Category Archives: Trucking

MnDOT Explores the Use of a Unified Permitting Process for Oversize/Overweight Loads

Researchers produced a proof-of-concept for developing a one-stop permitting process that would allow commercial haulers to plan a travel route and secure all required permits from a single source. MnDOT is working to develop a first-of-its-kind, unified permitting process to consolidate the requirements of every jurisdiction in the state into a single, quick-response platform that meets the needs of haulers.

“From a hauler’s perspective, the permitting process can be very cumbersome. Each agency’s application is different as are the general provisions that haulers need to follow,” said Renae Kuehl, Senior Associate, SRF Consulting Group, Inc.

“As carriers, we’re trying to do our due diligence in getting permits. But the current process can lead to significant safety and legal risks,” said Richard Johnson, Transportation Manager, Tiller Corporation.

What Was the Need?

Hauling oversize or overweight freight on Minnesota’s roadway system—highways, county roads, township roads and city streets—requires approval by each governing authority along the route. Roadway managers must review hauler travel plans to make sure size and weight limits for vehicles and loads will not endanger roadway facilities, hauler equipment and personnel before issuing the over-size or overweight permit.

Any single hauling route may require permits from multiple roadway authorities, each with different application procedures and response times. Some governing bodies, MnDOT among them, issue these permits online and can turn them around in minutes. Other agencies issue permits by mail, fax or email, which can take several days.

Haulers, however, may not have time to wait for a permit. If equipment breaks down at a loading site, for example, replacement equipment is needed immediately to meet contract deadlines and avoid paying labor costs for idle workers. A construction emergency may also demand large equipment be towed to a site. In situations like these, haulers often make the trip without appropriate permitting, accepting the legal and safety risks.

What Was Our Goal?

To simplify the permitting process, Minnesota local agencies would like to develop an online permitting application process that would allow permit-seekers to determine routes based on their vehicle and load size, and secure all necessary permits at one time. This research, the first phase of a multiphase study, aimed to determine the feasibility of a one-stop, unified permitting process by studying its technological and operational needs and gathering input from various stakeholders.

What Did We Do?

Investigators worked with the Technical Advisory Panel (TAP) and a group of policy experts from county and state agencies, commercial haulers and consultants to identify audiences with a stake in a unified permitting process. During meetings in northern Minnesota and in the Twin Cities area, investigators and TAP members met with key stakeholders: haulers and representatives from industry organizations; seven MnDOT offices (including Freight and Commercial Vehicle Operations, Information Technology, Maintenance and Geospatial Information); Minnesota counties; the City of Duluth; the Duluth-Superior Metropolitan Interstate Council; Minnesota State Patrol; the State Patrol Commercial Vehicle Section; and a county sheriff’s office.

The research team identified the challenges and needs of each stakeholder and organized the concerns according to policy, process and technology. Then they explored solutions that would allow the development of a one-stop permitting process.

What Did We Learn?

Researchers determined that a unified permitting process is feasible. Policy issues include the need to standardize general provisions statewide, such as travel hours, insurance requirements and warning devices such as flagging needs. For example, currently the color of flags and lettering on banners vary from jurisdiction to jurisdiction; well-framed general provisions could make these requirements more uniform to serve multiple jurisdictions. The information required by each governing authority in its permit applications could also be normalized.

Process issues were about workflow. More than 80 percent of hauler requests are repeat-able: A commercial haul may be run on the same route with the same-size load three times a month for four months and may not require a full reapplication each time. Some agencies rely on paper, fax or emails to receive permit requests; others purchase permit-ting software; still others build their own software. These systems could be made more uniform so they could interact and share information among agencies.

Technology issues called for an interoperable system that could bring together geographic information system (GIS) capabilities and regulatory data that could be both received and shared. Mapping data could identify each permit required along a route being developed, and a portal could allow agencies to share information as well as allow permit-seekers to enter information and retrieve permits themselves. A portal could also integrate different software packages while offering information like Minnesota’s Gopher State One Call digging hotline.

What’s Next?

In Phase II of this project, which has already begun, researchers will develop a pilot portal that allows users to create route plans, identify permits needed and apply for all permits in one action. Investigators will test the platform with a three-county group. If this effort is successful, researchers will build a unified permitting process for use within all jurisdictions in Minnesota.

MnDOT is also enhancing its software for handling oversize/overweight permits and carrier credentials. Transportation Research Synthesis 1704 surveyed state agencies about current offerings.


This post pertains to the LRRB-produced Report 2017-26, “Oversize/Overweight Vehicle Unified Permitting Process (UPP) Phase I,” published August 2017. 

Mobility, labor, and competitiveness drive discussion at annual freight symposium

How does the ability to move freight affect the economic health of a state, region, and even a city? How are the supply chains of businesses impacted by freight flow? And what challenges and opportunities does Minnesota face when it comes to leveraging and strengthening its freight modes?

The 2016 Freight and Logistics Symposium offered a thoughtful examination of those questions and explored other topics related to improved mobility in Minnesota, including congestion, regulation, labor shortages, and the value of all freight modes to the state’s economy.

The event, held December 2, 2016, in Minneapolis, included:

  • A presentation on the power of freight flow data in attracting industry to a location and ways to use data in making a compelling case for businesses to invest
  • A panel Q&A featuring four industry experts from diverse organizations that depend on reliable freight movement
  • A discussion of how the 2016 election results may affect freight transportation

For a full summary of the event, download the 2016 Freight and Logistics Symposium proceedings (PDF).


The symposium was sponsored by CTS in cooperation with MnDOT, the Minnesota Freight Advisory Committee, the Council of Supply Chain Management Professionals, the Metropolitan Council, and the Transportation Club of Minneapolis and St. Paul.

Minnesota Partners with Neighboring States to Improve Traveler Information

Interstates 90 and 94 between Wisconsin and the state of Washington are major corridors for commercial and recreational travel. Extreme winter weather conditions, prevalent in the northern states within this corridor, pose significant operational and travel-related challenges. Recognizing the value of coordinated, cross-border collaboration for ITS deployment, Minnesota spearheaded the development of a transportation pooled fund study, called North/West Passage, in 2003.

The eight states – Minnesota, Idaho, Montana, North Dakota, South Dakota, Washington, Wisconsin and Wyoming – involved in the study are predominantly rural and face similar transportation issues related to traffic management, traveler information and commercial vehicle operations. They developed an ITS Integrated Work Plan and have completed nine work plans containing 50 projects.

North West Passage Traveler Information Website (roadstosafediscovery.com), the group’s hallmark project, offers travel information for I-90 and I-94 in a single interactive map. In addition to checking weather conditions, road closures and temporary truck restrictions, motorists can find the location of gas stops, rest areas and parks.

The states are currently evaluating a program that allows citizens to report driving conditions so that they can be included in traveler information reporting (a pilot is underway with MnDOT’s 511 system), and another project is comparing winter maintenance practices between corridor states.

“The biggest benefit of this pooled fund study is that it allows MnDOT to see what its neighbors are doing when developing solutions for operational issues. This awareness really helps us make better decisions about our projects at the state level,” said Cory Johnson, Traffic Research Director, MnDOT Office of Traffic, Safety and Technology.

Other major accomplishments:

  • North and South Dakota 511 callers can select to receive information on Minnesota’s highways.
  • An online portal for coordination of traffic management center operations, including guidelines, maps and contact information to manage major events across states.
  • Development of one proposal to hire a contractor to perform work in two states.
A map of possible routes from Milwaukee going west past North Dakota, with boxes the user can check to show Road Work, Weather Alerts, Road Conditions, and other features of the route.
Eight states maintain the North West Passage Traveler Information Website, which shows real-time travel information between Wisconsin and Washington along Interstates 90 and 94. A mobile app is under development.

For more than 30 years, the Federal Highway Administration’s (FHWA’s) Transportation Pooled Fund (TPF) Program has been providing state departments of transportation and other organizations the opportunity to collaborate in solving transportation-related problems. The TPF Program is focused on leveraging limited funds, avoiding duplication of effort, undertaking large-scale projects and achieving broader dissemination of results on issues of regional and national interest.

‘New logistics’ will change the way goods are delivered—and how the road network is used

Today, moving freight accounts for more than a third of the world’s transport energy—and that share is growing. The rise in global trade, online retailing, and business-to-business delivery is not only changing how goods are moved but also the type of goods moved and how far or frequently they are transported.

Currently, this massive movement of goods throughout the economy relies on an intricate—and largely decentralized—multimodal network of truck, rail, ship, and airplane delivery. However, change is on the horizon. In a study sponsored by MnDOT and the Minnesota Local Road Research Board, U of M experts outline the important impacts these changes will have on the road network and transportation infrastructure.

“There is hope that new methods of organization and proposed standardization will increase efficiency of freight movement and give rise to a new era of goods transport,” says Adam Boies, an assistant professor in the Department of Civil, Environmental, and Geo- Engineering (CEGE). “In the years to come, we expect that advances in logistics systems will be enabled by new technologies, approaches, and the desire for increased efficiency.”newlogistics2

Changes in the way logistics operations are organized will help drive advances. New information technology permits the sharing of data between and across businesses, which in turn drives efficiency and leads to fuller vehicles. “This may reduce the distance traveled by heavy goods vehicles per unit of GDP, which may in turn reduce costs and entice more demand for delivered goods,” says CEGE professor David Levinson, the study’s principal investigator. “Ultimately, this could mean fewer trips by individual consumers and more deliveries. We anticipate the result will be a net reduction in distance traveled.”

The study also examined some of the potential drivers for changes in the freight industry as a result of logistics reorganization. These include supply chain pooling, in which individual logistics operations are shared between collaborators, and the Physical Internet Initiative, which seeks to create standards for packaging to enable the homogenization of freight technology. “While both of these advancements have the potential to increase logistics efficiency by reducing the transportation of empty loads, they will also increase truck weights—which may increase pavement damage,” Boies says.

Other transportation and logistics changes will result from shifts in the ways businesses and consumers receive goods and services, including business-to-business systems and technologies that enable a sharing economy, same-day delivery services, 3-D printing, and “last mile” delivery services. In addition, a growing portion of purchases can be delivered directly over the Internet. “Delivery is easily automated for data-based goods like books, music, video, and software,” Levinson says. “Purchases that could once only be completed by moving things can now be done by moving data.”

The research is part of a multi-pronged study that analyzed the technological shifts altering surface transportation and the implications for Minnesota. Findings are available in a final report: The Transportation Futures Project: Planning for Technology Change.

Parking availability system takes aim at truck driver fatigue

MnDOT, in partnership with the Federal Highway Administration, is test-deploying a high-tech system to help combat drowsy driving and keep truck drivers in compliance with federal hours-of-service regulations.

Developed by researchers at the University of Minnesota, the prototype system lets  drivers know when parking spaces are available at rest stops ahead. It has been deployed at several locations along the heavily traveled I-94 corridor between Minneapolis and St. Cloud.

From today’s MnDOT news release:

ST. PAUL, Minn. – New technology along the I-94 corridor west and northwest of the Twin Cities is helping truckers find safe places to park. Three Minnesota Department of Transportation rest areas are now equipped with automated truck stop management systems that tell truck drivers when parking spaces are available.

The technology will improve safety, lead to better trip and operations management by drivers and carriers and help MnDOT and private truck stop owners manage their facilities more effectively, according to John Tompkins, MnDOT project manager.

“So far, the results have been positive. We’ve had 95 percent accuracy in determining the availability of spaces,” he said.

Federal hours of service rules require truck drivers to stop and rest after 11 hours of driving. Tompkins said if drivers continue to drive beyond 11 hours, they could become fatigued and be forced to park in unsafe locations such as freeway ramps. They could also face legal penalties.

The problem of truck driver fatigue recently took the national spotlight when an allegedly drowsy driver slammed his semitrailer into a limousine carrying actor-comedian Tracy Morgan and six others. One passenger died in the crash.

The parking availability project is led by MnDOT Freight Project Manager John Tompkins and University of Minnesota professor Nikolaos Papanikolopoulos. MnDOT Research Services & Library produced the video above, which demonstrates the system in action. You can learn more about the project on the Center for Transportation Studies website.

Demonstration project helps truck drivers find safe places to park

With freight traffic increasing on U.S. roadways, commercial truck drivers often struggle to find safe and legal places to park. If parking spaces are not available at a nearby rest area or truck stop, drivers may be forced to pull over in unsafe locations or continue driving and become dangerously fatigued. Drivers may also risk violating federal hours-of-service rules, which require them to rest after 11 hours of driving.

In response to this issue, a team from MnDOT, the University of Minnesota, and the American Transportation Research Institute
 is developing a system that can identify available truck parking spaces and communicate the information to drivers—helping them determine when and where to stop. System benefits include improved safety, reduced driver fatigue, and better trip management.

The system uses a network of digital cameras suspended above a parking area to monitor space availability. Image processing software developed by researchers at the U of M’s computer science and engineering department analyzes the video frames and determines the number of available spaces.

As part of a demonstration project funded by MnDOT and the Federal Highway Administration, the project team is installing the system at three MnDOT rest areas and one private truck stop on I-94 west and northwest of the Twin Cities.

The U of M research team first installed the system in late 2012 at the the Elm Creek Rest Area, two miles north of Interstate 494 on I-94. As of early 2014, the system has been installed at an additional rest area, and a third site is in progress.

Next steps for the project include implementing several mechanisms that will communicate parking information to truck drivers. First, the team plans to install variable message signs along I-94 this spring. Also in the works are an in-cab messaging system and a website.

Overall results of the demonstration project will help the team determine whether this technology holds promise for use in other corridors throughout the nation.

Read the full article in the February issue of Catalyst.

CTS Research Conference videos and presentations now available

If you weren’t able to attend the CTS Research Conference, or, if you simply want to check out presentations from other sessions, the videos of the keynote and luncheon speeches, as well as PPTs from most of the concurrent sessions, are now available on the CTS website. You won’t want to miss Minnesota Department of Health Commissioner Ehlinger’s tuneful take on the links between health and transportation and Elizabeth Deakin’s view of new ways to get around.

Portable weigh-in-motion system demonstration

Weigh-in-motion (WIM) systems consist of sensors placed in road pavements to measure the weight of vehicles passing over them, along with other data such as speed, axle load and spacing, and vehicle type. This data is used to enforce weight limits on trucks and is also useful in a wide range of other applications, such as pavement design and traffic analysis.

However, constructing and maintaining permanent roadside WIM stations is expensive, so these systems are installed primarily on roadways with heavy traffic, such as interstate and trunk highways, and rarely used for rural local roads. Meanwhile, heavy truck volumes on local roads are increasing, significantly shortening their lives. A less costly, portable WIM system is needed for such roads so that collected data can be used to better design these roads to accommodate heavy truck traffic.

One solution for bringing WIM technology to local roads is to implement a portable, reusable system similar to pneumatic tube counters used to conduct traffic counts. With funding and technical assistance from MnDOT and the Local Road Research Board, Professor Taek Kwon of the University of Minnesota—Duluth has developed a prototype system that has already proven to be nearly as accurate as the more expensive, permanent systems.  MnDOT Research Services staff drove up to MnROAD this week to observe a live demonstration of the technology, and made this short video.

The research being conducted here is part of an implementation project based on Kwon’s original study, the results of which can be found in this research report and its accompanying two-page technical summary from MnDOT Research Services.