<?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%3AQbhdhm%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>The U.S. Transition to a Motor Carrier Supplied Marine Chassis: Operational Impacts On and Off Terminal</title><link>http://pubsindex.trb.org/view/1242718</link><description><![CDATA[Ocean carriers serving the United States have traditionally provided chassis to move their containers to and from customers. Because of the high cost of providing chassis and the increasing government concerns over the safety and roadability, ocean carriers have provided notice to their customers that they will no longer provide chassis in the U.S. While change in the short term is difficult, a change in ownership may improve safety, supply chain productivity and equipment utilization among other operating variables. This paper analyzes how intermodal performance, inside and outside the terminal gates, might change as ownership and management of the chassis fleet changes.]]></description><pubDate>Thu, 14 Mar 2013 09:34:52 GMT</pubDate><guid>http://pubsindex.trb.org/view/1242718</guid></item><item><title>Freight Systems 2012: Modeling and Logistics</title><link>http://pubsindex.trb.org/view/1151386</link><description><![CDATA[This issue contains 16 papers on the subject of modeling and logistics for freight systems.  Specific topics discussed include the following:  analysis of freight distribution using the gravity model and a genetic algorithm; network assignment problem of capacitated freight with disruptions; multihub location problem for less-than-truckload industry; parametric and nonparametric trade gravity models; shipping service network design for intermodal liners; road closures and freight diversion; choice of commercial vehicular mode in urban areas; estimating freight trip generation based on land use; scheduling deliveries with backhauls; failed home deliveries; economic order quantity model for choice of freight shipment size; RUBMRIO model for U.S. trade patterns; status quo of city logistics in scientific literature; parametric and nonparametric hazard models for stop durations on urban tours with commercial vehicles; urban freight road pricing in e-commerce environment; and simulating sustainable urban gateway development.]]></description><pubDate>Wed, 22 Aug 2012 16:29:41 GMT</pubDate><guid>http://pubsindex.trb.org/view/1151386</guid></item><item><title>Network Design for Shipping Service of Large-Scale Intermodal Liners</title><link>http://pubsindex.trb.org/view/1129027</link><description><![CDATA[A model was developed for network design of a shipping service for large-scale intermodal liners that captured essential practical issues, including consistency with current services, slot purchasing, inland and maritime transportation, multiple-type containers, and origin-to-destination transit time. The model used a liner shipping hub-and-spoke network to facilitate laden container routing from one port to another. Laden container routing in the inland transportation network was combined with the maritime network by defining a set of candidate export and import ports. Empty container flow is described on the basis of path flow and leg flow in the inland and maritime networks, respectively. The problem of network design for shipping service of an intermodal liner was formulated as a mixed-integer linear programming model. The proposed model was used to design the shipping services for a global liner shipping company.]]></description><pubDate>Fri, 22 Jun 2012 13:12:37 GMT</pubDate><guid>http://pubsindex.trb.org/view/1129027</guid></item><item><title>U.S. MILITARY TRANSPORTATION</title><link>http://pubsindex.trb.org/view/639427</link><description><![CDATA[In most military operations, early deployment cargo moves on military assets.  However, most military cargo, personnel and war-fighting assets now move on commercial assets.  Current Department of Defense (DoD) policy is to transport personnel, equipment, and sustainment using commercial assets when practical and prudent.  Even in contingency situations, commercial railroads, truck lines, ocean carriers, barge-towing industry, airlines, and bus companies play a critical role in projecting U.S. forces from the continental United States (CONUS) and outside CONUS locations to the theater of operations.  A major issue facing the commercial transportation industry and DoD is the declining excess capacity of the system.  Other issues include a shortage of seafarers and longshoremen in the ocean carrier industry.  DoD responded to the airline industry problem by implementing the Civil Reserve Air Fleet Program and to the commercial ocean-shipping problem with the Voluntary Intermodal Sealift Agreement program.  Because of the military's conservative nature, the research community has the lead in developing and using advanced technology.  The Transportation Research Board's Committee on Military Transportation is a mechanism to bring military, business, and research centers together to ensure that the latest developments in transportation are made available to solve military transportation problems.]]></description><pubDate>Thu, 24 Feb 2000 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/639427</guid></item></channel></rss>