technology available for roadside vegetation asset management, identifies potential implementation issues, and makes suggestions for state DOTs with different organizational structures and different levels of Information Technology (IT) support. In developing this guide, the authors incorporated information from “white” and “grey” literature reviews, surveys, and case studies. This guide will be of immediate interest to landscape asset management practitioners. State DOTs can use this guide in creating or updating RVAM plans.]]></description><pubDate>Sat, 13 Dec 2025 16:59:49 GMT</pubDate><guid>http://pubsindex.trb.org/view/2637507</guid></item><item><title>Capitalization Effects of Transport Infrastructure on Public Housing Prices during the Recession: Evidence from Hong Kong</title><link>http://pubsindex.trb.org/view/2630567</link><description><![CDATA[This study aims to examine the capitalization effects of transportation infrastructure on public housing prices during economic downturns through a case study of Hong Kong’s 2017–2019 recession. The transaction records of public housing before and after the recession are collected and comparatively analyzed. Transportation accessibility is measured in two ways: continuous variables (distance) and dummy variables (whether within a distance threshold or not). The hedonic pricing models are estimated using both ordinary least squares (OLS) for initial estimation and two spatial econometric models, that is, the spatial error model (SEM) and the spatial lag model (SLM), for addressing spatial dependencies. Results show that proximity to transportation infrastructure significantly increases public housing prices. (Public housing, unlike private housing, is typically designed for low-income homebuyers.) Metro stations, bus terminals, and high-speed rail stations are preferred, while airports have a negative impact on prices because of noise and remoteness. The positive capitalization effect of metro stations decreases during the recession, while the positive impact of bus terminuses increases. The percentage decline was greater for metro stations at 300–600 m than within 300 m. For metro stations within 300 m, OLS showed the largest drop (8.46%) and SEM the smallest (0.89%), with SLM close to OLS (7.66%). For metro stations between 300 and 500 m, the decrease was 28.42% (OLS), 20.96% (SEM), and 30.86% (SLM). These findings benefit public housing providers, housing policymakers, and transport planners in stabilizing the public housing market and maintaining the capitalization effects of transportation infrastructure.]]></description><pubDate>Wed, 26 Nov 2025 09:24:14 GMT</pubDate><guid>http://pubsindex.trb.org/view/2630567</guid></item><item><title>Revenue-Cost Analysis for Roadway Assets in Texas</title><link>http://pubsindex.trb.org/view/2630577</link><description><![CDATA[Roadway assets, such as pavements and bridges, are essential for economic activity and growth, facilitating the movement of goods and people. In Texas, U.S., transportation funding primarily comes from the State Highway Fund, which includes various taxes and fees. However, traditional funding sources are insufficient to meet the state’s growing transportation needs. This study analyzes the impact of commercial and oversize/overweight trucks on roadway assets, assigning monetary values to structural life consumption and comparing them with state highway agency revenues. The study findings reveal significant funding gaps because of higher consumption costs from these vehicles. Four recovery scenarios were proposed: 1) adjusting vehicle registration fees, 2) implementing weight-distance fees, 3) revising truck permit fees, and 4) introducing mileage-based fees. These scenarios resulted in roughly $300 million additional revenue, addressing the deficit identified from the roadway assets’ expenses and promoting a more equitable distribution of costs among users. The study highlights the inadequacies of current overweight fee structure and road users charge mechanisms, and provides a framework for policymakers to develop equitable and efficient alternative funding strategies, ensuring users pay proportionately to their impact on the roadways.]]></description><pubDate>Wed, 26 Nov 2025 09:23:39 GMT</pubDate><guid>http://pubsindex.trb.org/view/2630577</guid></item><item><title>Development of Geotechnical Asset Management for Embankments and Slopes (GAMES)</title><link>http://pubsindex.trb.org/view/2628302</link><description><![CDATA[Geotechnical asset management (GAM) systems are a critical element of transportation asset management plans. Geotechnical assets include walls, slopes, embankments, subgrades, and other features. A fully developed GAM system enables tracking of the condition of individual assets over time and the condition of each asset class as a whole. A GAM system can facilitate selection of appropriate corrective actions to optimize improvement measures and maintain and increase the value of the asset class. The objectives of this research were to develop a Geotechnical Asset Management tool for Embankments and Slopes (GAMES) in consultation with the Kansas Department of Transportation (KDOT) and to begin populating the tool with existing data. An inspection sheet was developed for use in assessing KDOT embankment slopes and cut slopes and computing a score for each based on the evaluation of nine criteria and weighted factors. Weights for the factors were developed using the analytical hierarchy process, for which 30 experts from North America were contacted as part of a systematic survey to rank the nine criteria. The overall rating accounts for safety/mobility risks. Twenty slopes were surveyed in cooperation with KDOT using the GAMES tool, and the results were found to accurately reflect the relative condition of the slopes.]]></description><pubDate>Tue, 25 Nov 2025 08:51:44 GMT</pubDate><guid>http://pubsindex.trb.org/view/2628302</guid></item><item><title>What Do Local and Global Sensitivity Analyses Tell Agencies about Asset Management Decision Support Tools?</title><link>http://pubsindex.trb.org/view/2620631</link><description><![CDATA[Decision support models are widely used to make efficient decisions about the maintenance, repair, and renewal of aging transportation infrastructure. These decision support models often involve selecting several parameters to realistically represent the system while constraining the computational cost, which increases as the number of parameters increases. However, these input parameters are characterized by uncertainty in their properties and values, thus making it difficult to determine the correct parameters for the models confidently. Traditional or local sensitivity analysis provides insights into selecting appropriate values, but does not account for parameter interactions. Global sensitivity analysis helps identify the most influential parameters. Local and global sensitivity analyses were conducted using simulated input–output data from a life-cycle cost assessment model for planning highway infrastructure maintenance and rehabilitation. The sensitivity analysis helps explain changes in the magnitude of the output and the selected maintenance policy from changes in the model parameters. Local sensitivity analysis indicated that the optimal policy selected using default parameters provided results close to the optimal policy if any parameter changed. Using Sobol’s method, global sensitivity analysis showed the relative importance of all parameters in a model. The analyses provided insight into the selection of actual optimal policies under various scenarios characterized by the model parameters and the need to explore alternative inputs, such as the congestion level in the network. The findings underscore the need for adequate sensitivity analysis for model calibration and evaluation. Based on the findings, the paper includes a guide for using sensitivity analysis in practice.]]></description><pubDate>Sat, 08 Nov 2025 12:03:19 GMT</pubDate><guid>http://pubsindex.trb.org/view/2620631</guid></item><item><title>Measuring Impacts and Performance of State DOT Resilience Efforts: A Guide</title><link>http://pubsindex.trb.org/view/2614521</link><description><![CDATA[This report presents a guide for applying resilience performance measures (RPMs) to resilience investments made by state departments of transportation (DOTs). The guide provides methods to help state DOT practitioners integrate resilience into their performance management processes. A state-of-practice review, a compendium of key RPMs addressing multiple facets of resilience, and metrics for various asset classes of roadway transportation systems are described along with an approach to assessing the effectiveness of resilience measures. The guide is designed for practitioners responsible for performance measurement and transportation asset resilience at their agencies.]]></description><pubDate>Sat, 01 Nov 2025 18:26:25 GMT</pubDate><guid>http://pubsindex.trb.org/view/2614521</guid></item><item><title>Impacts and Performance of State DOT Resilience Efforts</title><link>http://pubsindex.trb.org/view/2614520</link><description><![CDATA[This research was conducted to: Identify or develop key resilience performance measures (RPMs) for state transportation agencies for roadway transportation systems for various classes of assets (e.g., bridges, intelligent transportation systems (ITS), pavement, culverts); Develop an approach that uses performance measures to assess the effectiveness of resilience strategies; and Develop a guide to aid state transportation agency practitioners in applying RPMs. This report summarizes the approach, tasks, and key takeaways over the course of the research, spending additional time highlighting how the development and implementation of three key deliverables respond to the three main research objectives: (1) Filterable Excel Compendium of 13 RPMs and seven accompanying RPM Templates; (2) The Strategic Implementation Model (SIM); and (3) NCHRP Research Report 1159 for Selecting and Implementing RPMs.]]></description><pubDate>Sat, 01 Nov 2025 18:26:25 GMT</pubDate><guid>http://pubsindex.trb.org/view/2614520</guid></item><item><title>Dual-Network Optimization for Cold Chain Logistics: Balancing Network Investment and Operation Cost</title><link>http://pubsindex.trb.org/view/2608509</link><description><![CDATA[Cold chain logistics (CCL) is essential for maintaining the integrity of perishable products. An effective CCL system design is crucial for minimizing costs and improving system performance. The emergence of direct transportation has weakened traditional hub-based cold chain networks, exposing the shortcomings of structure-blind operating solutions. Without network-level optimization, operational strategies cannot guarantee long-term cost-efficiency and adaptability. This paper proposes a bilevel optimization model aimed at minimizing the entire operational cost (EOC), encompassing transportation, transshipment, carbon emissions, and cargo damage costs. The lower level enhances freight flow distribution based on a specified network architecture, while the upper level determines node and edge improvements within an assigned investment budget. To solve this model, a tailored hybrid heuristic algorithm is developed, combining a genetic algorithm with linear programming and Dijkstra’s method. A real-world case from the Beijing-Tianjin-Hebei region (BTHr) is employed for validation. In the BTHr case, the best-performing solution shows that as investment rises from 3.0?×?108 to 1.2?×?109 yuan, reduction of EOC increases from 8.93?×?106 to 1.42?×?107 yuan, while return on investment (ROI) declines from 1.86 to 0.74, indicating a clear decrease in investment efficiency. The majority of freight movements often prefer direct transportation within the transportation network (TN). The suggested approach offers a more pragmatic and flexible solution for optimizing cold chain networks by simultaneously addressing structural and operational aspects.]]></description><pubDate>Wed, 15 Oct 2025 09:34:49 GMT</pubDate><guid>http://pubsindex.trb.org/view/2608509</guid></item></channel></rss>