Freight transport is the output of an economic market, which converts commodity flows into vehicle flows. Interactions in this market influence vehicle flows and since freight market characteristics (product differentiation and economies of scale/scope) violate perfect competition conditions, the output of this market cannot be predicted directly, unless these interactions are represented in the forecasting models. Traditional freight modelling frameworks do not consider these interactions and consequently they may provide inaccurate freight flow forecasts. In this dissertation, a freight modelling framework is proposed using simulation of freight agent interactions in the economic market to forecast freight flows. The framework is named FREMIS (FREight Market Interactions Simulation). The FREMIS framework consists of two demand models to represent shipper decisions (bundling of shipments and carrier selection) in the market and functions based on profit maximizing behaviour to simulate carrier proposals for contracts. Besides that, learning models are proposed to simulate agent learning processes based on their interactions. The framework was developed aiming to create a realistic representation of freight markets using feasible data collection methods. To illustrate the feasibility of the data collection, a customized web survey was implemented with shippers and carriers in a freight market. Two probabilistic models were developed using the data. The first model, a shipment bundling model was proposed combining a probabilistic model and a vehicle routing algorithm. The results of the probabilistic model are presented in this dissertation, where the locations of shipments (origin and destination) influence the probability of bundling them. Second, three carrier selection models were developed aiming to analyse the nonresponse bias and non-attendance problem in the survey. All of these models assumed heteroskedasticity (different scale or variance) in shipper behaviour. In all models, the hypothesis of agents’ heteroskedasticity cannot be rejected. Besides that, nonresponse bias and non-attendance problem were identified in the survey. In conclusion, the models obtained from the survey were consistent with their behavioural assumptions and therefore they can be adopted during FREMIS implementation.

Midsize cities face a number of sustainability challenges, particularly in terms of transportation and land use, however only a small subset of the literature has addressed these issues. Examination of the literature reveals two reasons for this: there is no consensus on a definition of midsize cities used for transportation research purposes, and there is very little empirical understanding of midsize city characteristics. This thesis addresses both of these issues. In order to establish the bigger picture, an empirical classification of Canadian cities is completed and used as a tool to analyze the travel behaviour characteristics of Canadian midsize cities. This work is followed by two detailed case studies of midsize Canadian cities – the City of Kamloops, British Columbia, and the Town of Milton, Ontario. The case studies employ both qualitative and quantitative research methods to explore the context around travel behaviour in each community.

Midsize cities face a number of sustainability challenges, particularly in terms of transportation and land use, however only a small subset of the literature has addressed these issues. Examination of the literature reveals two reasons for this: there is no consensus on a definition of midsize cities used for transportation research purposes, and there is very little empirical understanding of midsize city characteristics. This thesis addresses both of these issues. In order to establish the bigger picture, an empirical classification of Canadian cities is completed and used as a tool to analyze the travel behaviour characteristics of Canadian midsize cities. This work is followed by two detailed case studies of midsize Canadian cities – the City of Kamloops, British Columbia, and the Town of Milton, Ontario. The case studies employ both qualitative and quantitative research methods to explore the context around travel behaviour in each community.

Freight transport is the output of an economic market, which converts commodity flows into vehicle flows. Interactions in this market influence vehicle flows and since freight market characteristics (product differentiation and economies of scale/scope) violate perfect competition conditions, the output of this market cannot be predicted directly, unless these interactions are represented in the forecasting models. Traditional freight modelling frameworks do not consider these interactions and consequently they may provide inaccurate freight flow forecasts. In this dissertation, a freight modelling framework is proposed using simulation of freight agent interactions in the economic market to forecast freight flows. The framework is named FREMIS (FREight Market Interactions Simulation). The FREMIS framework consists of two demand models to represent shipper decisions (bundling of shipments and carrier selection) in the market and functions based on profit maximizing behaviour to simulate carrier proposals for contracts. Besides that, learning models are proposed to simulate agent learning processes based on their interactions. The framework was developed aiming to create a realistic representation of freight markets using feasible data collection methods. To illustrate the feasibility of the data collection, a customized web survey was implemented with shippers and carriers in a freight market. Two probabilistic models were developed using the data. The first model, a shipment bundling model was proposed combining a probabilistic model and a vehicle routing algorithm. The results of the probabilistic model are presented in this dissertation, where the locations of shipments (origin and destination) influence the probability of bundling them. Second, three carrier selection models were developed aiming to analyse the nonresponse bias and non-attendance problem in the survey. All of these models assumed heteroskedasticity (different scale or variance) in shipper behaviour. In all models, the hypothesis of agents’ heteroskedasticity cannot be rejected. Besides that, nonresponse bias and non-attendance problem were identified in the survey. In conclusion, the models obtained from the survey were consistent with their behavioural assumptions and therefore they can be adopted during FREMIS implementation.

Master of Science / Department of Civil Engineering / Mustaque Hossain / The AASHTO Guide for Design of Pavement Structures is the primary document used by the state highway agencies to design new and rehabilitated highway pavements. Currently the Kansas Department of Transportation (KDOT) uses the 1993 edition of the AASHTO pavement design guide, based on empirical performance equations, for the design of Jointed Plain Concrete Pavements (JPCP). However, the newly released Mechanistic-Empirical Pavement Design Guide (MEPDG) provides methodologies for mechanistic-empirical pavement design while accounting for local materials, environmental conditions, and actual highway traffic load distribution by means of axle load spectra. The major objective of this study was to predict pavement distresses from the MEPDG design analysis for selected in-service JPCP projects in Kansas. Five roadway sections designed by KDOT and three long term pavement performance (LTPP) sections in Kansas were analyzed. Project-specific construction, materials, climatic, and traffic data were also generated in the study. Typical examples of axle load spectra calculations from the existing Weigh-in-Motion (WIM) data were provided. Vehicle class and hourly truck traffic distributions were also derived from Automatic Vehicle Classification (AVC) data provided by KDOT. The predicted output variables, IRI, percent slabs cracked, and faulting values, were compared with those obtained during annual pavement management system (PMS) condition survey done by KDOT. A sensitivity analysis was also performed to determine the sensitivity of the output variables due to variations in the key input parameters used in the design process. Finally, the interaction of selected significant factors through statistical analysis was identified to find the effect on current KDOT specifications for rigid pavement construction. The results showed that IRI was the most sensitive output. For most projects in this study, the predicted IRI was similar to the measured values. MEPDG analysis showed minimal or no faulting and was confirmed by visual observation. Only a few projects showed some cracking. It was also observed that the MEPDG outputs were very sensitive to some specific traffic, material, and construction input parameters such as, average daily truck traffic, truck percentages, dowel diameter, tied concrete shoulder, widened lane, slab thickness, coefficient of thermal expansion, compressive strength, base type, etc. Statistical analysis results showed that the current KDOT Percent Within Limits (PWL) specifications for concrete pavement construction are more sensitive to the concrete strength than to the slab thickness. Concrete slab thickness, strength, and truck traffic significantly influence the distresses predicted by MEPDG in most cases. The interactions among these factors are also almost always evident.

Master of Landscape Architecture / Department of Landscape Architecture/Regional and Community Planning / Mary C. Kingery-Page / People often move through public transit space only recognizing the functional qualities. In such an environment we become faceless bodies moving through the landscape. As our environments become increasingly functional, so do humans—we cycle anonymously between work and home with little spontaneous interaction occurring in between. The daily routine is executed in nonplace: “Where once there were places we now find nonplaces. In real places the human being is a person. He or she is an individual, unique and possessing a character. In nonplaces, individuality disappears. In nonplaces, character is irrelevant and one is only the customer or shopper, client or patients, a body to be seated, and address to be billed, a car to be parked” (Oldenburg 1989, 205). The Maplewood light rail station in St. Louis County, Missouri is an example of nonplace. Although functional, the landscape lacks character. In order to combat nonplace sociologist Ray Oldenburg suggests that we cultivate third places—liminal spheres between home and work that facilitate informal social interaction. A major component of third place is user accessibility. Therefore, the ability to physically and mentally access public transit space will be investigated as a design dilemma. Through the reframing of physical and mental accessibility the Maplewood MetroLink station will evolve into a third place capable of supporting informal social interaction. In order to understand the factors influencing social interaction in public transit space, five precedents were examined using the Project for Public Spaces definition of “place.” Characteristics found to promote social activity include linkages, flexibility, imageability and social infrastructure. The factors were further defined as ‘mental’ or ‘physical’ accessibility which were then used to analyze the Maplewood MetroLink station. After examining physical and mental accessibility at the Maplewood MetroLink station, a design solution was proposed. The design encourages users to pause and interact with each other and the landscape in a highly mobile environment.

Master of Science / Department of Civil Engineering / Mustaque A. Hossain / Over the lifetime of an asphalt concrete (AC) pavement, the roadway requires periodic resurfacing and rehabilitation to provide acceptable performance. The most popular resurfacing method is an asphalt overlay over the existing roadway. In the design of asphalt overlays, the thickness is related to the structural capacity of the existing pavement. As the layers are overlaid, their structural characteristics change due to aging of asphalt. However, currently there is no method to determine the effect of aging on the structural capacity of an existing pavement. This study examined structural characteristics of six test roadways in Kansas using three different test methods: Falling Weight Deflectometer (FWD), Portable Seismic Property Analyzer (PSPA), and Indirect Tensile (IDT) test. The results were analyzed to determine how the modulus of an AC pavement layer changes over time. The results indicate that as the AC pavement ages, its modulus decreases due to pavement deterioration, especially stripping. Two test roadways that showed little signs of stripping had a minimal reduction or even an increase in AC moduli. Thus, the stripping issue needs to be addressed to ensure longevity of AC pavements. While the correlation between test methods studied was mostly consistent for each roadway, no universal correlation was found. The structural coefficient of each AC layer was determined based on the resilient modulus of the layer. It was found the structural layer coefficients do not typically decrease with age at the same rate, and the rate of decrease is a function of the distresses observed.

Master of Regional and Community Planning / Department of Landscape Architecture/Regional and Community Planning / Huston Gibson / Studies have shown that, since the early 1980s, the prevalence of overweight children and youth in the U.S. has tripled from approximately five to 16 percent of the population. Simultaneously, fewer and fewer children have been walking and cycling to school. Children—especially those aged 10 to 15 years—have some of the highest per capita traffic-related bicycle fatality and injury rates. While bicycle organizations, states and communities across the country have developed a variety of education programs independently and cooperatively with the National Safe Routes to School program, there is a lack of evaluation of the impact on bicycle safety, of different programs in different contexts, and of whether educational interventions reduce the risk of crashes and injuries. This study evaluated the effectiveness of Safe Routes to School programs with in-school bicycle education at reducing the crash rate and improving the safety of children and youth cyclists. The causal-comparative research design utilized bicycle mode share data collected from the National Center for Safe Routes to School for five existing programs—Boulder Valley School District Safe Routes to School, Eugene-Springfield Safe Routes to School, Safe Routes Philly, Portland Safe Routes to School, and Marin County Safe Routes to School—and crash data before and after program implementation for those respective communities. The crash assessment revealed a decreasing trend in crashes involving children and youth cyclists around treatment schools in the Eugene, OR and Philadelphia, PA program study areas, and at the aggregate level across program areas; but, this trend was not statistically significant when compared to the change in crashes around control schools in a quasi-experimental analysis. Nevertheless, the increase in students cycling to and from school reported by all but one of the programs, and the increase in exposure to crash risk as a result, indicated that the Safe Routes to School programs did not cause a decrease in the safety of student cyclists. Additional rigorous evaluations are needed utilizing randomized controlled design to maximize the reliability of reported findings and to aid decisions about where to invest resources in community-based approaches to injury prevention for cyclists.

Master of Landscape Architecture / Department of Landscape Architecture/Regional and Community Planning / Hyung Jin Kim / Walkability is a challenge for most suburban metropolitan areas. Specifically, the Kansas City suburban cities of Overland Park, Olathe, Leawood, and South KCMO have sprawled and disconnected urban patterns and a low average walkability score of 37 out of 100 (Walk Score, 2013, https://www.redfin.com/how-walk-score-works/). The Indian Creek Trail, an existing recreational trail that extends throughout the southern Kansas City neighborhoods, has the potential to improve walkability. It connects major destinations, including residential communities, businesses, and commercial districts throughout the suburban neighborhoods. Many studies have analyzed suburban sprawl and walkability, but few studies have identified the possibility of enhancing existing trail systems to provide for greater mobility, connectivity, and activity. The study examines the feasibility of reusing an existing trail system to act as a catalyst to promote walkability in the Kansas City suburbs. The goal of the project to create a paradigm shift in the way people think about transport and development. The purpose is to identify how centering walkable strategies around an active transportation network can promote walkability in sprawled suburban areas. The question: How can focusing improvement around existing trail infrastructure enhance walkability in suburban areas? has guided the project and helped define strategies for improvement. This project identifies the Indian Creek Trail’s current and potential uses from an in depth community and spatial analysis. Surveys, interviews, and observations were conducted within 13 major destination areas along the Indian Creek Trail. The results were then analyzed to create an evidence‐based design framework that will address walkable concerns. The project results showed there were three primary causes for walkable limitations along the trail network: current transportation trends, suburban development patterns, and social perceptions. Understanding these important aspects of walkability helped identify a framework for improvement. The findings from the analysis determined the site restrictions and prospects of creating a walkable environment along the Indian Creek Trail. The results identified primary locations of needed intervention and revealed major opportunities for connection. The design then applied walkable components based on analysis findings to create nodes of complete communities. Design decisions were tailored to amend community needs and alter traditional transport perceptions. The objective of the designs was to address specific walkable limitations to create reasonable solutions in suburban areas. The project identifies 5 primary components of walkability that can be used to create a walkable plan. Future studies would revolve around implementing the designs and analyzing the effectiveness to create a model that can be applied to enhance walkability for other suburban areas. Ultimately, the results could establish how improved walkability can promote multi‐modal transportation opportunities where population, density, diversity, and funding do not allow for typical transportation or development enhancements.

Master of Science / Department of Electrical and Computer Engineering / Christopher L. Lewis / This thesis describes the development of an automated computer vision system that identifies and inventories road signs from imagery acquired from the Kansas Department of Transportation's road profiling system that takes images every 26.4 feet on highways through out the state. Statistical models characterizing the typical size, color, and physical location of signs are used to help identify signs from the imagery. First, two phases of a computationally efficient K-Means clustering algorithm are applied to the images to achieve over-segmentation. The novel second phase ensures over-segmentation without excessive computation. Extremely large and very small segments are rejected. The remaining segments are then classified based on color. Finally, the frame to frame trajectories of sign colored segments are analyzed using triangulation and Bundle adjustment to determine their physical location relative to the road video log system. Objects having the appropriate color, and physical placement are entered into a sign database. To develop the statistical models used for classification, a representative set of images was segmented and manually labeled determining the joint probabilistic models characterizing the color and location typical to that of road signs. Receiver Operating Characteristic curves were generated and analyzed to adjust the thresholds for the class identification. This system was tested and its performance characteristics are presented.