Exhibits
Relationships Between Asset Management and Travel Demand:
Findings and Recommendations from Four State DOT Site Visits
Exhibit 1-1 : Growth of U.S. highway miles and VMT, 1936 to 2004
Chart shows a normalized trend of increasing vehicle-miles traveled (VMTs), from 100 in 1936 to 1200 in 2004. Meanwhile, national roadway miles have remained flat, increasing only from 100 to approximately 120 over the same time period.
Year | National Roadway Miles | VMTs |
---|---|---|
1936 | 100.00 | 100.00 |
1937 | 99.33 | 107.13 |
1938 | 99.69 | 107.56 |
1939 | 100.21 | 113.20 |
1940 | 100.61 | 119.85 |
1941 | 101.29 | 132.32 |
1942 | 101.29 | 106.38 |
1943 | 101.35 | 82.57 |
1944 | 101.35 | 84.37 |
1945 | 101.59 | 99.22 |
1946 | 101.50 | 135.20 |
1947 | 101.81 | 147.11 |
1948 | 101.71 | 157.84 |
1949 | 101.68 | 168.35 |
1950 | 101.41 | 181.75 |
1951 | 101.81 | 194.78 |
1952 | 102.33 | 203.70 |
1953 | 103.03 | 215.94 |
1954 | 103.92 | 222.89 |
1955 | 104.62 | 240.21 |
1956 | 104.99 | 250.33 |
1957 | 105.69 | 255.82 |
1958 | 106.49 | 263.62 |
1959 | 107.47 | 277.83 |
1960 | 108.54 | 285.08 |
1961 | 109.37 | 292.48 |
1962 | 110.19 | 304.11 |
1963 | 110.81 | 319.38 |
1964 | 111.54 | 335.66 |
1965 | 112.95 | 352.13 |
1966 | 113.19 | 367.23 |
1967 | 113.47 | 382.35 |
1968 | 112.79 | 402.92 |
1969 | 113.56 | 421.13 |
1970 | 114.20 | 440.14 |
1971 | 115.06 | 467.54 |
1972 | 115.92 | 499.66 |
1973 | 116.56 | 520.81 |
1974 | 116.80 | 507.89 |
1975 | 117.48 | 526.58 |
1976 | 118.06 | 556.22 |
1977 | 118.30 | 581.86 |
1978 | 118.92 | 612.67 |
1979 | 119.93 | 606.49 |
1980 | 118.15 | 605.76 |
1981 | 117.92 | 616.87 |
1982 | 118.33 | 632.62 |
1983 | 118.75 | 655.54 |
1984 | 119.11 | 682.30 |
1985 | 118.27 | 703.94 |
1986 | 118.70 | 727.75 |
1987 | 118.58 | 762.00 |
1988 | 118.48 | 803.55 |
1989 | 118.67 | 831.52 |
1990 | 118.36 | 850.51 |
1991 | 118.88 | 861.49 |
1992 | 119.41 | 891.27 |
1993 | 119.54 | 910.80 |
1994 | 119.58 | 935.08 |
1995 | 119.75 | 960.95 |
1996 | 119.97 | 984.50 |
1997 | 120.74 | 1,016.03 |
1998 | 119.57 | 1,041.28 |
1999 | 119.90 | 1,067.34 |
2000 | 120.48 | 1,090.64 |
2001 | 120.86 | 1,109.47 |
2002 | 121.41 | 1,132.66 |
2003 | 121.64 | 1,146.42 |
2004 | 121.87 | 1,175.00 |
Exhibit 2-1: Primary TAM functions and their relationships
Flow chart of the asset management process, in the following order:
- Goals and objectives
- Asset inventory
- Condition assessment and performance modeling
- Alternatives evaluation and program optimization
- Short- and long-range plans (project selection)
- Program implementation
- Performance monitoring, which feeds back into "goals and objectives" and "condition assessment and performance modeling."
- "Budget/allocations" is an independent step that feeds into "goals and objectives" and "short- and long-range plans (project selection)."
Exhibit 2-2: Growth of population, GDP, vehicles, and total highway lane-miles
Graph shows the increase of U.S. Gross Domestic Product (GDP), population, vehicles, and lane-miles from 1980-2003. All items have a normalized value of 1 in 1980. By 2003, lane-miles increased to 1.05, population increased to 1.28, vehicles increased to 1.47, and GDP increased to 2.00.
1980 | 1985 | 1990 | 1991 | 1992 | 1993 | 1994 | 1995 | 1996 | 1997 | 1998 | 1999 | 2000 | 2001 | 2002 | 2003 | |
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
GDP | 1.00 | 1.17 | 1.38 | 1.38 | 1.42 | 1.46 | 1.52 | 1.56 | 1.61 | 1.69 | 1.76 | 1.83 | 1.90 | 1.92 | 1.95 | 2.00 |
Population | 1.00 | 1.05 | 1.10 | 1.11 | 1.13 | 1.14 | 1.16 | 1.17 | 1.19 | 1.20 | 1.21 | 1.23 | 1.24 | 1.25 | 1.27 | 1.28 |
Per capita GDP | 1.00 | 1.12 | 1.25 | 1.24 | 1.26 | 1.28 | 1.31 | 1.33 | 1.36 | 1.41 | 1.45 | 1.49 | 1.53 | 1.53 | 1.54 | 1.56 |
Vehicles | 1.00 | 1.10 | 1.20 | 1.19 | 1.20 | 1.23 | 1.25 | 1.27 | 1.30 | 1.31 | 1.33 | 1.37 | 1.40 | 1.46 | 1.45 | 1.47 |
Total Mileage | 1.00 | 1.00 | 1.00 | 1.01 | 1.01 | 1.01 | 1.01 | 1.01 | 1.02 | 1.02 | 1.01 | 1.01 | 1.02 | 1.02 | 1.03 | 1.03 |
Total Lane-Miles | 1.00 | 1.01 | 1.02 | 1.02 | 1.03 | 1.03 | 1.03 | 1.03 | 1.03 | 1.04 | 1.03 | 1.03 | 1.04 | 1.04 | 1.05 | 1.05 |
Exhibit 2-3: Growth of PMT, VMT, truck ton-miles, and total highway lane-miles
Graph shows the increase of lane-miles, person-miles traveled (PMT), VMT, and truck ton-miles from 1990-2003. All values have a normalized value of 1 in 1990. By 2003, lane-miles increased to 1.03, PMT increased to 1.33, VMT increased to 1.35, and truck ton-miles increased to 1.48.
1990 | 1991 | 1992 | 1993 | 1994 | 1995 | 1996 | 1997 | 1998 | 1999 | 2000 | 2001 | 2002 | 2003 | |
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
Lane-miles | 1.00 | 1.00 | 1.01 | 1.01 | 1.01 | 1.01 | 1.02 | 1.02 | 1.01 | 1.02 | 1.02 | 1.02 | 1.03 | 1.03 |
PMT | 1.00 | 1.01 | 1.04 | 1.06 | 1.08 | 1.09 | 1.11 | 1.15 | 1.18 | 1.21 | 1.23 | 1.30 | 1.31 | 1.33 |
VMT | 1.00 | 1.01 | 1.05 | 1.07 | 1.10 | 1.13 | 1.16 | 1.19 | 1.23 | 1.25 | 1.28 | 1.30 | 1.33 | 1.35 |
Truck Ton-miles | 1.00 | 1.02 | 1.05 | 1.10 | 1.17 | 1.22 | 1.25 | 1.31 | 1.34 | 1.39 | 1.41 | 1.43 | 1.47 | 1.48 |
Exhibit 2-4: Growing share of truck ton-miles as percentage of total U.S. freight ton-miles
Graph shows the share of trucking in total ton-miles of freight from 1990-2003. The chart shows that trucking's share increased from 23.83% in 1990 to 29.01% in 2003.
1990 | 1991 | 1992 | 1993 | 1994 | 1995 | 1996 | 1997 | 1998 | 1999 | 2000 | 2001 | 2002 | 2003 | |
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
Share of trucking in total ton-miles of freight | 23.83% | 24.28% | 24.18% | 25.10% | 25.50% | 25.65% | 25.92% | 27.06% | 27.44% | 27.84% | 28.08% | 28.35% | 28.75% | 29.01% |
Exhibit 2-5: Growth in capacity, volume, and loadings on the Interstate system (Index: 1995=1)
This graph is a comparison of growth in volume and loadings on the urban and rural interstate system. It measures the percent change from 1995-2003 of rural average daily traffic, urban average daily traffic, rural average daily load, urban average daily load, urban interstate, and rural interstate traffic.
Rural Average Daily Traffic | Urban Average Daily Traffic | Rural Average Daily Load | Urban Average Daily Load | Urban Interstate Lane-miles | Rural Interstate lane-miles | |
---|---|---|---|---|---|---|
1995 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 |
1996 | 1.04 | 1.03 | 1.05 | 1.05 | 1.01 | 1.01 |
1997 | 1.08 | 1.06 | 1.07 | 1.08 | 1.01 | 1.01 |
1998 | 1.12 | 1.10 | 1.10 | 1.16 | 1.02 | 1.01 |
1999 | 1.17 | 1.12 | 1.15 | 1.22 | 1.03 | 1.02 |
2000 | 1.20 | 1.15 | 1.19 | 1.34 | 1.04 | 1.02 |
2001 | 1.23 | 1.17 | 1.20 | 1.38 | 1.04 | 1.02 |
2002 | 1.25 | 1.20 | 1.22 | 1.44 | 1.05 | 1.02 |
2003 | 1.21 | 1.28 | 1.24 | 1.45 | 1.12 | 0.99 |
Exhibit 2-6: Urban functionally deficient bridges in 1990-2004
The bar graph shows the number of urban functionally deficient bridges each from 1990-2003. The greatest number of deficient bridges occurred in 1991, followed by the low in 1992, followed by a steadily increasing number of deficient bridges each year until 2003.
1990 | 1991 | 1992 | 1993 | 1994 | 1995 | 1996 | 1997 | 1998 | 1999 | 2000 | 2001 | 2002 | 2003 | 2004 | |
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
Functionally | 30,266 | 30,842 | 26,243 | 26,511 | 27,024 | 27,487 | 28,087 | 26,865 | 27,588 | 29,065 | 29,398 | 29,383 | 29,675 | 29,886 | 30,298 |
Exhibit 2-7: Growth of total and deficient bridges, 1990-2004
The graph shows the growth of number of total bridges compared to the number of deficient bridges. All trend lines have a normalized value of 1 in 1990. The total number of bridges increased slightly from 1990-2003, but the number of deficient bridges decreased. Lines represent the total number of deficient bridges as well as urban structurally deficient, urban functionally deficient, rural structurally deficient, and rural functionally deficient bridges.
1990 | 1991 | 1992 | 1993 | 1994 | 1995 | 1996 | 1997 | 1998 | 1999 | 2000 | 2001 | 2002 | 2003 | 2004 | |
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
Total bridges | 1.00 | 1.00 | 1.00 | 1.00 | 1.01 | 1.02 | 1.02 | 1.02 | 1.02 | 1.02 | 1.03 | 1.03 | 1.03 | 1.03 | 1.04 |
Total deficient bridges | 1.00 | 0.97 | 0.84 | 0.81 | 0.79 | 0.78 | 0.77 | 0.74 | 0.72 | 0.71 | 0.69 | 0.69 | 0.68 | 0.67 | 0.66 |
Total structurally deficient | 1.00 | 0.98 | 0.86 | 0.81 | 0.78 | 0.76 | 0.74 | 0.71 | 0.68 | 0.64 | 0.61 | 0.61 | 0.59 | 0.58 | 0.56 |
Total functionally deficient | 1.00 | 0.97 | 0.80 | 0.80 | 0.80 | 0.81 | 0.81 | 0.77 | 0.79 | 0.82 | 0.81 | 0.81 | 0.81 | 0.81 | 0.80 |
Urban structurally deficient | 1.00 | 1.01 | 0.97 | 0.95 | 0.93 | 0.90 | 0.90 | 0.88 | 0.84 | 0.77 | 0.75 | 0.75 | 0.74 | 0.73 | 0.72 |
Urban functionally deficient | 1.00 | 1.02 | 0.87 | 0.88 | 0.89 | 0.91 | 0.93 | 0.89 | 0.91 | 0.96 | 0.97 | 0.97 | 0.98 | 0.99 | 1.00 |
Rural structurally deficient | 1.00 | 0.97 | 0.85 | 0.79 | 0.76 | 0.74 | 0.71 | 0.69 | 0.65 | 0.62 | 0.59 | 0.59 | 0.57 | 0.56 | 0.54 |
Rural functionally deficient | 1.00 | 0.95 | 0.77 | 0.76 | 0.75 | 0.76 | 0.76 | 0.72 | 0.74 | 0.75 | 0.74 | 0.74 | 0.74 | 0.73 | 0.72 |
Exhibit 2-8: Urban and rural VMT per lane-mile
The bar graph shows urban and rural VMT per lane-mile from the years 1990-2003. In each year, the graph depicts both types of VMTs.
1990 | 1991 | 1992 | 1993 | 1994 | 1995 | 1996 | 1997 | 1998 | 1999 | 2000 | 2001 | 2002 | 2003 | |
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
Urban VMT per lane-mile, total (thousands) | 764 | 766 | 775 | 782 | 794 | 810 | 820 | 825 | 844 | 858 | 869 | 852 | 861 | 856 |
Rural VMT per lane-mile, total (thousands) | 136 | 138 | 139 | 140 | 144 | 148 | 152 | 157 | 165 | 169 | 172 | 176 | 179 | 175 |
Exhibit 2-9: Roadway congestion index
The line graph shows the Roadway Congestion Index in 85 urbanized areas from 1982-2003. The average congestion in the 85 areas in 1990 is the base value for the graph. The graph includes several lines corresponding to the congestion index of small, medium, large, and very large areas as well as the aggregate congestion index. All indices increase over the period.
1982 | 1985 | 1990 | 1991 | 1992 | 1993 | 1994 | 1995 | 1996 | 1997 | 1998 | 1999 | 2000 | 2001 | 2002 | 2003 | |
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
85-Area Average | 0.81 | 0.87 | 1.00 | 1.00 | 1.01 | 1.02 | 1.03 | 1.05 | 1.07 | 1.09 | 1.10 | 1.12 | 1.14 | 1.15 | 1.16 | 1.17 |
Very Large Area Average | 0.92 | 1.00 | 1.14 | 1.13 | 1.14 | 1.14 | 1.15 | 1.17 | 1.19 | 1.21 | 1.23 | 1.25 | 1.27 | 1.28 | 1.30 | 1.30 |
Large Area Average | 0.74 | 0.81 | 0.92 | 0.93 | 0.94 | 0.96 | 0.98 | 0.99 | 1.01 | 1.03 | 1.04 | 1.07 | 1.08 | 1.09 | 1.10 | 1.11 |
Medium Area Average | 0.66 | 0.70 | 0.82 | 0.83 | 0.85 | 0.86 | 0.88 | 0.90 | 0.92 | 0.93 | 0.94 | 0.95 | 0.96 | 0.97 | 0.98 | 0.99 |
Small Area Average | 0.58 | 0.63 | 0.70 | 0.71 | 0.73 | 0.73 | 0.74 | 0.75 | 0.76 | 0.78 | 0.80 | 0.82 | 0.83 | 0.83 | 0.84 | 0.85 |
Exhibit 2-10: Travel time index
The line graph shows the Travel Time Index in 85 urbanized areas from 1982-2003. The average travel times in the 85 areas in 1990 are base values for the graph. The graph includes several lines corresponding to the travel time index of small, medium, large, and very large areas as well as the aggregate travel time index. All indices increase over the period.
1982 | 1985 | 1990 | 1991 | 1992 | 1993 | 1994 | 1995 | 1996 | 1997 | 1998 | 1999 | 2000 | 2001 | 2002 | 2003 | |
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
85-Area Average | 1.12 | 1.16 | 1.28 | 1.27 | 1.28 | 1.28 | 1.27 | 1.29 | 1.31 | 1.32 | 1.34 | 1.35 | 1.34 | 1.35 | 1.37 | 1.37 |
Very Large Area Average | 1.18 | 1.23 | 1.40 | 1.39 | 1.39 | 1.38 | 1.37 | 1.40 | 1.43 | 1.43 | 1.46 | 1.46 | 1.45 | 1.47 | 1.49 | 1.48 |
Large Area Average | 1.07 | 1.10 | 1.17 | 1.18 | 1.18 | 1.19 | 1.20 | 1.21 | 1.23 | 1.24 | 1.25 | 1.26 | 1.26 | 1.27 | 1.28 | 1.28 |
Medium Area Average | 1.05 | 1.06 | 1.09 | 1.09 | 1.10 | 1.11 | 1.12 | 1.13 | 1.14 | 1.15 | 1.15 | 1.16 | 1.16 | 1.17 | 1.18 | 1.18 |
Small Area Average | 1.03 | 1.04 | 1.05 | 1.06 | 1.06 | 1.06 | 1.06 | 1.07 | 1.07 | 1.08 | 1.08 | 1.09 | 1.10 | 1.10 | 1.10 | 1.10 |
Exhibit 2-11: Projected investment requirements versus current spending
The bar graph shows the percent above current spending required from 2001-2020 as compared to 2000. The cost to maintain highways and bridges (low scenarios) is 17.5% while the cost to improve highways and bridges (high scenario) is 65.3%.
Cost to maintain highways and Bridges (low scenarios*) | Cost to Improve Highways & Bridges (high scenario*) | |
---|---|---|
2001-2020 vs. 2000 | 17.50% | 65.30% |
Exhibit 3-1: Travel demand as inputs to and outputs of TAM processes
Flow chart of the State DOT inputs, processes, and outputs in the following order (from left to right):
- 1.0 - Travel Demand Inputs
- 2.1 - Processes: User of Travel Demand Measures as Inputs
- 2.2 - Processes: Impact Travel Demand Related Outcome
- 3.0 - Travel Demand Outcomes.
Exhibit 3-3: Total lane-miles statewide in sample states
The bar graph shows demographic, roadway, and travel demand characteristics. Left to right, it shows lane-miles in California, Michigan, North Carolina, and Utah in 2004 as a combination of state-controlled lane-miles and federal, municipal, and county lane-miles.
California | Michigan | North Carolina | Utah | |
---|---|---|---|---|
State Controlled Lane Miles | 50,522 | 27,578 | 168,029 | 15,260 |
Federal, Municipal and County Lane Miles | 327,913 | 229,666 | 47,679 | 74,028 |
Exhibit 3-4: State-controlled lane-miles in sample states
The line graph shows total lane-miles in California, Michigan, North Carolina, and Utah from 1994-2004. All the states show a relatively flat pattern of total lane miles.
1994 | 1995 | 1996 | 1997 | 1998 | 1999 | 2000 | 2001 | 2002 | 2003 | 2004 | |
---|---|---|---|---|---|---|---|---|---|---|---|
California | 49,285 | 49,341 | 49,325 | 49,275 | 49,367 | 49,459 | 49,463 | 49,705 | 50,451 | 50,340 | 50,522 |
Michigan | 26,774 | 26,933 | 26,939 | 27,029 | 27,376 | 27,335 | 27,346 | 27,428 | 27,456 | 27,584 | 27,578 |
North Carolina | 163,554 | 164,009 | 164,287 | 165,159 | 165,712 | 165,622 | 166,157 | 166,574 | 166,979 | 167,331 | 168,029 |
Utah | 14,856 | 14,882 | 14,921 | 14,878 | 15,095 | 15,084 | 15,079 | 15,102 | 15,178 | 15,178 | 15,260 |
Exhibit 3-5: Average annual increase in state-controlled lane-miles
The bar graph shows the total state-controlled lane-miles (in thousands) in California, Michigan, North Carolina, and Utah.
Lane Miles (Thousands) | |
---|---|
California | 124 |
Michigan | 80 |
North Carolina | 448 |
Utah | 40 |
Exhibit 3-6: Percentage of state-controlled highways located in urban areas
The line graph shows the percent of urban state-controlled lane-miles in California, Michigan, North Carolina, and Utah from 1994-2004. All the lines are relatively flat except two sharp increases, the first in Michigan from 2002-2003 and the second in Utah from 2003-2004.
1994 | 1995 | 1996 | 1997 | 1998 | 1999 | 2000 | 2001 | 2002 | 2003 | 2004 | |
---|---|---|---|---|---|---|---|---|---|---|---|
California | 40% | 41% | 41% | 41% | 41% | 41% | 41% | 41% | 41% | 41% | 42% |
Michigan | 31% | 32% | 32% | 32% | 32% | 32% | 32% | 32% | 32% | 39% | 39% |
North Carolina | 14% | 14% | 14% | 14% | 14% | 14% | 14% | 14% | 14% | 14% | 14% |
Utah | 19% | 19% | 19% | 19% | 19% | 19% | 19% | 20% | 20% | 20% | 25% |
Exhibit 3-7: Daily VMT on state-controlled highways
The line graph shows the average number of daily VMT in California, Michigan, North Carolina, and Utah from 1994-2004. Michigan, North Carolina, and Utah showed a slight increase in daily VMT over the period. California showed a much steeper increase in daily VMT over the same period.
1994 | 1995 | 1996 | 1997 | 1998 | 1999 | 2000 | 2001 | 2002 | 2003 | 2004 | |
---|---|---|---|---|---|---|---|---|---|---|---|
California | 394,049 | 400,417 | 405,968 | 403,592 | 419,488 | 433,029 | 447,888 | 459,679 | 476,038 | 490,495 | 502,858 |
Michigan | 124,533 | 124,744 | 128,210 | 149,676 | 156,727 | 157,637 | 159,910 | 159,469 | 162,762 | 159,415 | 159,951 |
North Carolina | 170,922 | 180,300 | 186,971 | 193,646 | 203,370 | 209,894 | 213,355 | 218,368 | 221,691 | 223,193 | 227,536 |
Utah | 35,540 | 37,071 | 38,130 | 40,646 | 42,055 | 43,727 | 43,949 | 45,663 | 48,145 | 46,820 | 47,575 |
Exhibit 3-8: AADT per lane on state-controlled highways
This exhibit presents the mix of alignment lengths and grades for the nineteen projects included in the database. The database sample includes a broad range of alignment types, ranging from those that are entirely at-grade to those with no at-grade and only elevated and underground segments. The guideway lengths range from a minimum of 30,000 lineal feet to a maximum of 140,000 lineal feet.
1994 | 1995 | 1996 | 1997 | 1998 | 1999 | 2000 | 2001 | 2002 | 2003 | 2004 | |
---|---|---|---|---|---|---|---|---|---|---|---|
California | 7,995 | 8,115 | 8,230 | 8,191 | 8,497 | 8,755 | 9,055 | 9,248 | 9,436 | 9,744 | 9,953 |
Michigan | 4,651 | 4,632 | 4,759 | 5,538 | 5,725 | 5,767 | 5,848 | 5,814 | 5,928 | 5,779 | 5,800 |
North Carolina | 1,045 | 1,099 | 1,138 | 1,172 | 1,227 | 1,267 | 1,284 | 1,311 | 1,328 | 1,334 | 1,354 |
Utah | 2,392 | 2,491 | 2,555 | 2,732 | 2,786 | 2,899 | 2,915 | 3,024 | 3,172 | 3,085 | 3,118 |
Exhibit 3-9: AADT per lane on urban versus rural state-controlled highways
The line graph shows the Average Annual Daily Traffic (AADT) in California, Michigan, North Carolina, and Utah for urban and rural roads from 1994-2004. There are 8 lines on the graph, an urban and a rural line for each state. All of the lines show a slight increase in AADT, except urban roads in California which showed a much steeper increase in AADT over the same period.
1994 | 1995 | 1996 | 1997 | 1998 | 1999 | 2000 | 2001 | 2002 | 2003 | 2004 | |
---|---|---|---|---|---|---|---|---|---|---|---|
California | 3,405 | 3,468 | 3,509 | 3,572 | 3,411 | 3,792 | 3,927 | 4,206 | 4,284 | 4,510 | 4,601 |
Michigan | 2,923 | 2,892 | 2,988 | 3,960 | 4,083 | 4,109 | 4,122 | 4,136 | 4,216 | 3,721 | 3,747 |
North Carolina | 692 | 725 | 754 | 766 | 796 | 825 | 832 | 851 | 866 | 869 | 877 |
Utah | 1,260 | 1,322 | 1,358 | 1,436 | 1,492 | 1,552 | 1,585 | 1,637 | 1,708 | 1,616 | 1,463 |
1994 | 1995 | 1996 | 1997 | 1998 | 1999 | 2000 | 2001 | 2002 | 2003 | 2004 | |
---|---|---|---|---|---|---|---|---|---|---|---|
California | 14,782 | 14,879 | 15,115 | 14,939 | 15,574 | 15,993 | 16,494 | 16,578 | 16,754 | 17,190 | 17,433 |
Michigan | 8,413 | 8,371 | 8,572 | 8,930 | 9,250 | 9,305 | 9,522 | 9,385 | 9,567 | 9,043 | 9,048 |
North Carolina | 3,217 | 3,392 | 3,511 | 3,695 | 3,854 | 4,000 | 4,065 | 4,139 | 4,158 | 4,238 | 4,238 |
Utah | 7,231 | 7,486 | 7,661 | 8,258 | 8,157 | 8,494 | 8,442 | 8,742 | 9,201 | 9,102 | 8,074 |
Exhibit 3-11: Total annual travel delay in sample state urban areas
The bar graph show the total annual delay in hours for travelers in select cities in California, Michigan, North Carolina, and Utah. The graph includes 9 cities from California, 2 cities from Michigan, 2 cities from Utah, and 1 city from North Carolina. LA-Long Beach (624 million hours), Detroit (120 million hours), Charlotte (17 million hours), and Salt Lake City (15 million hours) had the greatest number of delay hours for each state, respectively.
California | Michigan | North Carolina | Utah | |
---|---|---|---|---|
Los Angeles-Long Beach, CA | 624 | |||
San Francisco-Oakland, CA | 152 | |||
San Diego, CA | 82 | |||
Riverside-San Bernardino, CA | 50 | |||
San Jose, CA | 48 | |||
Sacramento, CA | 36 | |||
Oxnard-Ventura, CA | 10 | |||
Fresno, CA | 4 | |||
Bakersfield, CA | 2 | |||
Detroit, MI | 120 | |||
Grand Rapids, MI | 6 | |||
Charlotte, NC | 17 | |||
Raleigh-Durham, NC | 11 | |||
Salt Lake, UT | 15 |
Exhibit 3-12: Annual delay per traveler in sample state urban areas
The bar graph shows the average annual delay in hours per traveler for travelers in select cities in California, Michigan, North Carolina, and Utah. The graph includes 9 cities from California, 2 cities from Michigan, 2 cities from Utah, and 1 city from North Carolina. LA-Long Beach (93 hours), Detroit (57 hours), Charlotte (43 hours), and Salt Lake City (31 hours) had the greatest number of hour for each state, respectively.
California | Michigan | North Carolina | Utah | |
---|---|---|---|---|
Los Angeles-Long Beach, CA | 93 | |||
San Francisco-Oakland, CA | 72 | |||
San Diego, CA | 52 | |||
Riverside-San Bernardino, CA | 55 | |||
San Jose, CA | 53 | |||
Sacramento, CA | 40 | |||
Oxnard-Ventura, CA | 33 | |||
Fresno, CA | 13 | |||
Bakersfield, CA | 7 | |||
Detroit, MI | 57 | |||
Grand Rapids, MI | 19 | |||
Charlotte, NC | 43 | |||
Raleigh-Durham, NC | 27 | |||
Salt Lake, UT | 31 |
Exhibit 3-13: Truck traffic as a share of statewide VMTs
The bar graph compares the percentage of trucks' share of total VMT for urban and rural roads in California, Michigan, North Carolina, Utah and the national average.
Rural | Urban | |
---|---|---|
California | 15.7% | 7.1% |
Michigan | 10.4% | 7.1% |
North Carolina | 12.6% | 9.1% |
Utah | 26.7% | 11.4% |
National Average | 15.6% | 7.7% |
Exhibit 3-14: Capital and maintenance expenditures from federal, state and local sources (2004)
The chart is a combination of a bar graph and a line graph. The bar graph represents the total annual funds expended on state-controlled roadways. The line graph represents the average amount of expenditures per lane-mile on these roadways. The graph shows that Michigan and Utah spend a comparatively higher amount per lane-mile as compared to total number of lane-miles. North Carolina spends a comparatively lower amount. California falls in between.
California | Michigan | North Carolina | Utah | |
---|---|---|---|---|
Expenditures per Lane Mile ($Thousands) | $95.8 | $48.6 | $14.3 | $36.6 |
Capital and Maintenance Expenditures ($Billions) | $4.84 | $1.34 | $2.40 | $0.56 |
Exhibit 4-1: MDOT's organizational structure
This is an organization chart for the Michigan State Department of Transportation. The key information from this chart is that "Asset Management," "Statewide Planning," and "Project Planning" are all sub-entities of the "Transportation Planning" Bureau.
Exhibit 4-2: Example RQFS output based on a hypothetical investment scenario
The bar graph compares 2004 remaining service life (RSL) for pavements to 2015 RSL. For each year, it shows the percentage of pavement surface miles that have an expected RSL of 0-2 years, 3-7 years, 8-12 years, 13-17 years, and 18+ years. The graph also indicates that RSL of 0-2 years is "poor" while RSL greater than 3 years is "good." The graph indicates that in 2004, a greater percentage of roads have a service life of 0-7 years than in 2015. In 2015, there a higher percentage of roads is expected to have RSL longer than 2 years than the percentage of roads with RSL longer than 2 years in 2004.
2004 RSL | 2015 RSL | |
---|---|---|
0-2 Yrs | 18% | 12% |
3-7 Yrs | 32% | 23% |
8-12 Yrs | 35% | 38% |
13-17 Yrs | 6% | 19% |
18+ Yrs | 3% | 2% |
Exhibit 4-3: MDOT's organizational structure
This is an organization chart for the Utah Department of Transportation. The key information from this chart is that "Project Planning and Programming," "Transportation Planning," "Pavement Management," "Program Financing," and "Engineering Planning Statistics" are all sub-entities of the "Systems Planning and Programming" Division.
Exhibit 4-4: Caltrans' organizational structure
This is an organization chart for the Utah Department of Transportation. The key information from this chart is that "Project Planning and Programming," "Transportation Planning," "Pavement Management," "Program Financing," and "Engineering Planning Statistics" are all sub-entities of the "Systems Planning and Programming" Division.
Exhibit 5-1: Similarities between TAM and SLRP processes
2 Flow charts side-by-side, in order to highlight the similarities between them.
Chart 1 - Transportation Asset Management Process, in the following order:
- Goals and objectives
- Asset inventory
- Condition assessment and performance modeling
- Alternatives evaluation and program optimization
- Short-and long-range plans (project selection)
- Program implementation
- Performance monitoring, which feeds back into "goals and objectives" and "performance modeling."
- Budget allocations is an independent step that feeds into "goals and objectives" and "short- and long-range plans (project selection).
Chart 2 - Statewide Long Range Planning Process, in the following order:
- Vision, goals and objectives
- Condition and performance assessment
- Investment strategies
- Needs identification
- Project selection/prioritization
- Performance monitoring
- Long range budget (optional) is an independent step that feeds into "Project selection/prioritization"
Exhibit 5-2: Michigan: Congested Vs. UnCongested VMTs on State Controlled Routes
The bar graph compares congested and uncongested VMTs on state-controlled roads in Michigan in 2000 and 2005. It shows the total VMTs in each year and the portion of congested and uncongested VMTs for each.
2000 | 2025 | |
---|---|---|
UnCongested | 44.8 | 54.3 |
Congested | 6.7 | 11.2 |
Exhibit 5-3: Number of SLRPs containing various pieces of information
The bar graph shows the number of states that took certain topics into consideration when outlining long-range plans. The topics included include (from left to right): "amount & source of revenues" (30), "amount & source of expenses" (23), "amount of shortfall" (14), and "ways to meet shortfall" (18).
Amount & Source of Revenues | 30 |
---|---|
Amount & Source of Expenses | 23 |
Amount of Shortfall | 14 |
Ways to Meet Shortfall | 18 |
Exhibit 5-4: MDOT road, bridge and routine maintenance program (un-prioritized)
The chart shows the budget for the Michigan DOT road and bridge program and routine maintenance. It shows the amount of money required for various expenditures in 2003 and the expected expenditures required in 2025. It also shows the 2003 and 2025 revenues as compared to the total cost, resulting in a funding gap.
2003 | 2025 | |
---|---|---|
Routine Maintenance | 245 | 500 |
Congressional Set Asides | 30 | 50 |
Federal Special Programs (e.g., CMAQ) | 60 | 190 |
Safety | 45 | 90 |
Bridge | 100 | 406.7 |
Road Preservation | 530 | 970 |
State Programs | 25 | 50 |
Capacity Improvement | 250 | 510 |
New Roads | 660 | 270 |
Unfunded program | 1130 | |
Total annual investment | 1945 | 4166.7 |
North Carolina's Transportation Spending: 1995-2000
A pie chart that exhibits North Carolina's transportation spending from 1995 to 2000 including: "highway expansion" (45%), "highway maintenance and preservation" (31%), "highway modernization" (17%), and "transit, rail, ferry, ITS" (7%).
North Carolina Transportation Funding By Source
A pie chart that exhibits North Carolina's transportation funding by source (2000-2001 average) including: "motor fuels" (39%), "federal aid" (26%), "highway use" (18%), "registration fees" (12%), "titles" (12%), and "other" (2%).