Asset Management

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.

Exhibit 1-1 Data

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

[ Back to Exhibit 1-1 ]

Exhibit 2-1: Primary TAM functions and their relationships

Flow chart of the asset management process, in the following order:

1. Goals and objectives
2. Asset inventory
3. Condition assessment and performance modeling
4. Alternatives evaluation and program optimization
5. Short- and long-range plans (project selection)
6. Program implementation
7. Performance monitoring, which feeds back into "goals and objectives" and "condition assessment and performance modeling."
8. "Budget/allocations" is an independent step that feeds into "goals and objectives" and "short- and long-range plans (project selection)."

[ Back to Exhibit 2-1 ]

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.

Exhibit 2-2 Data

	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

[ Back to Exhibit 2-2 ]

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.

Exhibit 2-3 Data

	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

[ Back to Exhibit 2-3 ]

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.

Exhibit 2-4 Data

	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%

[ Back to Exhibit 2-4 ]

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.

Adjusted data: 1995=1.00
Comparison of growth in volume and loadings on the urban and rural interstate system
Measurement: Percent change since 199

	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

[ Back to Exhibit 2-5 ]

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.

Condition of U.S. Highway Bridges

	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

[ Back to Exhibit 2-6 ]

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.  

Exhibit 2-7 Data

	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

[ Back to Exhibit 2-7 ]

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.

Exhibit 2-8 Data

	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

[ Back to Exhibit 2-8 ]

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.

Exhibit 2-9 Data

	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

[ Back to Exhibit 2-9 ]

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.

Exhibit 2-10 Data

	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

[ Back to Exhibit 2-10 ]

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%.

2002 Average annual investment requirements for 2001-2020 compared to 2000 spending

	Cost to maintain highways and Bridges (low scenarios*)	Cost to Improve Highways & Bridges (high scenario*)
2001-2020 vs. 2000	17.50%	65.30%

[ Back to Exhibit 2-11 ]

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.

[ Back to Exhibit 3-1 ]

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.

Exhibit 3-3 Data

	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

[ Back to Exhibit 3-3 ]

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.

Exhibit 3-4 Data

	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

[ Back to Exhibit 3-4 ]

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.

Exhibit 3-5 Data

	Lane Miles (Thousands)
California	124
Michigan	80
North Carolina	448
Utah	40

[ Back to Exhibit 3-5 ]

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.

Exhibit 3-6 Data

	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%

[ Back to Exhibit 3-6 ]

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.

Daily VMT (in thousands)

	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

[ Back to Exhibit 3-7 ]

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.

AADT per Lane

	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

[ Back to Exhibit 3-8 ]

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.

AADT per Lane on Rural Highways

	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

AADT per Lane on Urban Highways

	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

[ Back to Exhibit 3-9 ]

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.

Annual Travel Delay (Millions of Hours)
Source: The 2005 Urban Mobility Report, Texas Transportation Institute

	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

[ Back to Exhibit 3-11 ]

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.

Annual Travel Delay Per Traveler (Hours of Delay Per Traveler)
Source: The 2005 Urban Mobility Report, Texas Transportation Institute

	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

[ Back to Exhibit 3-12 ]

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.

Exhibit 3-13 Data

	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%

[ Back to Exhibit 3-13 ]

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.

Exhibit 3-14 Data

	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

[ Back to Exhibit 3-14 ]

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.

[ Back to Exhibit 4-1 ]

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.

Exhibit 4-2 Data

	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%

[ Back to Exhibit 4-2 ]

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.

[ Back to Exhibit 4-3 ]

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.

[ Back to Exhibit 4-4 ]

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:

1. Goals and objectives
2. Asset inventory
3. Condition assessment and performance modeling
4. Alternatives evaluation and program optimization
5. Short-and long-range plans (project selection)
6. Program implementation
7. Performance monitoring, which feeds back into "goals and objectives" and "performance modeling."
8. 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:

1. Vision, goals and objectives
2. Condition and performance assessment
3. Investment strategies
4. Needs identification
5. Project selection/prioritization
6. Performance monitoring
7. Long range budget (optional) is an independent step that feeds into "Project selection/prioritization"

[ Back to Exhibit 5-1 ]

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.

Exhibit 5-2 Data

	2000	2025
UnCongested	44.8	54.3
Congested	6.7	11.2

[ Back to Exhibit 5-2 ]

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).

Exhibit 5-3 Data

Amount & Source of Revenues	30
Amount & Source of Expenses	23
Amount of Shortfall	14
Ways to Meet Shortfall	18

[ Back to Exhibit 5-3 ]

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.

MDOT Road & Bridge Program and Routine Maintenance (Unprioritized)
($Millions)

	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

[ Back to Exhibit 5-4 ]

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%).

[ Back to Exhibit 555a ]

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%).

[ Back to Exhibit 555b ]