Transportation Projects Research Articles

Pioneering CCS in Australia – the CarbonNet journey

The CarbonNet Project (CarbonNet), a trailblazing Carbon Capture and Storage (CCS) initiative, is progressing through what has been a transformative 14-year journey. Situated in southeast Victoria, this project has evolved from an interesting concept into a multifaceted project that promises to contribute to decarbonisation via its carbon dioxide (CO2) transport and storage project. Established in 2009 and funded by both Australian and Victorian Governments, CarbonNet has been at the forefront of the CCS journey in Australia. Its primary objective is to establish a hub in the Latrobe Valley, where a diverse range of industries supply CO2 for transport through an underground pipeline to the project’s initial offshore storage site, known as Pelican, in the globally renowned Gippsland Basin. The CarbonNet journey has been marked by significant milestones, including legislative changes to accommodate its future storage goals. Knowledge sharing and regulatory engagement have also been an ongoing priority, facilitating a robust feedback loop to ensure alignment with contemporary environmental standards. Adapting to dynamic market conditions, the project is working to secure customers within the rapidly evolving CO2 market whilst seeking to create a robust business model. More recently CarbonNet has been observing the emergence of proposed offshore wind and onshore transmission projects in the Gippsland region. This explosive growth of new energy solutions within Gippsland has created challenges and opportunities for the project. Jane Burton will provide an insightful overview of CarbonNet’s remarkable evolution, highlighting the critical role it plays in the journey towards establishing a net-zero future.

Development of Macrotexture Test Method for Dense-Graded Asphalt Mixtures

The design and construction of pavements necessitate careful consideration of longevity, cost-effectiveness, sustainability, and safety, with a focus on enhancing the durability and lifespan of dense-graded asphalt (DGA) surface mixtures. This paper discusses a research project the Federal Highway Administration (FHWA) initiated to assess the macrotexture characteristics of DGA mixture pavement—particularly concerning safety at higher speeds. The project aims to develop an efficient testing procedure for measuring macrotexture during mixture design and field-testing processes, striking a balance between longevity, cost-effectiveness, sustainability, and safety in pavement design and construction. The study began with a comprehensive review of existing practices, leading to the selection and testing of a unique laser texture scanner capable of noncontact macrotexture measurement. The subsequent phase involved validating the suggested macrotexture measurement system through data collected from State-sponsored projects under the FHWA Mobile Asphalt Technology Center program. Macrotexture measurements were collected from field cores and laboratory-compacted specimens from various State departments of transportation projects and analyzed. Preliminary analysis of the limited dataset to date revealed a positive correlation between average macrotexture measurements from gyratory specimens’ top surface and field core macrotexture measurements. The FHWA developed a draft test method for measuring macrotexture on laboratory specimens and field cores, thereby aiming to reduce procedural variability. Interlaboratory macrotexture test results demonstrated good reproducibility, with an average coefficient of variation of approximately 20%. Overall, this research project seeks to advance the understanding and measurement of macrotexture in DGA mixture pavements and thereby contribute to the development of safe pavements.

Indonesia Transport Loan Projects: Development Outcome Attributions (DOA) on Unemployment, Growth, and Poverty

Our goal was to investigate the effects of international development banks' foreign exchange loan-funded transportation projects. We examined the effects and efficacy of Indonesia's transport loan projects, which were supported by the World Bank and the Asian Development Bank (ADB), to achieve this, 67 projects of $8.85 billion in value were undertaken between 1972 and 2020. This study is significant because it is the first in the history of development assistance—after 100 years—that is based entirely on banking theories and practices, employing attribution techniques and presuming that all loans will be disbursed into Indonesia's economy. Nevertheless, the effectiveness narratives are untrue because—after being converted into Rupiah—less than 10% of the loan fund made it to Indonesia's economy. According to our analysis, the loans from both banks decreased growth by 200% and increased poverty by 220%, even if they were successful in providing jobs. The disbursement delays of five to seven years result in capital outflows of more than $26 for every $1 loan. Fixing this necessitates a 100% payout in Rupiah into Indonesia's national banking systems the same year that the loan agreements are executed.

Espace Mont-Blanc Mountain Guides’ Relationship with the Border

ABSTRACT Mountain guides hold a unique position among cross-border entrepreneurs in the Espace Mont-Blanc not only because they exercise a profession that is emblematic of the region, but also because cross-border mobility is an integral part of their profession. As part of the TranSport project, which examines how cross-border cooperation takes place in the field of sports and leisure activities, we took an interest in their relationship with the border by analysing their representations of the border and related behaviors. This work is based on non-directive interviews with 20 Swiss, French and Italian mountain guides. The results show that their relationship with the border is marked by a denial of the border, combined with a rejection of anything that might be perceived as an obstacle to carrying out their profession across the border.

Engineering and management approach in the sphere of transport and logistics

The article is devoted to the analysis (consideration) of peculiarities of management in the sphere of transport at the present stage of social and technological development. The role of transport and infrastructure projects as a key element of the country’s economic development is described. Being linked into a single comprehensive plan, infrastructure solutions become the basis for the development of a country or territory. It was concluded that with the current form of organisation of transport activities, a two-circuit management system is believed to be optimal, when the role of the state is reduced to planning of long cycles and to the role of economic administrator. The private sector, individual carriers, small companies regulate the quality of service by individualising the supply. One of the most important points of contact between these systems is the sphere of education. The authors describe the concept of engineering and management approach to education. This approach will make it possible to systematically train specialists with both technological and managerial competencies which will become an impetus for the development of economic sectors and strengthening the technological sovereignty of the state. The purpose of the article is to determine the patterns of functioning of the transport and logistics sphere in the framework of supply-side economics, and to consider the engineering and management approach to the training of specialists (for the industry).

A novel attached-spring model for damage quantification and degradation evaluation of short/mid-span bridges

Short/mid-span bridges are the most commonly used infrastructure in highways, railways, and other transportation projects. With service time increasing, local damage and performance degradation of short/mid-span bridges are inevitable. Therefore, the assessment of the bridge condition is essential to ensure its safe operation. However, the existing methods mostly assume the damage region of the bridge as a uniform reduction in stiffness, which is not consistent with the actual bridge. Consequently, those methods can hardly achieve the evaluation of the damage. To address this issue, this paper proposes a novel attached-spring model for damage quantification and degradation evaluation of short/mid-span bridges. By assuming the damage region as a spring, an attached-spring model is proposed to describe the nonuniform local damage of the bridge. Then, the deflection influence line is used to identify the stiffness and position of the attached-spring, which achieves the damage detection and evaluation. This approach provides a general model to describe various bridge damage and evaluate the effect of the damage. Numerical simulation and experimental tests are used to verify the feasibility and accuracy of the proposed method. By comparing the results identified from the moving load test and those measured from the static test, the performance of the method is assessed.

Optimizing Quality Control and Assurance of Design-Build Transportation Projects through Alignment of RFP Selection Criteria with Owners Expectations

Optimizing Quality Control and Assurance of Design-Build Transportation Projects through Alignment of RFP Selection Criteria with Owners Expectations

Inhabiting digital spaces: An informational right to the city for mobility justice

Space is often produced digitally before it is produced physically. This article investigates how the right to the city can be broadened to include the appropriation of digital spaces to produce ‘lived’ transportation spaces. Focussing on mobilisation against highway expansion in Dallas, Texas, we ask the following: (1) what are the mechanisms through which space is conceived, perceived, and lived through the lens of mobility justice; (2) how might claims for technical information challenge dominant transportation policies and projects; and (3) how might participants inhabit digital spaces? We conduct a qualitative analysis of transportation planning narratives, visualisations, and public comments in three documents: the Dallas City Center Master Assessment Process, Coalition for a New Dallas’ I-345/45 Framework Plan, and public survey data regarding proposed highway changes ( n = 1241). Findings demonstrate how residents challenge transportation ‘needs’ as often determined in conceptual planning spaces. Further, technologies can be appropriated to produce differential spaces, which can alter the trajectory of highway projects. Challenging the legitimacy of institutionalised knowledge through the appropriation and production of digital spaces forms part of a larger claim to the right of the city.

An integrated FAHP-SD model to assess and allocate of critical risks for public-private partnership transportation projects

The present paper aims to identify and evaluate risks in transportation projects carried out through public-private partnerships (PPP) and proposes a model for allocating critical risks among stakeholders. The study utilizes the fuzzy analytic hierarchy process (FAHP) to prioritize risks and a system dynamics (SD) approach to develop a causal model for risk allocation. Thirty risks are identified and categorized into five primary risk categories: government, financing, operational, social, and organizational. Operational risks are found to be the highest priority, followed by organizational, economic, political, and social factors. Using the Pareto principle, eight critical risks are identified. The proposed SD-based risk allocation model is applied to a case study of the Shiraz-Isfahan Freeway Project. The results indicate that the project can be completed within the set timeframe of six years, but it would incur a 46% higher cost than initially estimated if 62% of the risk of exceeding the financial limit is allocated to the employer. This study provides valuable insights into risks associated with transportation projects undertaken through PPP. The proposed model offers stakeholders an effective and efficient approach to allocate risks. By addressing these risks, stakeholders can enhance the success and efficiency of PPP transportation projects.

A view on the state of practice in transportation geotechnics in Australia

A transport project typically involves design and construction of pavements, track, earthworks, ground improvement and structures. In addition, there are a host of other factors that practitioners need to consider such as ground modelling, sustainability and management of uncertainties. This paper attempts to provide an insight into the many factors that practitioners need to address in order to present a snapshot of the state of practice at this point in time. Some data is obtained via a survey distributed mainly to Australian practitioners. The author provides some interpretation of the survey data and commentary based on his experience in the Australian context.Fundamental attributes of a practitioner are considered to be understanding ground behaviour, applied mechanics including various forms of analysis and experience. It is argued that our ability to develop ground models has regressed in recent decades during which time our analytical capability has increased. However, although significant advancements in analysis have been made, often design uses simple methods for a range of reasons. Our knowledge of the ground is always imperfect and hence experience is required to understand the implications of what we know and do not know.The host of other factors include sustainability, resilience, digital methods, standards and legislation, litigation and claims, and education. These are discussed partly as emerging areas of practice and partly because there are non-technical aspects of practice that are as important as the technical aspects.Geotechnical practice will evolve into the future. Transport infrastructure will get bigger, heavier, faster and longer and practice will need to evolve to match these changes. While practitioners currently often use simple methods these may not be applicable in the future and hence practitioners will need to have a deep understanding of their subjects to succeed including ground modelling, applied mechanics, sustainability, resilience, artificial intelligence and human skills.

Time use decisions in vulnerable urban communities when implementing innovative transport alternatives

Travel time savings have been the most important benefit included in transport project assessments over the last decades. However, understanding how individuals allocate this saved time after implementing transport projects is crucial, as time is a finite resource and performing more pleasant activities may impact their well-being. Large urban interventions, such as the implementation of the first cable car line in a deprived community in Bogotá (Colombia), impact how residents around the project allocate their time. We studied their time-use allocation by estimating a discrete–continuous extreme value (MDCEV) model, by combining data collected before and one year after the project implementation, to represent time-use decision changes in the study area. The results show participation and duration of different activities changed after the project implementation. The cable car increased the probability of participating in work, study, and carrying/collecting activities. It also decreased the duration of travel activities. The cable car also increased women’s time allocation to education and paid work. Overall, reduced travel time allows for more time for leisure and recreational activities. Understanding how individuals allocate their time is particularly relevant for policymakers to inform policies related to transport. This study offers valuable insights into both model development and data collection methods and the understanding of the mechanisms of time-use decisions.

Developing a statewide active transportation planning dashboard with mobility data

ABSTRACT Existing walking/biking data are often insufficient to support active transportation planning activities. This study used an emerging large-scale human mobility dataset to identify places where there are a higher number of short-distance trips to public places (expressed by a mobility index). Demographic variables were integrated into the mobility index to prioritize access for more people and address equity concerns. In addition, a safety index (reflecting crash injuries/fatalities involving pedestrians/bicyclists) and a connectivity index (reflecting the density of existing active transportation infrastructure) were also considered together with the mobility index in generating an investment potential score. All the indices/scores were mapped at hexagon and segment level on an online dashboard. The developed dashboard is expected to support statewide active transportation planning and project selection/prioritization decision-makings. The proposed methodology is replicable for any places that have few active transportation facilities and where pedestrian/bicyclist count data are not sufficient to model demand directly.

An integrated urban water resources management approach for infrastructure and urban planning

Transportation projects are crucial for the overall success of major urban, metropolitan, regional, and national development according to their capacity by bringing significant changes in socio-economic and territorial aspects. In this context, sustaining and development of economic and social activities depend on having sufficient Water Resources Management. This research helps to manage transport project planning and construction phases to analyze the surface water flow, high-level streams, wetland sites for development of transportation infrastructure planning, implementing, maintenance, monitoring and long-term evaluations to better face the challenges and solutions associated with effective management and enhancement to deal with Low, Medium, High levels of impact. A case study was carried out using the Arc Hydro extension within ArcGIS for processing and presenting spatially-referenced Stream Model. Geographical information systems have the potential to improve water resources planning and management. The study framework would be useful for water resources problem solving by enabling decision makers to collect qualitative data more effectively and gather them into the water management process by a systematic framework.

Logistical turbulence: Between valorization and violence along the China–Myanmar Economic Corridor

A pivotal Belt and Road project, the China–Myanmar Economic Corridor (CMEC) includes port, pipeline, economic zone, and transport projects that cut across Myanmar to southern China. Along this corridor, severe episodes of violence have shadowed the CMEC: communal violence, insurgencies, and counter-insurgencies, including atrocities against Rohingya Muslims. This article considers the relation—direct and indirect—between the logistical infrastructure projects of the CMEC, dedicated to capitalist valorization, and the episodes of violence that have occurred in their vicinity. Revisiting critical logistics scholarship, I suggest that the turbulence of logistical worlds does not necessarily reflect an internal logic of capital. Drawing on a form-analysis view of the state, rather, I show how the CMEC requires a conjunctural grasp of logistical worlds whose turbulence can stem from multiple determinations, including state-backed, extraeconomic force. Emphasizing the ties between the CMEC and Myanmar military operations, I argue that logistical infrastructures in Myanmar are dual in form. They are incorporative and connective, fuelled by fantasies of boundless growth and endless valorisation. Yet they are also “anti-relational,” forging not only connections but disconnections along spatial, gendered, and racialized ethnic divides. These racialized processes of dispossession and immiseration present violent limits to logistical imaginaries of connective relation.

Understanding and including 'pink-collar' workers in employment-based travel demand models.

The segmentation of commuters into either blue or white-collar workers remains is still common in urban transport models. Internationally, models have started to use more elaborate segmentations, more reflective of changes in labour markets, such as increased female participation. Finding appropriate labour market segmentations for commute trip modelling remains a challenge. This paper harnesses a data-driven approach using unsupervised clustering-applied to 2017-20 South East Queensland Travel Survey (SEQTS) data. Commuter types are grouped by occupational, industry, and socio-demographic variables (i.e., gender, age, household size, household vehicle ownership and worker skill score). The results show that at a large number of clusters (i.e., k = 8) a highly distinct set of commuter types can be observed. But model run times tend to require a much smaller number of market segments. When only three clusters are formed (k = 3) a market segmentation emerges with one female-dominated type ('pink collar'), one male-dominated type ('blue collar') and one with both genders almost equally involved ('white collar'). There are nuances as to which workers are included in each segment, and differences in travel behaviours across the three types. 'Pink collar' workers are mostly comprised of female clerical and administrative workers, community and personal service workers and sales workers. They have the shortest median commutes for both private motorised and active transport modes. The approach and methods should assist transport planners to derive more accurate and robust market segmentations for use in large urban transport models, and, better predict the value of alternative transport projects and policies for all types of commuters.

Estimating multinomial logit models with endogenous variables: Control function versus two adapted approaches

It is shown that the control function (CF) method’s estimates of the modal constants in a multinomial logit model (MNL) with endogenous explanatory variables are biased. This has not previously been reported in the literature, and has consequences in demand analysis, transportation policy design and project evaluation. Two adaptations of existing approaches are proposed as alternatives to CF for deriving estimators of parameters in MNL models with endogenous explanatory variables that evidence good consistency properties. The first approach is based on moment conditions while the second one combines parameters obtained in two consecutive estimation stages. Both approaches employ instrumental variables. These two adapted approaches are implemented using simulated data from a transport mode choice problem. The results are compared with those obtained using the classic control-function method, typically used by practitioners for estimating transport demand models with endogenous variables and making quantitative evaluations of transport policies and projects. All three approaches generate similar estimates for the parameters of the explanatory variables, but the two proposed adaptations produce considerably more accurate estimates of the modal constants. This greater accuracy has potentially significant consequences for multinomial logit models’ predictive ability and estimates of marginal effects, elasticities and the social benefits of projects based on consumer surplus calculations.

Evaluating Sediment Removal Efficiency of Catch Basin Inserts as a Post-Construction Water Quality Tool on Roadways

Urban areas produce large amounts of stormwater runoff due to vast areas of impervious surfaces. Stormwater inlets, or catch basins, are commonly used for collecting and directing stormwater runoff away from streets and sidewalks. The conveyances used to direct flow to surface waters may be part of a municipal separate storm sewer systems (MS4s). Typically, MS4s redirect runoff without providing a means for removing harmful pollutants. These pollutants are then often discharged directly into local lakes, rivers, and streams, potentially harming native aquatic ecosystems. Post-construction stormwater practices are commonly used to treat runoff from urban areas by reducing the total runoff volume, lowering peak flow rates, and/or removing harmful pollutants from runoff. However, some post construction stormwater practices require large footprints, construction, and maintenance. Catch basin inserts (CBIs) are one type of post-construction best management practice that are installed within existing catch basins and require no additional land use while still providing a means for removing pollutants from stormwater runoff before entering the MS4. However, limited data is available to demonstrate the expected performance of various CBIs to ensure that these practices meet the pollutant removal standards set forth by the US Environmental Protection Agency (USEPA). The objective of this study was to evaluate the sediment removal capabilities of eight different proprietary CBI products for potential use as a post-construction stormwater practice for Department of Transportation projects. Results indicate that only two basket-type CBIs met the 80% sediment retention benchmark established for the study. While not surpassing the benchmark, three bag-type CBIs did achieve more than 70% sediment retention. The remaining three CBIs (one basket-type, one bag-type, and one cartridge type) fell notably short of the performance benchmark.

3-D flow velocity time-series analysis from SAR-derived datasets towards maritime glaciers in the Namcha Barwa, Southeastern Tibetan Plateau

In reaction to a warming climate in the Southeastern Tibetan Plateau (SETP), the direction and intensity of surface flow in maritime glaciers undergo adjustments, causing glacial debris flow and ice avalanches. The safe operation of mega transportation projects across the region has been seriously threatened, e.g., the Sichuan-Tibet transportation corridor. Consequently, the measurement in three dimensions (3-D) consistently merits attention in the surface flow evolution for this glaciated region. In this study, we first mapped the 3-D and long-term surface flow of the glacier ensemble in the Namcha Barwa during 2019–2022 using the space-borne Synthetic Aperture Radar (SAR) technique, specifically applying the pixel offset tracking (POT) method to obtain deformation estimation of SAR-derived data. Subsequently, 3-D glacier velocities were acquired from the Multidimensional Small Baseline Subset (MSBAS) method conducted with the above datasets. Results show that two fast-moving glaciers were detected in the glacier ensemble, namely Dem Glacier and Namjagbrawa Glacier. Dem Glacier mainly flows eastward horizontally with a velocity of approximately 120 m/yr. And the inconspicuous vertical changes reveals that the glacier has sufficient winter supply. Although the detectable proportion of Namjagbrawa Glacier is relatively small, SAR results can perform well in limited pixels verified through optical results. It flows swifter over roughly −150 m/yr in the east, north, and vertical directions due to the vast elevation differences. However, other glaciers in the ensemble generally maintained slow flow, with multidimensional velocities below 20 m/yr. All glaciers’ flow velocities and the local climate in temporal are parallelism in the variations, which exhibit summer-accelerated and winter-slowed seasonal patterns. There were no surge signs during the study phase, which does not preclude the possibility of future emergence. The maritime glaciers in the SETP should be therefore multidimensional and continuous monitored to implement early warning and forecasting for mega transportation projects.

Automation and digitalisation of transport forwarding services or logistics

With the spread of globalisation, the transition of various states to common standards, including in the field of international freight transportation, becomes especially relevant. The purpose of this work is to assess the effectiveness of logistics in examples of countries that are members of the Commonwealth of Independent States, as well as the USA, to compare them and identify key trends in the development of the field of road freight transport. In this work, methods of statistical analysis and forecasting were applied, graphs of the logistics efficiency index of the countries studied were drawn up and the most promising international transport and logistics projects were identified. As a result, logistics performance indices were obtained in the context of indicators from 2007 to 2023, and the average Commonwealth indicator was determined and compared with a similar indicator of the USA. Also, key innovations in the field of transport services were considered, allowing Western companies to have a significant advantage in the development of logistics efficiency. The prospects of Commonwealth countries in the leading Eurasian transport corridors and the advantages of such integration in comparison with intra-union projects were determined.

Social Impact Assessment of Urban Mass Transit: A Case Study of Metro Rail in India

The country's efforts to improve its infrastructure are important for promoting economic growth and alleviating poverty. However, these initiatives often result in negative consequences alongside their positive outcomes. These negative effects can manifest in various forms, including social, cultural, economic, and environmental impacts. As such, it is imperative to anticipate and prevent these undesirable outcomes to achieve inclusive and sustainable development. The importance of Social Impact Assessment (SIA) and meaningful public consultation in infrastructure projects has been recognized by social scientists, policymakers, international financial institutions, and development practitioners as effective measures to mitigate adverse social impacts of development projects. This is equally applicable to urban transportation projects, which also require a thorough evaluation of their social impacts. In this paper, we examine the SIA rules and regulations under the RFCTLARR Act 2013, assess the social impacts of the Ahmedabad metro rail project (Phase-I), and propose mitigation measures to minimize negative impacts and maximize positive ones for all stakeholders involved. It is argued that addressing social issues early in the project and integrating them into resettlement management can greatly increase the chances of project success.