2024-03-29T00:08:24Zhttps://minds.wisconsin.edu/oai/requestoai:minds.wisconsin.edu:1793/534272018-10-24T10:32:34Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Vehicle classification from single loop detectors
Coifman, Benjamin
Vehicle classification
Vehicle detectors
Freeways
Loop detectors
Traffic surveillance
Traffic data
62 p.
Vehicle classification data are important inputs for pavement maintenance, traffic modeling, and emission evaluation. Various technologies including weigh-in-motion (WIM), axle counting with piezo-electric sensors or length measurement from dual loop detectors have been used for vehicle classification. This research extends length based vehicle classification to single loop detectors. It promises a lower cost alternative as well as the potential to use existing detectors already deployed for freeway management. Of course the single loop based estimates could also be easily incorporated in a more sophisticated classification station as an independent validation of its measurements. The main challenge with single loop detector based length based classification comes from accurately estimating speed and thus, length. This study develops a methodology to make such accurate speed and length estimates and then uses the latter to classify vehicles based on length. Performance is validated against two sources of independent ground truth data with results that approach the accuracy of dual loop detectors. In the process of generating ground truth data a few previously unknown, sight specific problems with existing vehicle classification and detection stations were found and diagnosed, e.g., pulse break-up, as discussed in the report.
2011-06-15T20:13:58Z
2011-06-15T20:13:58Z
2007-03-31
Technical Report
TRID:01056142
OCLC:162142029
http://digital.library.wisc.edu/1793/53427
MRUTC;05-02
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/541442018-10-24T13:42:19Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Compass 2006 data analysis and reporting
Adams, Teresa M.
Juni, Emil
Highway maintenance
Winter maintenance
Bridges
Data analysis
Road shoulders
Pavements
Trend (Statistics)
Wisconsin
Traffic signs
Bridge maintenance
State highways
106 p.
The Compass Operational Report is issued annually to identify the condition of Wisconsin?s state highway network. The primary audience for this report includes Operations Supervisors and Operations Managers at the Wisconsin Department of Transportation (WisDOT) and partner organizations including the 72 counties. Compass reports are used to understand trends and conditions, prioritize resources, and set future target condition levels for the state highway system. As more information is gathered, data will also be used to illustrate and understand the consequences of funding and policy shifts, and to demonstrate accountability to decision-makers at WisDOT and in the State Legislature. This report includes data on bridges, traveled ways, shoulders, drainage, roadsides, selected traffic devices, and specific aspects of winter operations. It is important to note information not contained in this report when using it to make decisions. It does not include measures of preventive maintenance, operational services (like traveler information and incident management), or electrified traffic assets (like signals and lighting). The first section of this report is an executive overview, a condensed version of the full report for executive managers in WisDOT.
2011-08-22T16:17:39Z
2011-08-22T16:17:39Z
2007-07
Technical Report
TRID:01088299
OCLC:642894804
http://digital.library.wisc.edu/1793/54144
MRUTC;08-01
application/pdf
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/550972018-10-25T08:12:58Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Rethinking bridge deck longevity and maintenance with Portland cement polymer concrete
Cramer, Steven
Agosto, Andrew
Bridge decks
Bridge maintenance
Concrete
Life cycle costing
Polymers
Portland cement
Service life
Tensile strength
111 p.
Bridge deck deterioration in the northern Midwest creates significant costs to state Departments of Transportation (DOT?s) in the region. The fundamental cause of the problem is low tensile strength and water permeable reinforced concrete resulting in deck cracking and ultimately reinforcing bar corrosion. Portland Cement Polymer Concrete (PCPC) combined with a design approach tailored to its advantages could virtually eliminate early deck deterioration and the associated costs providing an alternative asset management path for bridge decks. Bridge decks would no longer have to be removed from their substructure every fifteen years and replaced. The results would be higher quality, longer lasting bridge decks with lower life cycle costs. This project will demonstrate the feasibility and methodology of such a strategy. This project will develop a strategy that combines innovative concrete materials, novel design and cost analysis that enhances the longevity and reduces the life cycle cost of highway bridge decks. The project is expected to show significant life-cycle cost advantages to using a high performance bridge deck material.
2011-11-11T17:44:43Z
2011-11-11T17:44:43Z
2008-08
Technical Report
TRID:01115807
OCLC:263846551
http://digital.library.wisc.edu/1793/55097
MRUTC;08-11
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/68532018-10-24T10:07:47Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Optimal resource allocation for the purchase of new buses and the rebuilding of existing buses as a part of a transit asset management strategy for state DOTs
Bartus, Joesph
Ellis, Rishard Darin
Khasnabis, Snehamay
Rehabilitation (Maintenance)
Bus transit
Optimization
Maintenance
Fleet management
Remanufacturing
Asset management
Resource allocation
Peer groups
Service life
Vehicle size
187 p.
State Departments of Transportation (DOT) that provide much of the matching support to local transit agencies required for
federal funding for the purchase of new buses, are duly concerned about the escalating costs of new buses and the lack of
sufficient funds to keep up with their replacement costs. The authors present an asset management strategy in this report
that can be used by state DOTs to (1) allocate capital dollars for the dual purpose of purchasing new buses and rebuilding
existing buses within the constraints of a fixed budget, when the needs of all the constituent agencies in a peer group are
considered, and (2) distribute funds among the agencies in an equitable manner.
The proposed procedure includes two optimization models. Model 1 attempts to maximize the weighted fleet life of all the
buses that are being purchased and rebuilt for a given peer group. Model 2 is designed to maximize the Remaining Life (RL)
of the entire peer group comprising the existing buses as well as those being replaced or rebuilt. Three case studies are
presented in the report to demonstrate the application of the models: two with medium sized buses and one with large sized
buses. Besides replacement, three other program options are considered: two levels of rehabilitation, and one level of
remanufacturing. Necessary budgetary and fleet data were provided by the Michigan Department of Transportation. The
case studies show that the proposed method is viable, and can be used for the designated purpose with fleet data currently
available with state DOTs. The case studies also identify major shortfalls in funding, and help to underscore the need of
increased funding levels to improve the quality of the fleet.
US Department of Transportation
2007-01-10T14:38:48Z
2007-01-10T14:38:48Z
2003-02
Technical Report
OCLC:52061976
TRID:00940587
http://digital.library.wisc.edu/1793/6853
en_US
MRUTC;02-01
4228741 bytes
application/pdf
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/69552018-10-24T09:02:24Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Maintenance quality assurance : synthesis of measures
Adams, Teresa M.
Smith, Janille
Asset management
Communication
Decision making
Highway maintenance
Performance measurement
Quality assurance
State departments of transportation
Strategic planning
38 p. (Final report); 27 slides (Presentation slides)
Constrained budgets and reduced funding are causing state transportation agencies to re-evaluate spending and allocations for maintenance. Much attention is being placed on accounting for maintenance expenditures and justifying maintenance budgets. One approach is to relate highway maintenance to highway performance through maintenance quality assurance (MQA). MQA programs help decision-makers understand maintenance conditions, set priorities, and document the relationship between dollars spent and outcomes. There are guidelines available to assist in the creation of MQA programs, but no comprehensive resources on specific quantitative measures for maintenance quality. States that already have programs are interested in communication with others on how programs are used to improve expenditure decision and justify budgets. Additionally, states interested in establishing an MQA program want to know what measures to use and what others are doing. Two critical barriers for establishing and maturing MQA programs are the lack of a commonly understood set of terms for communication about MQA, and a lack of consensus on a set of commonly recognized maintenance features, characteristics and measures of maintenance performance. This report defines the essential terms necessary to discuss the concepts of highway maintenance quality assurance and presents a synthesis of the measures for maintenance quality assurance used by 26 state transportation agencies. It is expected that common terms and measures will enable agencies to better evaluate their own programs, the performance of their highways, improve communication among agencies and provide a basis for further development of MQA programs.
U.S. Department of Transportation--Research and Special Programs Administration; Wisconsin Department of Transportation; University of Wisconsin--Madison; WISDOT 0092-05-19
2007-01-30T16:21:54Z
2007-01-30T16:21:54Z
2005-08
Technical Report
OCLC:61447699
TRIS:01013377
http://www.mrutc.org/research/0601/
http://digital.library.wisc.edu/1793/6955
en_US
MRUTC
06-01
209354 bytes
717758 bytes
application/pdf
application/pdf
application/pdf
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/540112018-10-24T10:57:54Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Developing the emerging development pressure index for Wisconsin
Guo, Jessica Y.
Hidayat, Dadit G.
Commercial development
Residential development
Highway design
Transportation corridors
38 p.
Recognizing the importance of consistency in the state's corridor planning activities, the Wisconsin Department of Transportation uses a statewide, systematic process for identifying priority management corridors. As part of this prioritization process, an index is needed to reflect the likelihood of future residential and commercial development. This paper describes a methodology for creating such an index, referred to as the Development Pressure Index (DPI). A high DPI suggests a higher likelihood of future growth around the highway segment and indicates the need for increased level of service or capacity on the highway segment. A wide range of data - from population and economic projections to land development plans and forest protection programs - are incorporated into the computation of the proposed DPI. A geographic information system is used to perform various spatial join and aggregation methods to derive a set of growth indicators. A scoring and weighing process is then applied to collapse the multiple indicators into one index. The empirical results and the subsequent assessment of the results reveal that the proposed methodology provides an effective and objective way to account for multiple influencing factors of development pressure.
2011-08-08T15:53:06Z
2011-08-08T15:53:06Z
2007-06
Technical Report
http://digital.library.wisc.edu/1793/54011
MRUTC;07-06
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/541872018-10-24T10:30:55Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
A methodology for integrating roadway safety hardware management into the overall highway asset management program
Madanu, Sunil
Li, Zongzhi
Asset management
Surveys
Barriers (Roads)
Case studies
Safety
Traffic control devices
146 p.
Over the past two decades, state transportation agencies have developed management systems as analytical tools to support investment decision-making in Statewide Transportation Improvement Programs (STIP) and long-range plans. The most common management systems dealing with physical highway assets are those for pavements, bridges, and maintenance. In addition, there are management systems handling highway system operations, namely, congestion and safety. However, most state transportation agencies have not developed adequate management systems for roadway safety hardware assets such as roadway signs; signals; lighting; support and structure for signs, signals, and lighting; guardrails, barriers, and crash cushions; pavement markings; and traffic detecting devices. Cost-effective maintenance, rehabilitation, and upgrade/replacement of roadway safety hardware elements are vital to the safe and efficient operation of highways. The study began with review of literature on roadway safety hardware management. Questionnaire surveys were conducted to synthesize the current state-of-practice for managing roadway safety hardware assets across the country. Subsequent to administering the questionnaire surveys, a structured outline of questions was prepared to help conduct case studies aimed to obtain in-depth information on safety hardware asset management programs in the 12 Midwest states defined by the U.S. Census Bureau, as well as the state of Tennessee. Based on the findings of literature review, questionnaire surveys, and case studies, a methodology was proposed for roadway safety hardware data integration, primarily focusing on inventory process, data collection, and database management; and for estimating the benefits and costs of highway safety hardware projects proposed for implementation for highway segments and intersections. Finally, a new analytical framework was proposed for long-term and short-term roadway safety hardware investment programming and project selection. The analytical framework can also be adopted by state transportation agencies for integrating roadway safety hardware and general safety management, as well as pavement, bridge, and maintenance management by simultaneously considering candidate projects associated with the corresponding types of highway assets in the optimization models for project selection.
2011-08-31T16:06:46Z
2011-08-31T16:06:46Z
2008-06
Technical Report
TRID:01109938
OCLC:256042238
http://digital.library.wisc.edu/1793/54187
MRUTC;08-06
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/529432018-10-24T10:47:34Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Optimizing investments with the Sawyer County/Lac Courte Oreilles transit system
Marlow, Amber
Mofle, Tracey
Transportation planning
Sawyer County (Wisconsin)
Public transit
Optimization
Needs assessment
Lac Courte Oreilles Reservation (Wisconsin)
Investments
Financing
State aid
Federal aid
Cooperation
Asset management
63 p.
Utilizing Lac Courte Oreilles (LCO) Casino revenue, the LCO Transit Committee has worked with Lac Courte Oreilles Ojibwa Community College (LCOOCC) students and other community partners/volunteers to implement a joint mass transit system in conjunction with the surrounding Sawyer County Transit (SCT). The system has now been in operation for 9 months and serves over 1200 community members per month. Because the LCO Transit side has been completely funded by casino revenue and managed/operated by a group of volunteers, no formal analysis of the system has occurred. In an effort to sustain and improve the current successful system, the LCO/SC Transit Committee is exploring federal and state aid in order to improve the efficiency of operation by expanding collaboration between LCO and SC. More efficient ways to manage its assets and integrate this mode into local and regional transportation plans is needed. LCOOCC faculty and students will work in consultation with various transportation agencies to assess community transportation needs, compile accurate demographic and economic profiles for the LCO and SC community, assess transit modes within other tribal communities, and identify the benefits of a formal collaboration between Sawyer County and Lac Courte Oreilles.
2011-05-23T19:38:19Z
2011-05-23T19:38:19Z
2008-09
Technical Report
http://digital.library.wisc.edu/1793/52943
MRUTC;02-03
application/pdf
oai:minds.wisconsin.edu:1793/539152018-10-25T08:22:17Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Measuring the benefits of implementing asset management systems and tools
Mizusawa, Daisuke
McNeil, Sue
Regression analysis
Pavement management systems
Implementation
Economic benefits
Benefit cost analysis
Asset management
186 p.
Although transportation agencies in the U.S. have been developing Asset Management Systems (AMS) for specific types of infrastructure assets, there are several barriers to the implementation of AMS. This paper documents the development of a generic methodology for quantifying the benefits derived from implementation of AMS and justifying investment in AMS implementation. The generic methodology involves three analysis methods: descriptive analysis, regression analysis, and benefit-cost analysis. This paper demonstrates how the methodology can be applied to evaluate the implementation of a pavement management system in terms of efficacy, effectiveness, and efficiency (3Es).
2011-07-27T19:50:55Z
2011-07-27T19:50:55Z
2008-09
Technical Report
TRID:01112752
OCLC:271849314
http://digital.library.wisc.edu/1793/53915
MRUTC;06-06
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/541912018-10-24T10:38:31Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Materials characterization and analysis of the Marquette Interchange HMA perpetual pavement
Crovetti, James A.
Titi, Hani
Coenen, Aaron
Elias, Mohammed B.
Williams, R. Christopher
Li, Xinjun
Cracking
Fatigue (Mechanics)
Hot mix paving mixtures
Wisconsin
Mechanistic-Empirical Pavement Design Guide
Pavement distress
Pavement performance
Perpetual pavements
Service life
Forecasting
Laboratory tests
97 p.
This project focused on the characterization of materials used to construct the Hot Mix Asphalt (HMA) perpetual pavement within the Marquette Interchange and on the analysis of collected pavement response data to investigate the interactions between materials, environment, and traffic loadings. While these pavements are designed for a service life in excess of 50 years, to date there is insufficient field data to confirm this performance expectation. To help bridge this knowledge gap, this study included a mechanistic-empirical appraisal of the HMA perpetual pavement to provide predictions of key performance indicators over a fifty year service period. Laboratory testing was conducted following appropriate AASHTO testing protocols to provide valuable data to characterize the HMA, unbound aggregate and unbound soil pavement layers. These data were used to develop Level 1 HMA inputs to the current version 1.003 of the Mechanistic-Empirical Pavement Design Guide (MEPDG) and to better characterize the unbound aggregates and soils during Level 3 analysis. Weigh-In-Motion (WIM) data obtained as part of WHRP Project 0092-06-01 were analyzed to develop site-specific inputs characterizing the heavy axle loading spectra using this pavement facility. Pavement performance predictions were developed using the MEPDG v1.003 and stand-alone KENPAVE software. Consideration was given to both free flow (55 mph) and congested (15 mph) traffic conditions. Using a combined traffic approach, pavement distress at the 90% reliability level was projected to 50 years of trafficking. Only top-down fatigue cracking, which should be confined within the uppermost 0.5 in. of the pavement surface, is projected to exceed typical design limits. This projected distress will easily be corrected using the standard practice of mill and relay. Furthermore, after 50 years of service the 90% reliability level for bottom-up fatigue damage is expected over 15% of the total lane area, or 30% of the loaded wheel paths, which is well below typical design limits of 25% and 50%, respectively. All analysis results indicate the constructed HMA perpetual pavement should meet or exceed performance expectations.
2011-08-31T16:20:30Z
2011-08-31T16:20:30Z
2008-08
Technical Report
TRID:01112772
OCLC:260521685
http://digital.library.wisc.edu/1793/54191
MRUTC;08-08
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/541362018-10-24T10:38:56Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Estimating cost per lane mile for routine highway operations and maintenance
Adams, Teresa M.
Road markings
Pavement performance
Cost estimating
Highway maintenance
Distributions (Statistics)
Vegetation
Trend (Statistics)
Maintenance management
Traffic signs
Costs
Regression analysis
Road shoulders
75 p.
The disparity between maintenance budgets and maintenance requirements causes agencies to make difficult choices about maintenance priorities. There is a growing need to effectively link maintenance costs and condition to provide clear evidence of impacts due to budget tradeoffs decisions. The focus of this research was to develop mathematical relationships between expenditures for highway maintenance and the resulting maintenance condition by analyzing historic cost and condition data. The research involved analyzing maintenance condition and cost data over three years, 2004, 2005, and 2006 from the state transportation agencies in Michigan, Ohio, and Wisconsin for highway components including pavement, shoulders, roadside vegetation, drainage, signs, and pavement markings. The maintenance management systems at the states use different categorization schemes for their maintenance activity costs and different rating systems for maintenance condition, thus direct comparison between states was not possible. The primary result of this research is a set of probabilistic distribution functions for annual maintenance costs for a wide range of maintenance activities. Confidence intervals can be constructed around the average using the chosen level of confidence (i.e., 95%). The functions are useful for sensitivity and simulation analyses. The researchers hypothesized that data would reveal relationships between cost and condition. A regression tree analysis approach was used to search for relevant model equations. However, the statistical analysis of the data revealed weak evidence of these relationships. This finding is common for all three of the states that were investigated. There are at least two clear limitations of the data. First, to see trends over time, three years of data may not be enough. Furthermore, even with budget cuts, noticeable deterioration in condition, deficiencies, or maintenance backlog may take longer than three years. Second, the available cost and condition data are aggregated over many highway miles. Maintenance management and cost records generally do not include precise highway locations where maintenance was performed, the specific activities that were performed, nor the precise cost and timing of those activities. Consequently the trends and relationships between cost and condition are ?washed out? by the lack of precision.
2011-08-22T15:49:54Z
2011-08-22T15:49:54Z
2011-01
Technical Report
OCLC:709717959
TRID:01335439
http://digital.library.wisc.edu/1793/54136
MRUTC;07-12
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/551052018-10-25T08:11:59Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Maintenance quality assurance peer exchange 2
Adams, Teresa M.
Janowiak, Scott
Sierzchula, Will
Bittner, Jason
Maintenance management
Maintenance quality assurance
Asset management
Performance measurement
Highway maintenance
Peer exchange
Quality assurance
71 p.
This report documents a comprehensive study of twenty three maintenance quality assurance (MQA) programs throughout the United States and Canada. The policies and standards of
each program were synthesized to create a general assessment on the condition of MQA programs in 2008. These data were then compared to similar data compiled in 2005. The resulting study is a comparison between MQA programs in 2004 and 2008. The data can be used to aid in the process of modifying the policies of current MQA programs to improve existing measures or create new ones. Further discussion of MQA policies and implementation should be continued to align with the constantly developing needs of roadways across the nation.
2011-11-11T19:55:59Z
2011-11-11T19:55:59Z
2009-04
Technical Report
TRID:01129969
http://digital.library.wisc.edu/1793/55105
MRUTC;08-15
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/541932018-10-24T10:38:36Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Improving service restoration using automatic vehicle location
Peng, Zhong-Ren
Lynde, Eric
Chen, Wei-Ya
Automatic vehicle location
Bunching
Bus transit operations
Chicago Transit Authority
Transit service
Transit control centers
57 p.
This study investigates important issues in transit service reliability, namely large service gaps and bus bunching. Using automatic vehicle location (AVL) data from the Route 20 ? Madison bus route of the Chicago Transit Authority (CTA), the primary focus is on identifying and establishing conditions that indicate a large service gap is imminent. In addition, the spatial and temporal patterns of large service gaps along the route are illustrated, along with the degree to which large gaps and bunching propagate down the route. Recommendations for improving the service restoration approach at the CTA are also presented based on the AVL data analyses, field observations at the CTA, and interviews with key members of large transit agencies across the United States. Among the recommendations is the implementation of a flag system, which notifies control center personnel that a large service gap is likely to occur so that preventive action can be taken.
2011-08-31T16:27:08Z
2011-08-31T16:27:08Z
2008-07
Technical Report
TRID:01122991
OCLC:310969224
http://digital.library.wisc.edu/1793/54193
MRUTC;08-09
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/539092018-10-25T08:30:29Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Rail to truck modal shift: impact of increased freight traffic on pavement maintenance costs
Pagano, Anthony
Ogard, Libby
Bausano, Jason
Williams, R. Christopher
Stewart, Richard
Traffic volume
Operating costs
Pavement maintenance
Freight traffic
Trucking
Short line railroads
Modal shift
83 p.
The loss of rail network infrastructure and rail service throughout the U.S. has in most instances resulted in the modal shift of rail freight to truck. Rail freight converted to truck may have significant impact on pavement maintenance costs and activities due to the increased highway traffic volumes. This study investigated three short-line rail routes in Minnesota, Wisconsin, and the Upper Peninsula of Michigan, and determined the potential impact of diverting rail freight flows to truck. A freight flow analysis was undertaken to illustrate the new truck flows by highway classification and usage. The highway route current conditions and asset management techniques were documented. A pavement maintenance model was created to determine the incremental maintenance costs per ton-mile if additional freight moved over various classes of highway and the resulting impact on highway funding.
2011-07-27T19:27:24Z
2011-07-27T19:27:24Z
2008-01
Technical Report
TRID:01100233
OCLC:226237506
http://digital.library.wisc.edu/1793/53909
MRUTC;06-03
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/68732018-10-24T10:04:39Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Capital preventive maintenance
Eger, Robert J.
Carroll, Deborah
Titi, Hani
Marlowe, Justin
Grusczynski, Lara
Cheng, Rita
Roohanirad, Ali
Asset management
Pavement performance
Case studies
Cost effectiveness
Handbooks
Preventive maintenance
63 p.
The purpose of this guidebook is to offer a process for managers to follow that will assist in overcoming
various perceived limitations currently preventing initiation or expansion of preventive maintenance efforts
at all levels of government. This guidebook introduces a systematic approach that can be used to address a
variety of obstacles, thereby providing insights to front-line transportation officials, administrative decision
makers, and elected officials. This guidebook initiates a five-step process to use when developing and
presenting the case for preventative maintenance, which incorporates the stages of education, challenges,
environment, strategy, and delivery. The report presents a number of tools and techniques that can be
utilized by managers and policymakers to promote broader use of preventive maintenance. Those tools and
techniques are presented throughout the guidebook. Within the guidebook are case studies of preventive
maintenance implementation in the Departments of Transportation of three Midwestern, cold weather states
- Michigan, Kansas, and Nebraska. These case studies demonstrate how the states have recognized their
environments to address issues in practice. The guidebook concludes with a quick checklist guide to assist
in the initiation or expansion of preventative maintenance efforts.
US Department of Transportation
2007-01-10T14:43:38Z
2007-01-10T14:43:38Z
2004-02
Technical Report
http://digital.library.wisc.edu/1793/6873
en_US
MRUTC;03-01
652869 bytes
application/pdf
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/540092018-10-24T11:01:13Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Metropolitan area transit accessibility analysis tool
Sen, Sudeshna
Guo, Jessica Y.
Kapur, Aarti
La Mondia, Jeffrey
Bricka, Stacey
Bhat, Chandra R.
Accessibility
Fixed routes
Handbooks
Public transit
Software
TransCAD (Computer program)
71 p.
This guide is designed for those interested in measuring the level of transit accessibility for a fixed route transit system. The purpose of this document is to provide users of the TransCAD-based Transit Accessibility Measure (TAM) software tool with instructions for installing and using the software. This comprehensive guide provides background information, pertinent literature, and describes the methodology used to formulate the transit accessibility index that forms the core of the software application.
2011-08-08T15:48:59Z
2011-08-08T15:48:59Z
2006-09
Technical Report
TRID: 01051956
OCLC: 86077426
http://digital.library.wisc.edu/1793/54009
MRUTC;07-05
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/69132018-10-24T10:07:48Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
An interactive multiobjective decision support framework for transportation investment
Tan, Paulin
William, Surekha
Chowdhury, Mashrur
Transportation planning
Case studies
Optimization
Decision making
Investments
Alternatives analysis
Strategic planning
Decision support systems
116 p.
This report presents a multiobjective decision framework to support the decision making process in transportation investment analysis. One
important capability of the multiobjective decision framework is that it allows many intangible objectives that are difficult to express on an
absolute numerical scale to be considered without the need to convert the units into monetary scale.
The proposed multiobjective decision framework allows a decision maker to select a reduced number of alternatives from a larger number of
all available alternatives while ensuring that the selected alternatives are the best possible options. This framework could also be used to
generate decision options for optimal allocation of resources between competing projects.
The proposed decision framework is based on three multiobjective analysis concepts: the Surrogate Worth Tradeoff method for continuous
decision problems and the Multiattribute Utility and Minimum Tolerance methods for discrete decision problems. These concepts help
decision makers choose among, prioritize, and generate the most feasible and optimal alternatives. The four case studies presented as
appendices demonstrate the application of the proposed decision framework to real-world projects.
US Department of Transportation
2007-01-10T14:48:15Z
2007-01-10T14:48:15Z
2002-12
Technical Report
OCLC:51489541
TRID:00938147
http://digital.library.wisc.edu/1793/6913
en_US
MRUTC;02-02
933008 bytes
application/pdf
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/539192018-10-25T08:22:25Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
An asset management approach for drainage infrastructure and culverts
Patil, Rahul
Salman, Baris
Bhattachar, Deepak
Salem, Sam
Najafi, Mohammad
Inspection
Inventory
Decision support systems
Drainage structures
Culverts
Condition surveys
Asset management
271 p.
Drainage infrastructure systems (culvert, storm sewer, outfall and related drainage elements) are mostly buried underground and are in need of special attention in terms of proactive/preventive asset management strategy. Drainage infrastructure systems represent an integral portion of roadway assets that routinely require inspection, maintenance, repair and renewal. Further challenges are the wide geospatial distribution of these infrastructure assets and environmental exposure. There has been considerable research conducted on culverts, but this research mostly looked at the problem from a traditional structural/geotechnical perspective. Asset management procedures for culverts and drainage infrastructure systems are complex issues, and can benefit a great deal from an optimal asset management program that draws from programs pertaining to buried pipes. The first and most important step in an asset management initiative is the establishment of a mechanism for asset inventory and asset conditions in a format compatible with the routine procedures of field operators and inspectors. The first objective of this research project was to develop field protocols and operational business rules for inventory data collection and management and inspection of drainage infrastructure in terms of types of data to be collected, frequency of inspection, and analysis and reporting mechanisms. After review of these protocols by the project oversight committee, a pilot study was conducted to verify the efficiency of their implementation. The condition assessment protocol introduced is useful in evaluating the overall condition of culverts and can be used for decision making regarding the repair, renewal or replacement of culverts. For the second objective of this project, investigators examined the inventory and inspection protocols employed by the Ohio Department of Transportation and developed a decision support platform, which establishes a link between the inspection results and appropriate repair, renewal and replacement procedures. After applying the recommended procedures, the transportation agencies can better track the conditions of culverts thereby reducing the risk of culvert failures.
2011-07-27T20:04:01Z
2011-07-27T20:04:01Z
2008-06
Technical Report
TRID:01109933
OCLC:256086781
http://digital.library.wisc.edu/1793/53919
MRUTC;06-08
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/69642018-10-24T09:02:28Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
GIS tool to measure performance of winter highway operations
Vonderohe, Alan
Blazquez, Carola
Brezovar, Nick
Hong, Sungchul
Lauters, Jason
Adams, Teresa M.
Automatic vehicle location
Concept vehicles
Digital maps
Geographic information systems
GIS
Global positioning systems
GPS
Map matching
Performance measures
Spatial analysis
Spatial databases
Winter maintenance
Wiscplow
51 p.
A five-year research effort (fifth-year funding through MRUTC) culminated in development, implementation, and installation of a GIS application for assessing performance of winter highway applications. The software accepts data recorded on board winter maintenance vehicles during operations and combines it with spatial data representing roadways and vehicle patrol sections. Analysts can then select among a number of performance measures and decision management tools for outputs from the system. Outputs are categorized according to labor, equipment, materials, and map displays that indicate vehicle routes and data collected along the way. The software, full user documentation, and necessary spatial databases were installed in two Wisconsin county highway department offices and at Wisconsin DOT headquarters. Training was provided to staff. The spatial databases were developed, and scrutinized for quality, by the research team from data provided by the counties. FGDC-standard metadata were included with the spatial databases. Documentation of the full system included internal and external technical documentation for the software. Final development of the application required refinement of performance measures, decision management tools, and the user interface. A number of previously unsolved technical problems also needed to be addressed. These included the "map-matching" problem in which moving vehicles must be tracked by roadway and patrol section by registering strings of two-dimensional vehicle coordinates to digital maps (spatial databases). The problem is exacerbated by errors in the coordinates and in the maps. A decision-rule algorithm was developed and tested against a number of available data sets. The algorithm resolves nearly all ambiguities encountered in the data. This algorithm is embedded in the installed version of the software. Testing revealed the limit (1:24,000) on source-scale of the spatial databases, needed to support the application. Future maintenance of both the software and the data raise technical and institutional issues that were identified and described by the research team. Recommendations concerning these issues are included in the final sections of this report.
Wisconsin Department of Transportation; University of Wisconsin-Madison; 0092-05-22
2007-01-30T16:23:34Z
2007-01-30T16:23:34Z
2006-08
Technical Report
OCLC:74492944
TRIS:01035652
http://www.mrutc.org/research/0401/index.htm
http://digital.library.wisc.edu/1793/6964
en_US
MRUTC
04-01
2614771 bytes
application/pdf
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/69912018-10-24T08:59:06Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Development of a guide to statistics for maintenance quality assurance programs in transportation
Nordheim, Erik V.
Weed, Richard M.
Schmitt, Robert
Owusu-Ababio, Samuel
Maintenance management
Maintenance quality assurance
Confidence limits
Quality assurance
MQA
Percent defective
Statistical analysis
Maintenance practices
Percent within limits
Statistics
Sensitivity analysis
115 p. (Final report and appendices A and B); [28] p. (Appendix C); [28] p. (Appendix D)
This report provides maintenance managers and practitioners with knowledge of how to apply statistics in MQA programs. Literature were reviewed and MQA manuals from 10 states were synthesized to understand state-of-practice for managing statistics in MQA programs. It was observed among lead states that a wide range of measured elements and threshold definitions exist for roadway, roadside and
vegetation, drainage, traffic control, and rest areas. The role of statistics in MQA was described, and key statistical terms were defined. Actual MQA data were collected and analyzed to illustrate how
fundamental statistical procedures and applications to describe features of MQA data. Examples were demonstrated for basic summary statistics, confidence intervals, data stratification, analysis of variance,
sample size determination, precision, sensitivity analysis, and power level of statistics when evaluating the QA process itself. A new ranking procedure was developed that applies the concepts of percent defective (PD) or percent within limits (PWL), and computes confidence limits for the statewide system or any strata (functional class, division, county, or 10-mile roadway segment), and then ordering them by their lower confidence limits. If those limits do not include the desired level of the particular measure, then that particular section of pavement would be considered noncompliant.
U.S. Department of Transportation--Research and Special Programs Administration; Wisconsin Department of Transportation; University of Wisconsin--Madison; University of Wisconsin--Platteville; DTRS 99-G-0005
2007-02-01T22:47:43Z
2007-02-01T22:47:43Z
2006-04
Technical Report
OCLC:70142504
TRIS:01030729
http://www.mrutc.org/research/0604/
http://digital.library.wisc.edu/1793/6991
en_US
06-04
MRUTC
4410865 bytes
4022925 bytes
912356 bytes
application/pdf
application/pdf
application/pdf
application/pdf
application/pdf
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/551012018-10-25T08:11:17Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Traffic operations asset management systems (TOAMS)
Hidayat, Dadit G.
Adams, Teresa M.
Bittner, Jason
Asset management
Best practices
Highway operations
Implementation
Information management
Performance measurement
Public private partnerships
Pt.1: Study findings ; Pt.2: Summary of proceedings for the 2008 National Peer Exchange Traffic Operations Asset Management System (TOAMS)
The efforts in promoting traffic operations asset management systems (TOAMS) face significant difficulties. Two fundamental reasons explain this situation. First, asset management principles have been continuously developed based on traditional transportation assets of pavements and bridges. Traffic operations assets (TOAs) on the other hand, have different characteristics with greater uncertainties when determining assets' life-cycle. As a result, asset management principles will need some fundamental adjustments when implemented for TOAMS. Second, the integration of two culturally different activities, operations and planning, creates immense confusion among practitioners. This is especially crucial when addressing analytical tools compatibility, scope of analysis (local vs. regional), and limited training received by planning practitioners about operations and vice versa. This study categorizes three key themes on critical issues related to TOAMS: (1) Connecting investment and performance: The lack of a measurable indicator in current system management for TOAs causes a weak link between investment strategies and systems performance. A justifiable investment strategy is critical, however, it requires a complete data inventory for developing a robust performance indicator as the basis of performance's assessment. (2) Improving configuration planning: Information management is critical especially related to how information is used and reproduced during planning processes. Current confusions among practitioners are on what roles and how they should communicate with each other in the context of TOAMS. Responsibilities of each group are not clearly defined resulting in improper execution of traffic operations tasks. It is critical to enhance the collaboration among groups involved within TOAMS activities. (3) Promoting public-private partnerships (PPPs): Guidelines in implementing PPPs are widely available, including a number of concerns to be anticipated. However, part of the efforts should include documenting state best practices in transportation management, where current discussions on PPPs are found limited. This causes only a few lessons to be learned from other state transportation agencies on how PPPs were implemented. Special attention should also be given to the implementation of PPPs in the area of traffic operations since it is relatively new in this area.
2011-11-11T19:50:34Z
2011-11-11T19:50:34Z
2008-08
Technical Report
TRID: Pt.2 01126880
TRID: Pt.1 01126877
OCLC:379727078
http://digital.library.wisc.edu/1793/55101
MRUTC;08-14
application/pdf
application/pdf
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/69032018-10-24T12:24:33Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Evaluation of transportation organization outsourcing: decision making criteria for outsourcing opportunitites
Eger, Robert J.
Knudson, Deborah A.
Marlowe, Justin
Ogard, Libby
contracting
asset management
decision making
business practices
Outsourcing
resource allocation
This study has primarily two objectives. First, using a series of case studies and survey research, it
provides a comprehensive overview of transportation outsourcing practices in a variety of public and
private sector organizations. The results of these case studies show that public sector organizations,
particularly state departments of transportation, identify many of the same costs, benefits, challenges, and
risks associated with outsourcing as their private sector counterparts. In light of these findings, this study
then translates the private sector?s extensive outsourcing experience into a ?scorecard? designed to serve as
a decision making tool for administrators to identify services that have the potential for successful
outsourcing.
US Department of Transportation
2007-01-10T14:47:21Z
2007-01-10T14:47:21Z
2002-10
Technical Report
http://digital.library.wisc.edu/1793/6903
en_US
317712 bytes
application/pdf
application/pdf
oai:minds.wisconsin.edu:1793/541802018-10-24T13:40:32Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Benefit-cost analysis framework for evaluating inter-city transit investment
Guo, Jessica Y.
White, Kevin
Gong, Qi
Zheng, Jie
Benefit cost analysis
Bus transportation
Decision making
Economic impacts
Environmental impacts
Intercity travel
Investments
Level of service
User benefits
Safety
Wisconsin
85 p.
This report describes the development and application of a benefit/cost analysis (BCA) model to support the evaluation of investment decisions for intercity bus services. The model recognizes two principle types of intercity bus benefits: benefits that accrue to users of the transportation system and benefits that accrue to local areas from the presence of intercity bus services. The model was implemented into a MS Excel spreadsheet application, referred to as the IBBCA model. The IBBCA model takes as input various information relating to the proposed bus service, as well as the travel volume and LOS information corresponding to two scenarios: with the bus service and without the bus service. The model produces as output the total costs, total benefits, net benefits, and benefit-cost ratio associated with the intercity bus service being considered. Four out of the thirteen intercity bus routes proposed in Wisconsin's long range plan, Connections 2030, were analyzed using the IBBCA model. The analysis results indicate that most routes have relatively high benefit-cost ratios and are therefore worthwhile investments for Wisconsin. Madison-Wausau route gives the highest return of all in three future scenarios. The Madison-Green Bay route has the second highest return, followed by the Eau Claire-Green Bay and Wausau-Hurley routes. The results also show that user benefits are the dominating effects of intercity bus investments. Safety and environmental impacts, although they are smaller in magnitude, also provide significant societal benefits.
2011-08-31T14:51:56Z
2011-08-31T14:51:56Z
2008-10
Technical Report
TRID:01126876
OCLC:379795913
http://digital.library.wisc.edu/1793/54180
MRUTC;08-03
application/pdf
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/541892018-10-24T10:37:20Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Sensitivity of bridge health index to element failure costs and conditions
Kang, Myungook
Adams, Teresa M.
Bridge management systems
Sensitivity analysis
Bridge Health Index
Bridge members
Failure
Prestressed concrete
Girders
Wisconsin
Decision making
Pontis (Computer program)
52 p.
The Bridge Health Index (BHI) is a bridge performance measure based on the condition of the bridge elements. It is computed as the ratio of remaining value of the bridge structure to the initial value of the structure. Since it is expressed as a percentage value, the BHI could provide an intuitive measure for bridge engineers, and legislators. The BHI could be converted to another measure such as color (red, yellow and green) that the public understands better. The Pontis user group was surveyed to determine the current use of the BHI and other measures for bridge management decision making. This study focused on understanding the sensitivity of the BHI to small and large changes in the element failure costs and the element condition, the two input data sets for computing the BHI. For these sensitivity analyses, 221 bridges were selected from Wisconsin?s inventory. The study looked at bridges with simple and continuous span prestressed concrete girders. The findings can guide state agencies and practitioners with a sense of how BHI responds to changing bridge condition as well as element failure costs. The element failure costs were acquired from a previous study by a consultant to the FHWA and the element level inspection data were from the Wisconsin Department of Transportation (WisDOT). The analysis considered the impact of Smart Flags used to identify local problems that are not reflected in the element condition states. Because they may indicate critical defects in the bridges, they should be reflected for BHI. To investigate the impact of Smart Flags, computation rules suggested by the Kansas DOT were applied to the selected bridges in Wisconsin.
2011-08-31T16:13:11Z
2011-08-31T16:13:11Z
2009-11
Technical Report
TRID:01153629
OCLC:549215394
http://digital.library.wisc.edu/1793/54189
MRUTC;08-07
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/539952018-10-24T10:50:40Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Upper Midwest freight corridor study phase II
Ebeling, Mary R.
Adams, Teresa M.
Van Hecke, Sam
Szymkowski, Todd
Stewart, Richard
Lindquist, Peter
Gardner, Raine
Wittwer, Ernie F.
Vonderembse, Mark
Freight transportation
Transportation corridors
Transportation planning
Traffic congestion
Policy
Economic impacts
198 p.
Growing travel, freight movements, congestion, and international competition threaten the economic well being of the Upper Midwest States. More congestion, slower freight movement, fragmentation, and economic slow down are the probable outcomes if the threats are not addressed. However, planning for and managing the growth of freight transport are complex issues facing transportation agencies in the region. In an effort to crystallize the issues and generate thought and discussion, eleven white papers were written on important factors that influence freight and public policy. The papers provide the background on specific aspects of freight in the Upper Midwest. As a collection, the papers provide a primer on freight issues and related responses that may form the basis for a regional freight agenda.
The Upper Midwest Freight Corridor Coalition used input from transportation administrators in Ohio, Indiana, Michigan, Wisconsin, Illinois, Minnesota, and Iowa, as well as the provinces of Ontario and Manitoba, along with the Federal Highway Administration and researchers from the University of Wisconsin - Madison, the University of Illinois- Chicago, and the University of Toledo to draft an agenda to help meet the challenge of freight movement and economic vitality within the Upper Midwest. The agenda identifies thirteen priority initiatives to respond to growing freight demand. Data and
technology are needed to support the initiatives outlined in the agenda, and both topics are discussed in subsequent plans. The final report in Volume II is a white paper explaining the importance of transportation to the economic well being of the region.
2011-08-08T14:39:12Z
2011-08-08T14:39:12Z
2007-03
Technical report
OCLC:144513385
TRID:01055171
http://digital.library.wisc.edu/1793/53995
MRUTC;06-09
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/541302018-10-24T10:38:30Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Corrosion protection performance of epoxy-coated reinforcing bars
Pincheira, Jose A.
Aramayo, Anton A.
Kim, Kyu-Sun
Fratta, Dante
Bridge decks
Condition surveys
Corrosion protection
Delamination
Epoxy coatings
Inspection
Laboratory tests
Reinforcing bars
Twin Cities Metropolitan Area (Minnesota)
224 p.
The main purpose of this investigation was to conduct an in-depth study to determine the level of corrosion protection offered by epoxy-coated bars in four bridge decks in the Minneapolis/St. Paul, MN metropolitan area. The bridges studied were built between 1973 and 1978 and all decks had a top mat built with epoxy-coated bars. The bottom mat was epoxy-coated in only one deck whereas black steel was used for the bottom mat in the other bridges. These bridges had been assessed in 1996 and thus, the present study is a follow up investigation to obtain data and assess the field performance of epoxy-coated bars over a period of approximately 30 years. The investigation included field inspection and surveys of the decks, as well as laboratory tests of concrete core and bar samples. After 30 years of service, the overall condition of the epoxy-coated bars is good to very good, with no or modest levels of corrosion activity. In only one bridge, corrosion activity appears to be moderate to severe. The majority of corroded bars were found near joints or at crack locations. The amount of delamination in all decks is very low.
2011-08-22T15:08:47Z
2011-08-22T15:08:47Z
2008-10
Technical Report
TRID:01128390
OCLC:310452417
http://digital.library.wisc.edu/1793/54130
MRUTC;07-08
application/pdf
Minnesota Department of Transportation
oai:minds.wisconsin.edu:1793/540072018-10-24T11:00:21Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Frozen road operation improvements
Bosscher, Peter
Edil, Tuncer
Wisconsin
Computer models
Load limits
Seasonally frozen ground
Thaw
Pavements
110 p.
A research study in 1996-1997, sponsored by the Wisconsin Department of Transportation (WisDOT), was undertaken to develop a computer model to correlate climate and pavement data for the year in progress in order to project when to impose and lift weight restrictions. The research team collected field data relating to weather and road stiffness over two winter-spring periods, which enabled the development of a six-phase computer model integrating weather conditions, heat transfer, roadway stiffness, stress-strain effects, and estimates of pavement damage load (EDL) for a given road 30, 60, 90, or 120 days into the future based on user-supplied average daily temperatures experienced in the year to date. WisDOT?s Bureau of Highway Operations (BOH) used this software, known as UWFROST, during the 1998-1999 and 1999-2000 winter seasons and found the software?s fall freezing and spring thawing projections to be quite accurate for normal winters. Since this study was conducted, additional data have been collected using frost tubes to declare the roads frozen and then unfrozen. Changes in Wisconsin climate have also been noted which will affect the model. More data have been collected at the national level, which relates pavement material moduli to temperature. All of the data needs to be integrated into an updated version of the model. However, the project investigator, Peter J. Bosscher, passed away unexpectedly and a search through his records indicated that he was the only one who could make changes to UWFROST since he created it alone. Certain materials related to the project have been extracted from his files and are presented in this report as Appendix A - frozen road declaration history and Appendix B - ground truth information (frost tube data).
2011-08-08T15:43:36Z
2011-08-08T15:43:36Z
2009-05
Technical Report
TRID: 01138545
http://digital.library.wisc.edu/1793/54007
MRUTC;07-04
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/68752018-10-24T09:37:21Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Twin ports intermodal freight terminal study: evaluation of shipper requirements and potential cargo required to establish a rail-truck-marine intermodal terminal in the twin ports of Superior, Wisconsin and Duluth, Minnesota
Eger, Robert J.
Stewart, Richard
Harder, Frank
Ogard, Libby
Feeder services
Duluth (Minnesota)
Shipping
Freight forwarders
Railroad yards
Surveys
Roll on roll off shipping
Superior (Wisconsin)
Intermodal terminals
Commodity flows
Shipper demand
160 p.
This study examines the potential for an intermodal freight terminal in the metropolitan area of
Duluth, MN and Superior, WI (Twin Ports). The geographic regions in the US and Canada are
assessed for potential intermodal cargo. Operating intermodal terminals in comparable statistical
metropolitan areas are examined and key success factors derived. Major shippers in the region are
surveyed to determine freight volume, shipper requirements, and destinations of inbound and
outbound freight. Intermodal Marketing Companies and other third party providers are surveyed.
Reebie (Transearch) freight flow data between sixty-six Business Economic Areas (BEAs) and the
Twin Ports are analyzed for freight volume by mode, destinations, lanes and load balance. The
establishment of a Roll-On/Roll-Off (RO/RO) marine service with Thunder Bay, Ontario is examined
as a feeder for an intermodal terminal. Operating rail yards in the Twin Ports are cataloged and
evaluated as potential intermodal terminals. An overall determination of the Twin Port's suitability as
an intermodal terminal is presented.
US Department of Transportation
2007-01-10T14:44:01Z
2007-01-10T14:44:01Z
2003-07
Technical Report
OCLC:52803939
TRID:01018737
http://digital.library.wisc.edu/1793/6875
en_US
MRUTC;02-06
8408754 bytes
application/pdf
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/69052018-10-24T09:00:14Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Long range deployment of ITS strategies : concept definition
Horowitz, Alan J.
Duarte, Juan
Cross, Andrew
Dynamic travel forecasting model
Incident management
Intelligent transportation systems
Long range planning
Traffic engineering
Transportation planning
103 p.
This report deals with the issue of how ITS (Intelligent Transportation Systems) strategies and technologies should be implemented over a long period of time (e.g., 10 to 20 years). Many strategies can be identified that have long-range implications, and a few of these strategies are particularly relevant to deployments in the US Midwest. Described are eight classes of traffic engineering and transportation planning software that show at least some promise for forecasting the benefits of ITS deployments. Reviews are given for four exemplary packages so that an assessment can be made about the advantages and disadvantages of existing analytical tools. The state of the practice of strategic (short-range) ITS deployment is also reviewed. Information drawn from a variety of agency reports reveals that a unified procedure for strategic ITS planning can be developed and may be amended for long-range ITS planning. However, to properly amend strategic ITS planning for long-range deployments, it is necessary to have substantially upgraded analysis tools. This report recommends the development of a dynamic travel forecasting model (DTFM) for this purpose. A prototype DTFM is shown to be able to optimize the long-range deployment of incident management. Factors needing special consideration when performing long-range ITS deployments include (1) developing appropriate scenarios and alternatives; (2) establishing a good staging process; (3) optimizing the use of assets; (4) involving
stakeholder input at the appropriate times in the process; (5) recognizing randomness in the traffic system; and (6) properly accounting for changing technology.
U.S. Department of Transportation--Research and Special Programs Administration ; Federal Highway Administration ; Wisconsin Department of Transportation ; University of Wisconsin-Milwakuee ; University of Wisconsin-Madison ; Contract no. DTRS 99-G-0005
2007-01-10T14:47:35Z
2007-01-10T14:47:35Z
2003-02-28
Technical Report
TRIS:00941347
OCLC:51917521
http://www.mrutc.org/research/0204/ITSLongRangeDeployment1.pdf
http://digital.library.wisc.edu/1793/6905
en_US
MRUTC
02-04
2399992 bytes
application/pdf
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/534252018-10-24T10:43:38Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Optimal and near-optimal resource allocation for transportation infrastructure protection
Gupta, Ashish
Bharghava, Pranay
Bier, Vicki
Game theory
Risk analysis
Resource allocation
Infrastructure
Security
104 p.
The work proposed here will explore applications of game theory, optimization, and demonstrably near-optimal heuristics to modeling defense against security threats to networked transportation systems and to help in identifying optimal strategies for allocating resources among various possible defensive investments. The novel feature of the approach adopted here is the combined use of risk analysis methods with game theory and optimization methods to study management of intentional threats to networked transportation systems. The intent is to provide qualitative guidelines for optimal investment of resources to manage intentional threats to such systems. By contrast, much of the literature on security to date has not considered complex networked systems, often focusing on individual targets viewed as being independent of each other. Thus, we propose to extend and adapt the existing body of game-theoretic work on security to apply it to networked systems with complex series/parallel structures, which have not yet been addressed extensively in the literature. The results of this project will yield insights into the optimal defensive investments in networked transportation systems that yield the best tradeoff between the cost of the investments and the security of the resulting system.
2011-06-15T20:05:37Z
2011-06-15T20:05:37Z
2009-06
Technical Report
TRID:01211175
http://digital.library.wisc.edu/1793/53425
MRUTC;04-05
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/69662018-10-24T09:02:29Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
System management and monitoring : temporal evaluation of freeway management systems
Coifman, Benjamin
Redmill, Keith
Merry, Carolyn
Freeway management systems
Traffic measurement
Traffic surveillance
33 p.
Virtually every major metropolitan area in the US has a traffic monitoring system to help increase traffic throughput, decrease the number of accidents, decrease the time required to clear incidents that disrupt flow, and provide travelers information. Almost all of these systems are myopic, focusing strictly on current conditions. Yet the data collected by the sensors can
provide considerable information when viewed over time. The goal of this study is to investigate and demonstrate several applications that employ traffic monitoring system data over time to show the added benefit of the given system. Many of these tools have been demonstrated in real time using data from the Columbus Metropolitan Freeway Management System (CMFMS), the intelligent freeway management system in the greater Columbus, Ohio area.
U.S. Department of Transportation -- Research and Special Programs Administration; Wisconsin Department of Transportation; University of Wisconsin-Madison; Ohio State University; DTRS 99-G-0005
2007-01-30T16:24:08Z
2007-01-30T16:24:08Z
2005-02
Technical Report
OCLC:62278090
TRIS:01015045
http://www.mrutc.org/research/0402/index.htm
http://digital.library.wisc.edu/1793/6966
en_US
MRUTC
04-02
187344 bytes
8919021 bytes
application/pdf
application/pdf
application/pdf
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/68952018-10-24T09:00:12Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Evaluation of transportation organization outsourcing : decision making criteria for outsourcing opportunities
Eger, Robert J.
Knudson, Deborah A.
Marlowe, Justin
Ogard, Libby
Case studies
Contracting out
Decision making
Outsourcing
Private enterprise
Resource allocation
State departments of transportation
Surveys
88 p.
This study has primarily two objectives. First, using a series of case studies and survey research, it provides a comprehensive overview of transportation outsourcing practices in a variety of public and private sector organizations. The results of these case studies show that public sector organizations, particularly state departments of transportation, identify many of the same costs, benefits, challenges, and risks associated with outsourcing as their private sector counterparts. In light of these findings, this study then translates the private sector’s extensive outsourcing experience into a “scorecard” designed to serve as a decision making tool for administrators to identify services that have the potential for successful outsourcing.
U.S. Department of Transportation--Research and Special Programs Administration ; Federal Highway Administration ; Wisconsin Department of Transportation ; University of Wisconsin-Milwaukee ; University of Wisconsin-Madison ; Contract no. DTRS 99-G-0005 ; Project #0092-01-10
2007-01-10T14:46:44Z
2007-01-10T14:46:44Z
2002-10-31
Technical Report
OCLC:51276948
TRIS:00938162
http://www.mrutc.org/research/0103/report0103.pdf
http://digital.library.wisc.edu/1793/6895
en_US
MRUTC
01-03 (2002)
317712 bytes
application/pdf
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/539972018-10-24T13:44:05Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Compass 2005 data analysis and reporting
Adams, Teresa M.
Juni, Emil
Highway maintenance
Winter maintenance
Bridges
Data analysis
Road shoulders
Pavements
Trend (Statistics)
Wisconsin
Traffic signs
82 p.
This report is intended for operations managers in WisDOT and partner organizations. It is issued annually to provide information on the condition of Wisconsin's State highways. The first section of this report is an executive overview and has been issued in a slightly condensed version to executive managers in WisDOT. Both documents are available on the Compass website. The information in these reports is being used to help understand trends and conditions, prioritize resources, and set target future condition levels for our highway system. As more information is gathered, it will also be used to illustrate and understand the consequences of funding and policy shifts, and to demonstrate accountability to decision-makers at WIsDOT and the legislature. Please consider the information not contained in this report when using it to make decisions. This report includes measures of bridges, traveled way, shoulders, drainage, roadside, selected traffic devices, and selected aspects of winter. It does not include measures of preventive maintenance, operational services (like traveler information and incident management), or electrified traffic assets (like signals and lighting).
2011-08-08T14:46:45Z
2011-08-08T14:46:45Z
2006-07
Technical Report
OCLC:642891984
http://digital.library.wisc.edu/1793/53997
MRUTC;06-10
application/pdf
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/68672018-10-24T09:01:02Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Long Range Development of ITS Strategies: Concept Definition
Horowitz, Alan J.
Duarte, Juan
Cross, Andrew
ITS
Intelligent Transportation Systems
Long-range
development
optimization
This report deals with the issue of how ITS (Intelligent Transportation Systems) strategies and technologies should be implemented over a
long period of time (e.g., 10 to 20 years). Many strategies can be identified that have long-range implications, and a few of these strategies are
particularly relevant to deployments in the US Midwest. Described are eight classes of traffic engineering and transportation planning
software that show at least some promise for forecasting the benefits of ITS deployments. Reviews are given for four exemplary packages so
that an assessment can be made about the advantages and disadvantages of existing analytical tools. The state of the practice of strategic
(short-range) ITS deployment is also reviewed. Information drawn from a variety of agency reports reveals that a unified procedure for
strategic ITS planning can be developed and may be amended for long-range ITS planning. However, to properly amend strategic ITS
planning for long-range deployments, it is necessary to have substantially upgraded analysis tools. This report recommends the development
of a dynamic travel forecasting model (DTFM) for this purpose. A prototype DTFM is shown to be able to optimize the long-range
deployment of incident management. Factors needing special consideration when performing long-range ITS deployments include (1)
developing appropriate scenarios and alternatives; (2) establishing a good staging process; (3) optimizing the use of assets; (4) involving
stakeholder input at the appropriate times in the process; (5) recognizing randomness in the traffic system; and (6) properly accounting for
changing technology.
US Department of Transportation
2007-01-10T14:42:30Z
2007-01-10T14:42:30Z
2007-01-10T14:42:30Z
Article
http://digital.library.wisc.edu/1793/6867
en_US
2399992 bytes
application/pdf
application/pdf
oai:minds.wisconsin.edu:1793/541402018-10-24T10:39:39Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
A systematic process for using federal aid to support bridge preventive maintenance
Adams, Teresa M.
Pincheira, Jose A.
Kang, Myungook
Asset management
Bridge maintenance
Preventive maintenance
Highway bridges
Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
SAFETEA-LU
Service life
36 p.
Preventive maintenance (PM) is recognized as a cost?effective way to preserve the investment in and service life of highway bridges. State agencies, including Wisconsin, are performing bridge PM projects. SAFETEA-LU 23 U.S.C. 144(d) made States eligible to use Federal Highway Bridge Program (HBP) funds to support bridge preventive maintenance provided they demonstrate a systematic process for the PM program. Each State is to work with their Federal Highway Administration (FHWA) Division Office to document and approve the systematic process. Some State?s applications are successful and others are not. This report discusses concepts and essential characteristics of a systematic process for bridge PM with examples. The information presented herein was prepared based upon conversations with the FHWA Offices of Asset Management and Bridge Technology and by review of documents describing the successfully approved bridge PM programs of eight State transportation agencies. To assist the Wisconsin Department of Transportation (WisDOT) and other State agencies, examples from several States are organized into a template for preparing a bridge PM plan that includes the essential features of a systematic process. The results are expected to help State agencies understand and apply the concepts when establishing bridge PM programs and prepare proposals to obtain approval to use HBP funds for bridge preventive maintenance projects.
2011-08-22T16:05:54Z
2011-08-22T16:05:54Z
2008-11
Technical Report
TRID:01118756
OCLC:300289603
http://digital.library.wisc.edu/1793/54140
MRUTC;07-14
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/541422018-10-24T10:38:28Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Use of trenchless technologies for a comprehensive asset management of culverts and drainage structures
Salem, Sam
Najafi, Mohammad
Salman, Baris
Calderon, Diego
Patil, Rahul
Bhattachar, Deepak
Asset management
Culverts
Drainage structures
Decision support systems
Trenchless technology
Repairing
Inspection
Surveys
171 p.
Due to an aging and rapidly deteriorating transportation infrastructure, agencies are facing the challenge of making quick and reliable decisions regarding the repair and renewal of their assets. While comprehensive asset management strategies have been developed for the visible components of the highway system, such as bridges and pavement, culverts and drainage structures are often neglected. The investigators recently completed an MRUTC project in which they have investigated the current culvert asset management practices of transportation agencies and also developed the inventory and inspection protocols necessary for establishing an effective culvert asset management program. This study builds upon the findings of the previous research project and focuses on the application of trenchless technologies for inspection, construction, repair and renewal of culverts. A literature search, a survey of departments of transportation and a survey of technology providers have been conducted to identify and characterize trenchless technology methods used for buried pipes. The limitations of trenchless technologies in terms of applicability to culverts are investigated. Steps of establishing a comprehensive culvert asset management strategy are identified. Based upon the findings a decision support system is developed which will help the decision makers identify the optimum repair/renewal procedures as a function of the condition of the culvert.
2011-08-22T16:12:37Z
2011-08-22T16:12:37Z
2008-08
Technical Report
TRID:01123007
OCLC:310974705
http://digital.library.wisc.edu/1793/54142
MRUTC;07-15
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/540052018-10-24T10:58:01Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
An evaluation of the business attraction module in Montana's highway economic analysis tool
Zhu, Yi
Jin, Xia
Horowitz, Alan J.
Employment
Economic development
Evaluation and assessment
Highway Economic Analysis Tool (HEAT)
Economic forecasting
Economic benefits
Accessibility
37 p.
Montana's Highway Economic Analysis Tool (HEAT) was created to forecast the economic benefits of highways projects, including possible growth in employment. Of particular interest is the business attraction module in HEAT, which estimates the direct employment gains within counties by many industrial sectors owing to improvements in accessibility. This study investigates the transferability of HEAT to other locales by implementing essential aspects of HEAT's business attraction module for five candidate highway projects in Wisconsin. HEAT's business attraction module gives plausible results, but the impacts of these five candidate highway projects were each estimated to be very small. HEAT's business attraction module, for the most part, uses readily-available national data, so any agency with access to a statewide travel forecasting model could implement a similar economic forecast.
2011-08-08T15:38:07Z
2011-08-08T15:38:07Z
2007-11
Technical Report
TRID: 01088304
OCLC: 212747941
http://digital.library.wisc.edu/1793/54005
MRUTC;07-03
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/535232018-10-24T14:03:59Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
A regional traffic simulation/assignment model for evaluation of transit performance and asset utilization: time dependent multimodal and intermodal assignment models
Chang, Elaine
Ziliaskopoulos, Anthanasios
Algorithms
Intermodal transportation
Dynamic traffic assignment
Bus transit
Asset management
Traffic simulation
Traffic equilibrium
Traffic flow
136 p.
This report presents three approaches to modeling multimodal and intermodal transportation network problems for evaluation of transit performance and asset management. The first approach is an automobile assignment-based multimodal approach, which captures bus movements in the simulator, but assigns only automobile trips to shortest paths under the assumption that the mode split is fixed. For this model, an inner assignment dynamic user equilibrium (IADUE) assignment algorithm was developed to replace the method of successive averages (MSA). Whereas the MSA approach, which has been the state of the art in simulation-based assignment models, assigns vehicles to paths probabilistically, the IADUE approach systematically searches for the equilibrium assignment. Next, a person assignment-based intermodal approach is presented such that mode and path choices are modeled as simultaneous decisions. This approach uses the same multimodal car and bus simulator as in the vehicle assignment approach, and also uses the IADUE algorithm to determine the equilibrium path assignment; however, instead of automobile-only shortest paths, intermodal least cost paths are calculated at each iteration. Third, an integer linear programming formulation of the system optimal intermodal assignment model is presented. Computational results are presented for all three models.
2011-07-01T14:03:59Z
2011-07-01T14:03:59Z
2004-02
Technical Report
OCLC: 56195691
TRID: 00977134
http://digital.library.wisc.edu/1793/53523
MRUTC;03-03
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/553482018-10-24T15:17:53Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202oai:minds.wisconsin.edu:1793/68972018-10-24T13:07:19Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Infrastructure management decision-making with condition data generated by remote sensors: a time series framework
Durango-Cohen, Pablo
Tadepalli, Naveen
Pavements
Remote sensing
Decision making
Data collection
Bridges
Maintenance
Real time data processing
37 p.
Recent developments in remote sensing and communications technologies allow agencies to install sensors within infrastructure facilities, such as
pavement segments and bridges in order to collect condition-related data in real-time. In theory, such data can be processed, analyzed and displayed
on-line as a key component for maintenance, and repair decision-making. The reality facing public works agencies that have adopted these
technologies is that vast amounts of data related to the structural and functional condition of infrastructure are accumulated, but not used to address
management needs. The research presented herein, therefore, is to develop methodological tools to support the management of transportation
infrastructure systems given recent developments in facility-condition data collection technologies. In particular, the objectives of this research study
are to develop tools that will allow agencies to process and exploit the data to support IM\&R decision-making, and to provide a framework to
evaluate different strategies for deploying sensing technologies.
US Department of Transportation
2007-01-10T14:46:52Z
2007-01-10T14:46:52Z
2004-08
Technical Report
OCLC:56978598
TRID:00982168
http://digital.library.wisc.edu/1793/6897
en_US
MRUTC;04-03
300581 bytes
application/pdf
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/68832018-10-24T10:04:38Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Best practices for linking strategic goals to resource allocation and implementation decisions
Morreale, Alicia
Berner, Jane
Ogard, Libby
Pal, Shaumik
Pagano, Anthony
Schermann, Jon
McNeil, Sue
Asset management
Resource allocation
Strategic goals
271 p.
The research described in this report assembles a set of tools based on experiences and best practices in a diverse set of states for linking strategic
goals to resource allocation and implementation decisions using aspects of asset management. A survey of practices in each of the state DOTs that
explores documents and synthesizes both strategic planning processes and asset management was conducted. With input from an expert advisory
panel, five states were for detailed analysis. These are Florida, Maryland, Michigan, Montana and Pennsylvania. Each of the states was visited by a
project team that spent two days on site. Information on the strategic planning and asset management process was obtained through personal
interviews with DOT officials and the acquisition of materials describing these processes. Based on detailed documentation of the practices in each
of these states, a synthesis of best practice of strategic planning, asset management and the linkage between the two was developed. A model process
for linking asset management to strategic planning is then developed. The model process that results does not represent any particular state, but
incorporates elements from all five states. This model process can provide useful guidance to states interested in augmenting their existing processes.
US Department of Transportation
2007-01-10T14:44:56Z
2007-01-10T14:44:56Z
2004-03
Technical Report
OCLC:56321797
TRID:00977133
http://digital.library.wisc.edu/1793/6883
en_US
MRUTC;05-03
3841581 bytes
application/pdf
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/69012018-10-24T10:04:37Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Synthesis of national efforts in transportation asset management
Wittwer, Ernie F.
Obermann, Bill
Bittner, Jason
Strategic planning
Asset management
Research
Cooperation
Information dissemination
Interdisciplinary studies
78 p.
In the Fall of 2001, the Midwest Regional University Transportation Center (University of
Wisconsin, Madison) conducted a survey of national efforts in Transportation Asset Management.
The organizations and efforts described herein are for illustrative purposes only and the survey
was not intended to be comprehensive. The results show a wide breadth of interest and research
in the area of transportation infrastructure management, which is generally not apparent to many
who are new to this field.
Therefore, the report is intended to target a general audience that is interested in Asset
Management and how various organizations are approaching the concept. Transportation
professionals, officials, and researchers who are relatively unfamiliar with this area of infrastructure
management may find this report helpful by introducing them to various past and present efforts.
University of Wisconsin
2007-01-10T14:47:13Z
2007-01-10T14:47:13Z
2002-05
Technical Report
OCLC:50040229
TRID:00930027
http://digital.library.wisc.edu/1793/6901
en_US
MRUTC;01-01
343920 bytes
application/pdf
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/539132018-10-25T08:32:48Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Use of functional silos to optimize agency decision making
MacGillivray, C. Ian
Burke, Neil
Smadi, Omar G.
Maze, Thomas H.
Asset management
Case studies
State departments of transportation
Decision making
Resource allocation
101 p.
The purpose of the project was to document how agencies make positive use of functional silos and then efficiently allocate resources across them. Functional silos are considered to be any group of expertise within a transportation organization that focuses on one area of expertise. Often, different functional silos compete for agency resources. Functional silos impact their agency positively by allowing members to accumulate expertise in the area of the silo. On the other hand, silos can have a negative impact on resource allocation. The solution to efficient resource allocation is bridging the silos and making overall decisions that offer the most satisfactory solutions globally. Case studies are presented for the Maryland Department of Transportation, Ohio Department of Transportation, and Florida Department of Transportation.
2011-07-27T19:40:36Z
2011-07-27T19:40:36Z
2008-02
Technical Report
TRID:01105375
OCLC:244292691
http://digital.library.wisc.edu/1793/53913
MRUTC;05-05
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/69622018-10-24T09:02:28Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Transportation asset management for local government agencies : threshold levels and best practice guide
Bernardin, Vincent Jr.
Durango-Cohen, Pablo
Czepiel, Edward
Asset management
Best practices
City government
County government
Local government agencies
125 p.
The Federal Highway Administration defines transportation asset management as "a systematic process of operating, maintaining, and upgrading infrastructure cost-effectively." The objective of this report is to help county and municipal-level agencies implement transportation asset management techniques. The report represents a synthesis of the current literature on asset management relevant to local governments as well as a significant contribution to the subject. The report represents an important reference and resource for local government agencies and functions as a synthesis by (1) reviewing and re-presenting the concepts, strategies and tools of asset management, (2) identifying other important transportation asset management references and resources for local agencies, and (3) documenting the
successful implementation of asset management techniques by local governments. The report makes important new contributions to the field by (4) identifying strategies, such as coordinated maintenance and group purchasing, particularly important for asset management at the local level, (5) reviewing commercially available software tools, (6) recommending standards of practice for agencies of various sizes, and (7) identifying future work important to advancing the state of the practice of asset management at the local government level. The report was based upon an extensive review of both the academic and professional literature, including online/web resources; a review and metaanalysis of surveys of local agencies on the topic of transportation asset management supplemented by a new, limited survey; a survey of software vendors providing asset management software to county and municipal governments; and the input of practitioners and experts in the field.
U.S. Department of Transportation--Research and Special Programs Administration ; Wisconsin Department of Transportation ; University of Wisconsin-Madison ; Northwestern University ; DTRS 99-G-0005
2007-01-30T16:23:16Z
2007-01-30T16:23:16Z
2006-05
Technical Report
OCLC:70916073
TRIS:01033218
http://www.mrutc.org/research/0501/
http://digital.library.wisc.edu/1793/6962
en_US
MRUTC
05-01
878165 bytes
application/pdf
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/539172018-10-25T08:32:59Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Guidelines for benefit-cost analysis of bicycle facilities: refining methods for estimating the effect of bicycle infrastructure on use and property values
Thompson, Kristen
Barnes, Gary
Krizek, Kevin J.
Poindexter, Gavin
Minneapolis, Minnesota
St. Paul, Minnesota
Transportation investment
Infrastructure
Online training
Case studies
Bicycle accidents
Bicycle facilities
Benefit cost analysis
57 p.
Following the passage of the Intermodal Surface Transportation Equity Act (ISTEA) in 1991, many communities began building and/or expanding their bicycle networks. With the increase in investment in bicycle facilities comes a need to measure the impact of the investments. This report expands on how these measurements can be done through case studies based on the Twin cities. It is a compilation of studies related to estimating the effects of bicycle infrastructure on the community around the infrastructure and is a continuation of previous work that was included in the National Cooperative Highway Research Program (NCHRP) Report 552 "Guidelines for Analysis of Investments in Bicycle Facilities". The work is divided into four main parts: (1) the relationship between bicycle facilities and rates of bicycling, (2) the impact of establishing bicycle facilities on residential on residential property values, (3) the effect of building a bicycle facility on the number of bicycle crashes in the area, and (4) the impact of the Midtown Greenway on the surrounding community. In addition, the report also describes the use and refinement of a online tool for Benefit-Cost Analysis of Bicycle Facilities. The tool was created as part of the NCHRP project, and was recently used as part of graduate planning and civil engineering course. Included in this report is the findings of the research, and feedback from the students regarding the on-line tool. The on-line tool can be found at http://www.bicyclinginfo.org/bikecost/.
2011-07-27T19:56:55Z
2011-07-27T19:56:55Z
2007-06
Technical Report
TRID:01055745
OCLC:154246132
http://digital.library.wisc.edu/1793/53917
MRUTC;06-07
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/69892018-10-24T09:01:01Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Upper Midwest freight corridor study
Gupta, Jiwan
Kawamura, Kazuya
Wittwer, Ernie F.
McNeil, Sue
Vonderembse, Mark
Lindquist, Peter
Bittner, Jason
Adams, Teresa M.
Gordon, Travis J.
Travel demand
Trucking
Airport capacity
Railroads
Freight transportation
Highway capacity
Reliability
Highways
Water transportation
Transportation corridors
State departments of transportation
Regional transportation
233 p.
This study was undertaken in order to establish a regional approach to improving freight transportation through the Upper Midwest corridor. Improving freight flows through the region can improve reliability and enhance competitiveness. This study examines several aspects of regional freight transportation including, capacity, performance measures, administrative issues, demand/usage and best practices. The project was funded by, six states in the region, through their Departments of Transportation, have contributed to a pooled fund to finance the majority of the work. These states include Illinois, Indiana, Iowa, Minnesota, Ohio, and Wisconsin.
U.S. Department of Transportation; Federal Highway Administration; Ohio Department of Transportation; University of Wisconsin--Madison; University of Toledo; University of Illinois--Chicago; SJN 134148
2007-02-01T22:47:29Z
2007-02-01T22:47:29Z
2005-03-31
Technical Report
TRIS:01001008
OCLC:60326808
http://digital.library.wisc.edu/1793/6989
http://www.uppermidwestfreight.org/
en_US
MRUTC
FHWA/OH 2005-01
04-06
20252B
13546325 bytes
application/pdf
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/69112018-10-24T10:10:16Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Evaluation of near-transportation private sector asset management practices
Pal, Shaumik
McNeil, Sue
Sriraj, P.S.
Railroads
State departments of transportation
Shipping
Energy
Airlines
Case studies
Private enterprise
Asset management
102 p.
The focus of the transportation industry, both in the public and private sectors, has slowly been changing from
construction and expansion to that of preservation because of various factors. The private sector industries have made
strides in asset management that would be beneficial to the public sector. The purpose of this research is to identify
private sector asset management principles and concepts that could form an integral part of any asset management
program employed by state transportation agencies, public sector entities, and especially the state DOT's.
The core of this report consists of an overview of case studies in asset management in the private sector. Based on the
synthesis of case studies "lessons learned" are identified. This analysis was completed by carefully examining the asset
management practices of seven private sector companies in the infrastructure industry. Included are case studies from
two railroads, two airlines, two energy companies and one shipping company. The case studies highlighted the need for
communication, tools and education, and an information technology foundation from which asset management can be
practiced effectively.
US Department of Transportation
2007-01-10T14:48:05Z
2007-01-10T14:48:05Z
2002-11
Technical Report
OCLC:51276947
TRID:00938163
http://digital.library.wisc.edu/1793/6911
en_US
MRUTC;01-02
522277 bytes
application/pdf
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/540002018-10-24T13:44:04Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Development of a regional pavement performance database for the AASHTO mechanistic-empirical pavement design guide
Bahia, Hussain
Kesiraju, Swetha
Adams, Teresa M.
Pavement design
Rigid pavements
American Association of State Highway and Transportation Officials (AASHTO)
Calibration
Sensitivity analysis
Mechanistic-Empirical Pavement Design Guide
Pavement performance
Flexible pavements
Pt.1: Sensitivity analysis
Pt.2: Validations and local calibration
Optimization of transportation facilities for capacity and pavement condition could be achieved with mechanistic analysis of pavement structures. This report is focused on using the American Association of State Highway and Transportation Officials (AASHTO) M-E Design Guide (MEPDG) to show the results of quantitative sensitivity analyses of typical pavement structures (rigid and flexible pavements) to highlight the main factors that affect pavement performance in terms of critical distresses and smoothness. The sensitivity analyses were conducted using the Mechanistic-Empirical Pavement Design Guide software (version 8.1). Pavement performance included specifically faulting, transverse cracking, and smoothness for rigid pavements. It also included smoothness, longitudinal cracking, alligator cracking, transverse cracking, and permanent deformation for flexible pavements. The input parameters that were varied included traffic variables [Average Annual Daily Truck Traffic (AADTT), speed, and wander] and pavement structure for selected rigid and flexible pavements. In addition, the binder grade was varied for the flexible pavements. Based on the sensitivity results, the input parameters were ranked and categorized from those to which pavement performance is most sensitive to least sensitive (or insensitive). The ranking should help pavement designers identify the level of importance for each input parameter and also identify the input parameters that can be modified to satisfy the predetermined pavement performance criteria. It is expected that ranking could also help planners to determine how traffic of heavy vehicles could be directed to enhance the service life of various sections of pavement network and to develop better maintenance strategies.
This project identified two important calibration factors for a Midwest implementation of the Mechanistic-Empirical Pavement Design Guide (M-E PDG). The calibration factors are for the fatigue damage model in flexible pavements in Wisconsin. Pavement performance data was collected from Michigan, Ohio, Iowa and Wisconsin state transportation agencies using uniform data structures as spreadsheet templates specifically designed to manage the calibration data. Spreadsheets were developed for both flexible and rigid pavements. Calibration factors were derived by minimizing differences between observed and predicted pavement performance. The gathering of data required for calibration is labor intensive because the data resides in various and incongruent data sets. Furthermore, some pavement performance observations include temporary effects of maintenance and those observations must be removed through a tedious data cleaning process. The scope of calibration factors are limited by these data impediments. For each state, the observed and predicted performances are compared for both flexible and rigid pavements. The predicted performance is computed using default and derived calibration factors. The project includes a case study design as an example for quantifying the benefits of the M-E PDG.
2011-08-08T14:58:43Z
2011-08-08T14:58:43Z
2007-05
Technical Report
TRID:Pt.2 01053621
TRID:Pt.1 01053579
OCLC:143669718
http://digital.library.wisc.edu/1793/54000
MRUTC;07-01
application/pdf
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/547312018-10-24T10:32:50Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Library connectivity pooled fund administrative and marketing services
Bittner, Jason
Information services
Knowledge
Libraries
26 p.
This report details the activities of a small portion of the Library Connectivity Pooled Fund. It builds upon the 2007 Interim report and that served as a record of the formation, major activities and accomplishments of the Transportation Library Connectivity pooled fund study, TPF-5(105), from its launch in October 2004 through its third annual meeting in September 2007. Two subsequent cycles of the Library Connectivity Pooled Fund have produced other documents. State DOTs, 600 transit agencies and nearly 400 metropolitan planning organizations generate a staggering amount of valuable research, yet the transportation sector lacks a systematic approach to effectively manage this information. The Transportation Library Connectivity pooled fund study was formed against the backdrop of this information challenge.
For more information on the Pooled Fund Study, please refer to www.libraryconnectivity.org. This website is currently sponsored by the second generation pooled fund, TPF-5(237) but selected archived material from TPF-5(105) is available on the site at http://libraryconnectivity.org/archive/index.html.
2011-10-26T19:17:08Z
2011-10-26T19:17:08Z
2011-08
Technical Report
http://digital.library.wisc.edu/1793/54731
MRUTC;06-11
application/pdf
National Center for Freight and Infrastructure Research and Education (CFIRE)
oai:minds.wisconsin.edu:1793/541342018-10-24T13:40:03Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Database development for an HMA pavement performance analysis system
Schmitt, Robert
Owusu-Ababio, Samuel
Denn, Kevin D.
Pavement management systems
Pavement performance
Analysis of variance
Asphalt pavements
Databases
Geographic information systems
Statistical analysis
Mathematical models
Data integration
Wisconsin
55 p.
The primary purpose of this report was to develop a database template, using the existing Wisconsin Department of Transportation (DOT) pavement management system, from which to perform pavement performance analysis using design, construction, and performance data for hot-mix asphalt (HMA) pavements. A second purpose was to investigate appropriate numerical or statistical methods that have the potential of quantifying and establishing relationships between design, construction, and performance data. A series of tasks was conducted including a review of literature, review of Wisconsin DOT databases, database integration with emphasis on performance modeling, and recommended approaches for performance modeling. The literature review found that data types collected for performance evaluation and modeling vary among agencies depending on needs, but the most common types include inventory, condition, traffic volume, and maintenance and rehabilitation. Common referencing systems between various data collection systems can facilitate data integration for pavement performance modeling; however, a major barrier for achieving full data integration is lack of common referencing systems compounded by the use of different data formats. To that end, Geographic Information System (GIS) was identified as an effective tool for data integration among various divisions within an organization. Several Wisconsin DOT databases applicable to performance modeling for HMA pavements were reviewed for primary data categories including construction, design, traffic, and performance. Semantic discrepancies among databases that impede integration were summarized, then recommendations were identified to enable simple or complex queries to relate data residing in the different databases. A GIS-based database integration was recommended using similar Wisconsin DOT GIS practices. A loose coupling approach, involving the transfer of data files between the GIS and other programs, was demonstrated using screen snapshots. Then, the integrated data were prepared for export into a statistical analysis package and the results imported back to the GIS for data visualization or display. Several statistical analysis methods to develop performance models were provided, along with reference examples for ANOVA (analysis of variance), comparison of means, and regression models. Currently there is an on-going research study with estimated completion in 2008, NCHRP Project 9-22, Beta Testing and Validation of HMA PRS, that will develop software capable of developing pavement performance models.
2011-08-22T15:29:36Z
2011-08-22T15:29:36Z
2008-04
Technical Report
TRID:01101655
OCLC:232570550
http://digital.library.wisc.edu/1793/54134
MRUTC;07-11
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/530792018-10-24T10:30:29Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Synthesis of best practices for the development of an integrated data and information management approach
Lazimy, Raphael
Adams, Teresa M.
Decision making
Performance measurement
Wisconsin Department of Transportation
Ohio Department of Transportation
Michigan Department of Transportation
Metrics (Quantitative assessment)
Information management
Data integration
Case studies
Asset management
105 p.
State transportation agencies deal with numerous technical and organizational challenges in building integrated data and information systems to provide high-quality information for supporting analysis, control and decision making in asset management. There is a need to identify the approaches that work and to develop guidelines for agencies working to achieve data integration. This project seeks to identify relevant metrics for performance measurement and the underlying factors and best practices that contribute to successful approaches. The research was comprised of six tasks: literature review; design of data collection instruments; pilot testing of data collection instruments; collection of data - interviews; identification and analysis of key success factors, best practices, and performance measures; and preparation of the guidelines document. Comprehensive case studies on data integration issues and best practices regarding asset management and information systems development were conducted on the Wisconsin, Michigan and Ohio Departments of Transportation. All data integration efforts must be business driven. Without a business imperative for investing in systems development, there is no incentive for people to learn or implement the new system. Successful development of asset management systems require constant involvement of both business and technology people and a great deal of communication with both end users and users of the business systems being integrated.
2011-05-26T18:44:09Z
2011-05-26T18:44:09Z
2008-09
Technical Report
TRID: 01126878
OCLC: 404166301
http://digital.library.wisc.edu/1793/53079
MRUTC;03-02
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/540132018-10-24T13:44:04Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Activity-based travel-demand analysis for metropolitan areas in Texas: CEMDAP models, framework, software architecture and application results
Sener, Ipek N.
Bhat, Chandra R.
Copperman, Rachel
Srinivasan, Sivaramakrishnan
Guo, Jessica Y.
Pinjari, Abdul
Eluru, Naveen
Level of service
Dallas-Fort Worth metropolitan area
Households
Travel demand
Decision making
Transportation planning
Activity choices
Mode choice
Trip generation
Simulation
210 p.
This report describes the modeling and software enhancements of the earlier version of CEMDAP (the activity-travel simulator that simulates the detailed activity-travel patterns of the population), and presents the application results for the Dallas-Fort Worth region.
2011-08-08T16:01:40Z
2011-08-08T16:01:40Z
2006-10
Technical Report
TRID: 00970609
OCLC: 86076730
http://digital.library.wisc.edu/1793/54013
MRUTC;07-07
application/pdf
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/541832018-10-24T10:29:20Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Risk misallocation on highway transportation projects
Hanna, Awad
Blasier, Kelly
Bids
Risk analysis
Risk allocation
Contractors
State departments of transportation
Risk management
Subcontractors
Competitive bidding
83 p.
Unfortunately, on the most common ways to avoid risk in the highway construction industry today is by allocating it elsewhere. Risk is constantly passed around and usually to parties who are not in the best position to take on those risks. Unanticipated issues or perils are inherent in the construction industry and therefore, they will never be eliminated completely. This is why there is a need for further research into risk management and allocation to help parties bear risks in a more appropriate manner.
The first part of this research is focused on identifying the risks that are most often misallocated in the highway construction industry today. A survey was taken of contractors and DOT employees to find out what they considered the most commonly misallocated risks. Once identified, the top risks were investigated further in order to determine how those issues are currently being treated. Using past court cases, state standard specifications, and DOT claims documents, legal consideration flow charts were created. These flow charts are designed to allow parties to a contract better understand how risks are treated in most situations. The goal is that the information in these charts will help to better allocate risk up front rather than trying to deal with difficult, time consuming, expensive conflict resolution or litigation. The state of risk allocation needs to change and this research is attempting to be a starting point for that change.
2011-08-31T14:57:32Z
2011-08-31T14:57:32Z
2008-09
Technical Report
http://digital.library.wisc.edu/1793/54183
MRUTC;08-04
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/541382018-10-24T13:42:52Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Development and layout of a protocol for the field performance of concrete deck and crack sealants
Pincheira, Jose A.
Bridge decks
Concrete bridges
Cracking
Evaluation and assessment
Maintenance
Monitoring
Performance
Sealing compounds
54 p.
The main objective of this project was to develop and layout a protocol for the long-term monitoring and assessment of the performance of concrete deck and crack sealants in the field. To accomplish this goal, a total of six bridge decks were chosen for study. The decks have ages that vary from 4 to 30 years old, are all in good condition, though some presented a variety of longitudinal, transverse and diagonal cracking. In each deck, test segments were laid out along one lane in four of the six bridges. Drill powder samples were extracted in each segment in order to determine the in-situ, near-surface chloride ion content of the deck. Laboratory analyses of the samples showed that the chloride ion content varied between 3.2 lb/cy for the younger decks (3 years old) and 20.8 lb/cy for the older decks (28 years old). Based on the recommendations of a previous laboratory investigation, a pool of the best performing deck and crack sealants were selected to be applied in the decks. In two bridges, deck segments were sealed with four deck sealants while one segment was left unsealed to be used as a control segment. Additionally, the cracks in each of these segments were sealed with five crack sealants. While two other decks were also scheduled for sealing as part of this phase of the project, they were not done because the required curing time for some of the products was longer than deemed acceptable by DOT crews for these high traffic bridges. It is recommended, however, that every effort be made to have these decks be sealed in the near future. The remaining two bridges had been sealed at the time of construction. While no specific information could be secured about the product used in these decks, the low chloride ion content in these decks suggested that the applied product has helped reduce the ingress of chloride ions. Therefore, it is recommended that these decks continue to be monitored over time. Based on the inspections and the data collected in the field, a protocol and schedule for the continuing monitoring of sealant performance is presented.
2011-08-22T15:56:39Z
2011-08-22T15:56:39Z
2009-08
Technical Report
TRID:01146336
OCLC:501023362
http://digital.library.wisc.edu/1793/54138
MRUTC;07-13
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/69872018-10-24T09:03:55Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Documenting training opportunities related to transportation asset management
Ebeling, Mary R.
Bittner, Jason
Wittwer, Ernie F.
Adams, Teresa M.
Asset management
Personnel development
Professional development
Professional personnel
Training
48 p.
Many public agencies are now seeking training in the concepts, tools and processes of Transportation Asset Management. Some are creating their own training materials. Some are relying on vendors. Others rely on public providers such as Local Technical Assistance Program
(LTAP) centers. While efforts to create Asset Management training have resulted in greater availability and variety of training opportunities, the lack of coordination between groups providing these courses can lead to a lack of accessibility. To date no comprehensive inventory has been done of available training. This study represents the first attempt at such an inventory. Since no registry of Asset Management training exists, the project relied heavily on an advisory group of transportation professionals who are close to Asset Management activities. The group made valuable suggestions on agencies, institutions, and vendors to include in the
survey, and often provided information on courses not available on the internet. The project is divided into two primary parts; Asset Management courses available to practitioners of transportation for professional development and for-credit course offerings available at universities. For the purposes of this study professional development courses were defined broadly, and include the traditional half-day, single-day, and multi-day seminars as well as web-based seminars, on-line courses, and teleconference-based classes. The second part of this study involved identifying Asset Management courses available for credit through universities. These courses are also documented in this report.
The course directory is available on the web at http://www.mrutc.org/tam_training/.
U.S. Department of Transportation--Research and Special Programs Administration; Federal Highway Administration; Wisconsin Department of Transportation; University of Wisconsin--Madison; Michigan Department of Transportation; 0092-05-23
2007-02-01T22:47:04Z
2007-02-01T22:47:04Z
2005-10
Technical Report
OCLC:64685380
TRIS:01014924
http://www.mrutc.org/research/0602/
http://digital.library.wisc.edu/1793/6987
en_US
MRUTC
06-02
893464 bytes
application/pdf
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/539112018-10-25T08:33:01Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Meaningful use of collected local roads data and information
McNinch, Terance
Silva, Fernando De Melo e
Gadgil, Kedar
Dong, Jianping
Asset management
Rural highways
Urban highways
Midwestern States
Pavement management systems
Local government agencies
167 p.
There are more than 39,000 local agencies managing 2,000,000 miles of roads throughout the United States. The responsibility for such an immense infrastructure network in a time of limited resources demands the application of contemporary pavement management principles. Yet, the vast majority of these agencies could be classified as small or rural, and implementation of management systems and practices is a significant challenge. The study analyzed responses of an extensive survey completed by over 400 local agencies throughout the upper Midwest. The report identifies current pavement management practices, factors that promote management system implementation, and the challenges (organizational, cultural and technical) that impede implementation. Pavement management systems used throughout the U.S. were cataloged along with capabilities and system specifics. Training available in the survey states was identified and cataloged, and training objectives were applied against a Body of Knowledge Framework. Researchers also conducted in-depth review of the models that had been adopted for use in the RoadSoft? GIS Pavement Strategy module. This review reconsidered the original assumptions of the models, made adjustments to conform to those assumptions, and used actual condition data (three counties, 1733 data points) to compare the output of the new models The findings are of value to FHWA, state DOTs, local agencies, universities and technology transfer centers in their efforts to expand pavement management system implementation within cities, counties, towns, and villages.
2011-07-27T19:35:30Z
2011-07-27T19:35:30Z
2008-03
Technical Report
OCLC:232608004
TRID:01100235
http://digital.library.wisc.edu/1793/53911
MRUTC;06-05
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/534292018-10-24T10:30:52Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Accelerated construction decision-making process for bridges
Miller, Richard
Salem, Sam
Analytical hierarchy process
Reconstruction
Quantitative analysis
Qualitative analysis
Rehabilitation (Maintenance)
Metrics (Quantitative assessment)
Bridges
Decision making
129 p.
The decision making process for selecting appropriate construction plan for rehabilitation/reconstruction of bridges involves evaluating plans for their performance on qualitative and quantitative metrics. The decision maker has to decide the relative importance of various criteria in the decision making process. The qualitative nature of some of the criteria such as mitigation of impact on communities, businesses, environment, ensuring safety of stakeholders makes it difficult to establish a transparent decision making process. It is sometimes difficult for the decision-maker to justify extra expenditure for accelerating construction to achieve these non-quantifiable objectives. The decision making process developed in this research study is based on Analytical Hierarchy Process. It provides the decision maker with a tool to transparently extract quantitative weights which reflect the relative importance of both qualitative and quantitative criteria in the decision making process. It also enables the decision maker to evaluate various alternative construction strategies for their performance in meeting these qualitative and quantitative criteria.
2011-06-15T20:20:15Z
2011-06-15T20:20:15Z
2006-04
Technical Report
TRID:01049485
OCLC:122941494
http://digital.library.wisc.edu/1793/53429
MRUTC;05-04
application/pdf
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/541852018-10-24T10:29:32Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Effective implementation of the design-build delivery system on transportation projects
El Asmar, Mounir
Hanna, Awad
Lynch, John C.
Construction projects
Design build construction
Best practices
Legislation
Implementation
State departments of transportation
52 p.
The use of design-build project delivery systems today is popular for delivering commercial, industrial, and institutional construction projects and is increasingly used on transportation projects. While some states have used design-build to deliver transportation projects for over a decade, others have little to no experience with this method and have not yet established any legislation to use design-build. Design-build has been shown to shorten the duration of a project as compared to the design-bid-build traditional delivery method, together with increasing cost certainty and without sacrificing quality. While these benefits make design-build a very attractive delivery system, its implementation is not always as easy. This report combines the knowledge from existing literature as well as Departments of Transportation (DOTs) from around the United States familiar with design-build to form an overview of the entire implementation process including: passing legislation, choosing appropriate projects, overcoming the barriers specific to design-build, selecting the best design-build team, and conditions for successful implementation. By being aware of the barriers to implementing design-build and how to best deal with them, DOTs can use this delivery method effectively, taking advantage of its benefits.
2011-08-31T15:57:35Z
2011-08-31T15:57:35Z
2008-08
OCLC:256098931
TRID:01111305
http://digital.library.wisc.edu/1793/54185
MRUTC;08-05
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/541782018-10-24T10:39:36Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Feasibility of rehabilitating timber bridges with mechanically fastened FRP strips
Oliva, Michael
Schorer, Alyssa E.
Bank, Lawrence C.
Rammer, Douglas R.
Wacker, James P.
Fiber reinforced polymers
Mechanically harnessed joints
Railroad bridges
Strengthening (Maintenance)
Wisconsin
Wooden bridges
Pile caps
Rehabilitation (Maintenance)
Composite construction
192 p.
Many timber trestle railroad bridges in Wisconsin have experienced deterioration and are in need of rehabilitation. In addition, the railroad industry is increasing the weights of cars. The combined effect of heavier loads and deterioration threatens to cut short the service life of timber bridges. One of the most critical problems that has been identified was the overloading of timber piles in bridges, which can be remedied by creating a stiffer pile cap. The goal of this investigation was to show that mechanically fastened fiber reinforced polymer (MF-FRP) strips fastened to timber with screws can be used to create composite action between two beams in flexure or truss action between two deep beams. Ultimately this may help redistribute the loads to piles when FRP strips are used as struts on cap beams over short spans. Several test series were conducted with beams in flexure, deep beams over short spans, and full scale specimens to determine the manner in which FRP strips improved the members' performance. Tests were conducted over various widths of beams and lengths of spans to investigate how the geometry affected the strengthening's ability to create composite action. Next, the MF-FRP was tested on deep beams to determine if composite action was maintained. Lastly, full scale tests simulating a pile cap over 5 piles were run to see if composite action improved load distribution to piles. Mechanically fastened FRP strips were found to be effective in developing composite action in slender beams in flexure, meaning the stiffness of the system was increased by using MF-FRP strips. This MF-FRP method showed great potential for creating composite, stiffer double pile caps.
2011-08-31T14:34:44Z
2011-08-31T14:34:44Z
2008-06
Technical Report
OCLC:244827760
TRID:01110902
http://digital.library.wisc.edu/1793/54178
MRUTC;08-02
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/69582018-10-24T09:02:27Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Business and site specific trip generation methodology for truck trips
Kawamura, Kazuya
Shin, Hyeon-Shic
McNeil, Sue
Ogard, Libby
Businesses
Disaggregate analysis
Freight transportation
Supply chain management
Trucking
Trucks
109 p. (Final report); 23 p. (Presentation paper); 18 slides (Presentation slides)
The motivation for this research comes from the recognition that recent developments in supply chain management (SCM) have altered the mechanism of truck trip generation at the individual facility level. This research develops models of truck trip generation (TTG) at the disaggregate level that incorporate strategic supply chain decisions made by individual businesses. The main assumption is that the TTG is an outcome of a series of strategic and operational business decisions. The research team conducted a survey of national retail chains. The data sets obtained from two furniture chains were used to develop binary logit models. Empirical data, although limited, validated the potential of building a disaggregate TTG model at the individual store level. Inclusion of location and store type dummy variables almost always improved model's predictive power, often dramatically. The findings presented in this report also underscore various shortcomings of existing methods. We found that commonly used independent variables such as the store floor space or the number of employees are poor predictor of truck trip generation at retail stores.
U.S. Department of Transportation--Research and Special Programs Administration; Wisconsin Department of Transportation; University of Wisconsin--Madison; University of Illinois--Chicago; Prime Focus LLC; DTRS 99-G-0005
2007-01-30T16:22:53Z
2007-01-30T16:22:53Z
2005-09
Technical Report
TRIS:01015061
OCLC:62559077
http://www.mrutc.org/research/0503/index.htm
http://digital.library.wisc.edu/1793/6958
en_US
MRUTC
05-03
299019 bytes
444143 bytes
527001 bytes
application/pdf
application/pdf
application/pdf
application/pdf
application/pdf
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/541322018-10-24T10:32:37Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Optimal investment decision-making for highway transportation asset management under risk and certainty
Kaini, Praveen
Li, Zongzhi
Financing
Programming (Planning)
Asset management
Alternatives analysis
Optimization
Investments
Risk analysis
Highways
Decision making
Stochastic processes
Uncertainty
208 p.
Efficient highway investment decision-making becomes increasingly important in transportation. In order to facilitate such a decision process, first issue is to estimate benefits of highway projects and utilize those values for project selection to yield optimal investment decisions. The existing methodologies for highway project evaluation are limited to probabilistic risk assessments of input factors such as construction, rehabilitation, and maintenance costs, travel demand, and discount rates that are inherited with risks. This research introduces a new approach for highway project evaluation extended from Shackle's model to explicitly address cases where those factors are under uncertainty with no definable probability distributions. Then, a generalized methodology for highway project evaluation with input factors under certainty, risk, and uncertainty is established. If an input factor is under certainty, its single value is directly used. If an input factor is under risk, the mathematical expectation of the factor based on probabilistic risk assessment can be determined. If an input factor is under uncertainty, a single-valued outcome of the factor can be estimated according to a preset decision rule in the extension of Shackle's model. The values of input factors separately determined under certainty, risk, and uncertainty can be used to compute the overall benefits of a highway project in the physical asset's one service life-cycle and in perpetuity horizon, respectively. The developed methodology offers flexibility for the decision-maker to consider any combination of input factors under certainty, risk or uncertainty and it could be applied to estimate the amount of benefits associated with sub-project benefit items (if a specific benefit item is further separable) under certainty, risk, or uncertainty in accordance with available information. For project selection, a stochastic optimization model is developed as the multi-choice multidimensional Knapsack problem with ?-stage budget recourses. The model facilitates the selection of a subset of candidate highway projects across a multiyear period under budget uncertainty in order to achieve maximized overall project benefits. Contract-, corridor-, and deferment-based tradeoff methods are employed to assess the impacts of spatial and temporal restrictions on project selection results. An efficient solution algorithm with the computational complexity of O(N2) is developed for the proposed stochastic model. A case study using data on state highway programming in Indiana for period 1996-2006 is conducted to apply the methodology for project evaluation with input factors under certainty, risk, and uncertainty, and the stochastic model for project selection under budget uncertainty. Cross comparisons of project benefits estimated with and without uncertainty considerations are made. The overall benefits of projects selected using different tradeoff analysis methods in the stochastic model are compared. Furthermore, the respective project selection results are matched with the actual programming decisions and relatively high consistency rate is obtained. The new methodology and model can be adopted by state transportation agencies to improve the efficiency of highway investment decisions.
2011-08-22T15:16:05Z
2011-08-22T15:16:05Z
2007-09
Technical Report
TRID:01103411
OCLC:212796902
http://digital.library.wisc.edu/1793/54132
MRUTC;07-10
application/pdf
Midwest Regional University Transportation Center
oai:minds.wisconsin.edu:1793/533972018-10-25T08:45:32Zcom_1793_115com_1793_294com_1793_283com_1793_8334col_1793_202
Incorporating road safety into pavement management: maximizing surface friction for road safety improvements
Bill, Andrea
Noyce, David A.
Yambo, Josue
Bahia, Hussain
Chapman, Jeremy
Pavement management systems
Skid resistance
Collisions
Asphalt pavements
Wet weather
Friction numbers
Macrotexture
Highway safety
241 p.
This research explored the relationship between asphalt mix design, skid friction, and roadway safety. Initial tasks attempted to find a relationship between pavement skid resistance (friction) and crash frequency, particularly wet weather crashes. Friction and crash data collected over 10 years at six study sites in Wisconsin were analyzed. The results of the analysis did not indicate a relationship between crash frequency and pavement skid friction. Although some evidence suggests that the number of wet pavement crashes increased as the pavement life increased (and skid friction values decreased), the frequency of crashes was not sufficient to statistically support. Nevertheless, the fact that the relationship seems to behave inversely proportional, that is to say more crashes occurred at low friction numbers (FNs), is an important indication that skid resistance may indeed be a factor affecting wet weather crashes.
It was not possible to determine a skid friction threshold value that indicates the critical point where pavement maintenance would be needed. Although the data obtained in the research could not support a specific value, it is clear that friction values less than 35 are problematic from a safety standpoint. A possible indicator of friction on high-speed roadways is macrotexture. Therefore, macrotexture (measured as MTD) combined with friction data was of great interest in this research. Plots of MTD and FN values did not show a clear relationship between the two values, although it was evident that the larger FNs were concentrated in low MTD values.
Skid resistance is an important feature which should be considered while evaluating roadway safety. An effective asphalt pavement asset management approach will include an annual testing program to monitor skid friction values. FN values less than 35 should trigger a safety monitoring program and those pavements scheduled for future rehabilitation or reconstruction.
2011-06-13T21:44:27Z
2011-06-13T21:44:27Z
2007-06
Technical Report
OCLC: 162142080
TRID: 01055142
http://digital.library.wisc.edu/1793/53397
MRUTC;04-04
application/pdf
Midwest Regional University Transportation Center