Approaches to integrated strategic/tactical forest planning

Traditionally forest planning is divided into a hierarchy of planning phases. Strategic planning is conducted to make decisions about sustainable harvest levels while taking into account legislation and policy issues. Within the frame of the strategic plan, the purpose of tactical planning is to schedule harvest operations to specific areas in the immediate few years and on a finer time scale than in the strategic plan. The operative phase focuses on scheduling harvest crews on a monthly or weekly basis, truck scheduling and choosing bucking instructions. Decisions at each level are to a varying degree supported by computerized tools. A problem that may arise when planning is divided into levels and that is noted in the literature focusing on decision support tools is that solutions at one level may be inconsistent with the results of another level. When moving from the strategic plan to the tactical plan, three sources of inconsistencies are often present; spatial discrepancies, temporal discrepancies and discrepancies due to different levels of constraint. The models used in the papers presented in this thesis approaches two of these discrepancies. To address the spatial discrepancies, the same spatial resolution has been used at both levels, i.e., stands. Temporal discrepancies are addressed by modelling the tactical and strategic issues simultaneously. Integrated approaches can yield large models. One way of circumventing this is to aggregate time and/or space. The first paper addresses the consequences of temporal aggregation in the strategic part of a mixed integer programming integrated strategic/tactical model. For reference, linear programming based strategic models are also used. The results of the first paper provide information on what temporal resolutions could be used and indicate that outputs from strategic and integrated plans are not particularly affected by the number of equal length strategic periods when more than five periods, i.e. about 20 year period length, are used. The approach used in the first paper could produce models that are very large, and the second paper provides a two-stage procedure that can reduce the number of variables and preserve the allocation of stands to the first 10 years provided by a linear programming based strategic plan, while concentrating tactical harvest activities using a penalty concept in a mixed integer programming formulation. Results show that it is possible to use the approach to concentrate harvest activities at the tactical level in a full scale forest management scenario. In the case study, the effects of concentration on strategic outputs were small, and the number of harvest tracts declined towards a minimum level. Furthermore, the discrepancies between the two planning levels were small

Deep Reinforcement Learning-based Project Prioritization for Rapid Post-Disaster Recovery of Transportation Infrastructure Systems

Among various natural hazards that threaten transportation infrastructure, flooding represents a major hazard in Region 6\u27s states to roadways as it challenges their design, operation, efficiency, and safety. The catastrophic flooding disaster event generally leads to massive obstruction of traffic, direct damage to highway/bridge structures/pavement, and indirect damages to economic activities and regional communities that may cause loss of many lives. After disasters strike, reconstruction and maintenance of an enormous number of damaged transportation infrastructure systems require each DOT to take extremely expensive and long-term processes. In addition, planning and organizing post-disaster reconstruction and maintenance projects of transportation infrastructures are extremely challenging for each DOT because they entail a massive number and the broad areas of the projects with various considerable factors and multi-objective issues including social, economic, political, and technical factors. Yet, amazingly, a comprehensive, integrated, data-driven approach for organizing and prioritizing post-disaster transportation reconstruction projects remains elusive. In addition, DOTs in Region 6 still need to improve the current practice and systems to robustly identify and accurately predict the detailed factors and their impacts affecting post-disaster transportation recovery. The main objective of this proposed research is to develop a deep reinforcement learning-based project prioritization system for rapid post-disaster reconstruction and recovery of damaged transportation infrastructure systems. This project also aims to provide a means to facilitate the systematic optimization and prioritization of the post-disaster reconstruction and maintenance plan of transportation infrastructure by focusing on social, economic, and technical aspects. The outcomes from this project would help engineers and decision-makers in Region 6\u27s State DOTs optimize and sequence transportation recovery processes at a regional network level with necessary recovery factors and evaluating its long-term impacts after disasters

Strategies for Prioritizing Needs for Accelerated Construction after Hazard Events

There is a need for rapid and responsive infrastructure repair and construction after natural disaster events such as hurricanes, wildfires, and tornadoes. These natural disasters often shut down basic infrastructure systems, as experienced recently in several Region 6 states as well as in other states around the country. Accelerated construction practices are often used in these situations to speed up the traditional, and often slow, project delivery process. However, after a natural disaster, several and different types of transportation infrastructure components are in need of inspection, rehabilitation or reconstruction, and transportation agencies are challenged with the task of prioritizing these accelerated projects. This study conducted an extensive literature review of current accelerated methods, infrastructure prioritization practices, and institutional barriers. Interviews with professionals from the transportation industry, including both private and public services, were conducted. Significant input from the railroad industry was used to compare private and public transportation systems responses after disasters. The results of this survey were used to quantify the importance of the accelerate methods and prioritization criteria, and which are the barriers to implement a prioritization model. Lastly, a decision support tool for prioritizing needs for accelerated construction after disaster events, specifically hurricanes and flooding, which commonly affect Region 6, was developed using the data collected

Ranking Highway Transportation Asset Criticality through Stakeholder Input Using the Analytical Hierarchy Process (AHP)

The transportation system is especially vulnerable to natural and human-made disasters which can have effects on mobility, safety, and the economy. This thesis presents a method to rank transportation assets based on their criticality to the transportation system by uniquely gathering stakeholder input on criticality criteria weights. This serves as a typical first step in vulnerability and resilience assessments. Six criteria were used to estimate asset criticality: Annual Average Daily Traffic (AADT), roadway classification, freight output, tourism output, Social Vulnerability Index (SoVI), and redundancy. Then, the criteria are combined via stakeholder input using a weighted ranking scheme called the Analytical Hierarchy Process (AHP). The AHP produces an average ranking based on the priorities of varied experts (i.e., Analysts, Engineers, Planners, etc.) using a pairwise rating system implemented as an online survey. 30 complete surveys were collected (13.2% response rate) via a national survey conducted in July 2022. While individual rankings vary, the AHP allowed for an average weight to be determined for each criterion and applied to average all criteria into a single metric. Overall, the criteria ranked in the following order (highest to lowest priority): AADT, redundancy, freight output, roadway classification, SoVI, and tourism. Criteria weights derived from AHP are then used to estimate a weighted average criticality for each asset, and finally, all assets can be ranked by their estimated criticality. The stability of the criteria ranking was confirmed after using 15 samples, indicating the minimum number of participants required for robust and reliable results in this AHP study. Using this approach, a statewide vulnerability and/or resiliency assessment can consider multiple, unique stakeholders’ perspectives within a single, consistent criticality metric

Ranking Highway Transportation Asset Criticality through Stakeholder Input Using the Analytical Hierarchy Process (AHP)

The transportation system is especially vulnerable to natural and human-made disasters which can have effects on mobility, safety, and the economy. This thesis presents a method to rank transportation assets based on their criticality to the transportation system by uniquely gathering stakeholder input on criticality criteria weights. This serves as a typical first step in vulnerability and resilience assessments. Six criteria were used to estimate asset criticality: Annual Average Daily Traffic (AADT), roadway classification, freight output, tourism output, Social Vulnerability Index (SoVI), and redundancy. Then, the criteria are combined via stakeholder input using a weighted ranking scheme called the Analytical Hierarchy Process (AHP). The AHP produces an average ranking based on the priorities of varied experts (i.e., Analysts, Engineers, Planners, etc.) using a pairwise rating system implemented as an online survey. 30 complete surveys were collected (13.2% response rate) via a national survey conducted in July 2022. While individual rankings vary, the AHP allowed for an average weight to be determined for each criterion and applied to average all criteria into a single metric. Overall, the criteria ranked in the following order (highest to lowest priority): AADT, redundancy, freight output, roadway classification, SoVI, and tourism. Criteria weights derived from AHP are then used to estimate a weighted average criticality for each asset, and finally, all assets can be ranked by their estimated criticality. The stability of the criteria ranking was confirmed after using 15 samples, indicating the minimum number of participants required for robust and reliable results in this AHP study. Using this approach, a statewide vulnerability and/or resiliency assessment can consider multiple, unique stakeholders’ perspectives within a single, consistent criticality metric

Guidelines for data collection and monitoring for asset management of New Zealand road bridges

Publisher PD

Prioritizing Mitigation of Road-Stream Crossings for Resident Aquatic Organisms by Accounting for Habitat Quantity, Quality, and Accessibility

Road crossings and dams may act as barriers to movement for a wide range of aquatic organisms in lotic freshwater systems. Limited funding constrains the number of barriers that may be mitigated by repair or removal, so systematic methods of prioritization are needed for selecting barriers for mitigation. A new formulation is proposed that links the number of organisms in the watershed to the amount and quality of accessible habitat in order to quantify habitat connectivity of a watershed. The method is applied to a case study performed on the Upper West Branch of the Westfield River in Massachusetts, with multispecies measures of habitat integrity and aquatic barrier passability allowing comparison of stream segments and barriers within the network and their contributions to overall habitat availability. Optimization techniques are used to maximize the amount of high-quality habitat in the network accessible by stream-resident organisms. Results of this study demonstrate that the optimal combination of barriers for mitigation may change dramatically as budgets change, and that foreknowledge of a project’s lifetime budget and accurate data regarding mitigation costs for individual barriers are crucial to cost-effective barrier removal planning

Mapping a Healthier Future: How Spatial Analysis Can Guide Pro-Poor Water and Sanitation Planning in Uganda

This report is intended for technical and high-level officers working both on poverty issues and in health and water departments at national and local levels. The report demonstrates how comparing levels of poverty in a location with maps of access to safe drinking water, enhanced sanitation facilities, hygiene behavior, and other environmental health indicators can inform strategies to fight poverty, as well as how information on the location and severity of poverty can assist in setting priorities for interventions and how to integrate data sets about water supply, sanitation infrastructure, and hygiene behavior to support coordinated interventions

Ecosystem Approach to Fisheries and Aquaculture: Implementing the FAO Code of Conduct for Responsible Fisheries

This publication provides guidance on how to implement the FAO Code of Conduct for Responsible Fisheries (CCRF) using an ecosystem approach to fisheries and aquaculture. The CCRF is a voluntary code covering all aspects of the management and development of fisheries and is designed to ensure sustainable development without adversely affecting the livelihoods of local communities that share the same resources as the fisheries. The authors outline the basic principles of the CCRF, describe concrete steps to be taken to use the ecosystem approach effectively, and recommend certain institutional changes and reforms that will be necessary if the potential of the ecosystem approach is to be realized in the Asia-Pacific region. The most significant reform needed is a paradigm shift in policy from one that is production oriented to one that is benefits oriented (social and economic). There is evidence that this is already being undertaken in the region with efforts being made to limit access, reduce the number of fishing vessels and introduce community-based rights systems. Stakeholder participation is essential and existing legal instruments and practices that interact with or impact fisheries may also need to be reconsidered, and adjustments made where necessary. In the future, it may even be necessary to regulate the inter-sectoral interactions and impacts through primary legislation. To promote broader adoption and implementation of the ecosystem approach by member countries, a wide range of regional activities is suggested by the authors including a media campaign, the building of fishery alliances among countries and capacity building in fishery agencies

Identifying spatial efficiency-equity tradeoffs in territorial development policies : evidence from Uganda

In many countries, place specific investments in infrastructure are viewed as integral components of territorial development policies. But are these policies fighting market forces of concentration? Or are they adding net value to the national economy by tapping underexploited resources? This paper contributes to the debate on the spatial allocation of infrastructure investments by examining where these investments will generate the highest economic returns"spatial efficiency", and identifying whether there re tradeoffs when infrastructure coverage is made more equitable across regions"spatial equity". The empirical analysis focuses on Uganda and is based on estimating models of firm location choice, drawing on insights from the new economic geography literature. The main findings show that establishments in the manufacturing industry gain from being in areas that offer a diverse mix of economic activities. In addition, availability of power supply, transport links connecting districts to markets, and the supply of skilled workers attract manufacturing activities. Combining all these factors gives a distinct advantage to existing agglomerations along leading areas around Kampala and Jinja. Infrastructure investments in these areas are likely to produce the highest returns compared with investments elsewhere. Public infrastructure investments in other locations are likely to attract fewer private investors, and will pose a spatial efficiencyequity tradeoff. To better integrate lagging regions with the national economy, lessons from the WDR2009"Reshaping Economic Geography"calling for investments in health and education in lagging areas are likely to be more beneficial.Transport Economics Policy&Planning,E-Business,Banks&Banking Reform,Non Bank Financial Institutions,Economic Theory&Research