civil engineer€¦ · civil engineer | spring 2007 department news novak named fellow for...

Civil Engineer

Inside the Minnesota Traffic Observatory

Alumnus JohnsonEngineers Recovery in New Orleans

Student Bridge Team ReachesNationals

Liu Gets SMART WithTraffic Signals

Institute of Technology • Department of Civil Engineering SPRING 2007

3 Department News

5 Awards and Accomplishments

6 Student News

8 Keeping Up With Traffic The New Minnesota Traffic Observatory

10 Liu Gets Smart with Traffic Signals Untangling Intersection Congestion

12 Out of the Depths Alumnus Craig Johnson in New Orleans

14 Clearing the Air Professor Julian Marshall talks about air pollution

Greetings from John Gulliver

Civil Engineer, a biannual magazine for CE alumni and friends, is published by the Institute of Technology’s Department of Civil Engineering.

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Cover photo: Director John Hourdos stands over the GIS Table inside the new Minnesota Traffic Observatory. Credit: Hourdos

Civil Engineer spring 2007

C O N T E N T S

It is my pleasure to communicate with you once again about activities in the Department of Civil Engineering and those of the department’s alumni. The theme of this issue is devoted to transportation systems engineering. The first story details the recently opened Minnesota Traffic Observatory. The Observatory was developed jointly by the department and the Center for Transporta-tion Studies. Both existing and new transportation faculty in this area are very excited about the research they can perform in the facility. Professor Gary Davis is the princi-pal investigator for the Observatory and John Hourdos serves as its director. A second article describes the research that Assistant Professor Henry Liu is undertaking on analyzing the tim-ing of traffic signals to clear a clogged intersections more efficiently. This issue of the Civil Engineer also introduces Assis-tant Professor Julian Marshall, a new faculty member who specializes in air pollution research. Finally, Alumnus Craig Johnson is featured for his work managing Task Force Guardian to rebuild the City of New Orleans. This will be the last time that I will have the pleasure of addressing this column to you. I am stepping down from the Head position on June 30, 2007 to return to my previous life as a professor. In my 10 years as head there have been changes in the education program. In 1999, we had the first Graduation and Awards Reception, an event successful in bringing graduating students and their families onto campus and into the department building. The addition of the capstone design course was truly unique, relying on both faculty and practitioner-mentors to work together to finish an engineering student’s educa-tion properly. The help of Professor Heinz Stefan and the Capstone Design Committee, and the willingness of the practicing engineers in the community to bring real-life projects and advice has been essential in making this a success. Finally, the M.S. in Infrastructure Systems Engi-neering has provided a means for practicing engineers to receive further education while working “almost” full-time. Professor Vaughan Voller and the faculty who teach in the program have worked diligently on developing the degree to be both rigorous and relevant. These programs were all implemented within my first few years and we have spent the remaining time consolidating them. It is time to give someone else a try at implementing the ideas that they have for the department. I am looking forward to it.

Civil Engineer | Spring 2007 �

Department NewsNovak Named Fellow for Environmental InstituteCivil Engineering Professor Paige Novak was recently named as one of the founding fel-lows for the University’s new Institute on the Environment. The Institute’s mission is to coordinate campus environmental research to make it easier for scientists and faculty to share knowledge with each other and the public. The organization also intends to pursue real solutions to regional and global environmental problems through the highest quality interdisciplinary research. “The University has a lot of people working in the envi-ronment and the Institute is a great way to bring everyone together,” said Novak. Fellows were selected based on demonstrated leadership in the environmental field including scholarly accomplishment in publishing and research support. Experience in team-oriented and multidisciplinary research, as well as a strong commitment to the goals of the Institute were also important factors in be-ing selected. Novak believes the collective expertise offered by the In-stitute is just what’s needed to solve today’s environmental issues. “The Institute is exciting because it will help bring together great researchers from across the University and globe to provide real solutions to some of our current problems.”

French Presents for Comstock Lecture SeriesThe academic excellence of Department of Civil Engineering Professor Cathy French was put on display when she recently spoke dur-ing the Ada Comstock Distinguished Women Scholars Lecture Series. French is member of the structural engineering group and known worldwide for her work researching the ef-fects of earthquakes on concrete structures. The opportunity to speak in the series recognizes French’s achievements within the context of Comstock’s legacy. Ada Louise Comstock was the University’s first Dean of Women, whose successful academic career eventually led her to an appointment as President of the former Radcliffe College in Cambridge, Mass. The lecture series seeks to honor Comstock’s historic achievements, as well as celebrate current outstanding women scholars working around the school. French was chosen to speak at the series by members of the University’s Women’s Faculty Cabinet due to her accomplish-ments in the fields of structural engineering and earthquake research, as well as devotion to scholarship and teaching. French currently serves as the principal investigator behind the University of Minnesota’s Multi-Axial Subassemblage Test-ing (MAST) Laboratory. She received the Institute of Technol-ogy Distinguished Professorship in 2006.

Blodgett and Susag Receive Outstanding Achievement AwardAlumni Russell Susag and Omer Blodgett were awarded Outstanding Achieve-ment Awards during the Spring 2007 graduation ceremony in recognition of their distinctive professional accomplishments and civic contributions. Blodgett (MetE ‘41 and ME ‘74) is regarded as a premier expert in welded connections. His handbook, Design of Welded Structures, has been a standard reference since it was first published in 1966. The American Welding Society and American Institute of Steel Construction sought his expertise in develop-ing national steel welding standards. The Engineering News-Record confirmed Blodgett’s status as a notable leader when it named him one of the top 125 engineers of the past 125 years in 1999. Susag (CivE 56’, MS and Ph.D. ‘65) made his mark as a pioneer in pollution prevention and community leader. While at �M, he drafted the Pollution Pre-vention program, an initiative now taught to every environmental engineer-ing student at the University. Susag also served on the Richfield, Minn. City Council and currently serves on the Metropolitan Council. The Department of Civil Engineering is pleased to have been a part of Blodgett and Susag’s success and congratulates them on receiving the University’s Outstanding Achievement Award.

Blodgett, Dept. Head John Gulliver, and Susag during the commencement ceremony.

4 Civil Engineer | Spring 2007

Inside the MAST Lab The current project at the MAST lab is one investigating the use of high performance fiber-reinforced concrete to create economical slab-column con-nections for buildings constructed in seismic regions. The principal investiga-tors for the project are the University’s Professor Carol Shield and Gustavo Parra from the University of Michigan. Gradu-ate student Min Yuan Chen, also from the University of Michigan, is assisting Shield and Parra in their evaluations. In January, the MAST lab hosted a workshop for potential users of the facility. Ten faculty and researchers from nine different universities participated in the day-long workshop. Interested in seeing what’s happening inside the MAST lab? Visit the lab Web site at nees.umn.edu and click on the live web cam link. There, viewers have access to two web cams located in the lab. From the web interface, visitors can pan, tilt or zoom these two cameras to get a good look at what is going on inside the research area.

Darter Named Director of Pavement Research Institute

Michael I. Darter was named executive di-rector of the Univer-sity of Minnesota’s Pavement Research Institute. Darter has been involved in pavement engineer-ing for 40 years and is an internation-ally recognized authority in highway and airport infrastructure. In addition to his new duties at director, Darter is also Professor Emeritus of Civil and Environmental Engineering at the University of Illinois and principal engineer with Applied Research Associates (ARA), Inc. Darter will have a 25 percent appointment while continuing his work with ARA. He succeeds Erland Lukanen, who accepted a position in Mn/DOT’s Office of Materials.

In Memoriam...JohnsonDouglas A. Johnson (CivE ’62) died on June 14, 2005. Following graduation, Johnson went to work for Al Johnson Construction Company (no relation) on the Opekiska Lock project in West Virginia. Johnson’s cross-country career eventually elevated him to president of the company. In 1998, he became vice-chairmen of Johnson Construction and entered semi-retirement. John-son went on to serve as president of the Disputes Review Board Foundation and as a member of the University of Minnesota’s Civil Engineering Advisory Council.

Fletcher *Bob Fletcher Sr. (CivE ‘54 and M.S. ‘55) won a Purple Heart in Korea, took pride in his sheriff son and adored his wife of 55 years. His crowning moment, though, might have been helping build the ice palace for the 1986 St. Paul Winter Carnival. Fletcher, 76, died Saturday at his Maplewood home. For �� years, Fletcher worked for the Army Corps of Engineers and designed dams, bridges and flood control proj-ects, said his son. But as project manager for the 1986 ice palace, it “was the first time he got to build something that was beautiful and magical,” said Bob Fletcher Jr. Fletcher received undergraduate and master’s degrees in civil engineering from the University of Minnesota. Fletcher retired in 1989 from the Corps of Engineers and worked part time at Short Elliot Hendrickson Inc., a Vadnais Heights engineering firm, until last fall.

* Excerpt from article by Mara H. Gottfried, St. Paul Pioneer Press, 04/0�/2007

Department News

Inside MAST lab test chamber.

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Civil Engineer | Spring 2007 5

Andre Atkins, Michael Frankbreg, Alison Ling, Owen Trinh were awarded scholarships from the Ameri-can Council of Engineering Companies of Minnesota at the Fortieth Annual Engi-neering Excellence Awards. Melissa Gettel received the Don Stormoe Scholarship during the event as well. The annual scholarship competi-tion is open to all engineer-ing students enrolled in their sophomore or junior year in an accredited engineering school within the state of Minnesota.

Matthew Curran partici-pated in the Association for Computing Machinery’s International Collegiate Pro-gramming Regional Contest, placing sixth out of 181 competitors.

Xiaozheng He received the Matthew J. Huber Award from the University of Minnesota’s Center for Trans-portation Studies. He is a second year civil engineering graduate student pursuing both M.S. and Ph.D. degrees. The Huber Award is given annually to University of Minnesota graduate students demonstrating an outstand-ing contribution in research, writing, and educational activities in the field of transportation.

Graduate student Eric Novotny is the recipient of the 2007 Edward Silber-man Fellowship Award. The

purpose of the Fellowship is to reward academically outstanding students who perform their research at the St. Anthony Falls Laboratory. The Silberman Fellowship provides a generous stipend; a tuition waiver for up to 14 graduate credits per semester during the academic year; subsidized health insurance coverage, and resident tu-ition rates for eligible family members of fellows.

Wenteng Ma was awarded a scholarship of $1,250 by the Intelligent Transportation Society (ITS) of Minnesota. ITS works to promote aware-ness of Intelligent Transpor-tation Systems - wireless and wire-line communications-based information, control and electronics technologies for use within transportation infrastructures. The Spring Creek Restoration Project design of Tim Erick-son, Meghan Funke, Chris LaNasa, Trent Rite and Lori Sobolewski participated in the Parsons Brinckerhoff Environmental and Water Resources Student Design Competition during the 2007 Environmental and Water Resources Institute World Environmental & Water Re-sources Congress, May 15-19, 2007 in Tampa, Florida. Pro-fessor Heinz Stefan advised the team.

Awards

Faculty StudentsRandal Barnes has been chosen by the Department of Civil Engineering undergrad-uate students for the 2007 Bonestroo, Rosene, Anderlik and Associates Undergradu-ate Faculty Award. The award is given to a member of the faculty demonstrating excel-lence in teaching, advising, and mentoring of students.

Pat Brezonik has been se-lected as the Uni-versities Coun-cil on Water Re-sources recipient of the Warren Hall Medal for 2007. This medal recog-nizes the recipient for their unusual accomplishments and distinction in the water resources field.

Henry Liu received the IEEE Min-nesota Section Young Engineer of the Year award at the Minnesota Society of Professional Engineers banquet.

Michael Semmens received a Senior Fulbright Scholar-ship to

visit Norway for six months. He is working with a water and wastewater research group in the engineering program at the Norwegian University of Science and Technology in Trondheim.

Fotis Sotiropoulos was ap-pointed to the board of direc-tors of the Hydro Research Founda-tion, which works to advance knowledge and public aware-ness of the benefits of hydro-electric power.

Steve Wojtkiewicz was an-nounced as the ASCE Minne-sota Section Young Engi-neer of the Year at the Minnesota Society of Professional Engi-neers banquet. Additionally, Wojtkiewicz was awarded the Minnesota Engineers and Science Technologists Society Young Engineer of the Year for 2007. A traveling plaque will be displayed in the fac-ulty lounge for 2007.

& Accomplishments


The Department of Civil Engineering’s Steel Bridge Team earned a birth in

the 2007 National Steel Bridge Competi-tion in California following a third place finish at the Midwest regional qualifier. Building on the success of previous ex-perience, hard work and a diverse team, the student group rose above the compe-tition to clinch a spot in the challenging championship. The regional event between nine area colleges took place on March 9-10 at Minnesota State University in Mankato, Minn. The U of M team that participated in the match was sponsored by the stu-dent chapter of the American Society of Civil Engineers. “The goal of the competition was to build the most efficient, economical bridge,” said team captain Tina Bene-dict. The bridge was designed to scale and assembled from prefabricated parts during the competition. The scaled-sized 20-by-4 foot steel bridge was then judged on weight, speed of construction, ability to hold a 2,500 pound load and estimated full-size construction cost. Officials also scored the bridges based on the number of people involved in their construction, use of shoring devices, and assessed penalties. The aesthetic appeal

of the bridges was also judged in case a tie-breaker was needed to pick a winner.Teams had up to 45 minutes to com-plete assembly of their bridges using a maximum of six people. Some compo-nents could be preassembled, but only to within small and precisely defined dimensions. In addition to the opportunity to compete, team advisor Taichiro Okazaki saw the event as a chance to challenge students with a real-world engineering

shrugged Okazaki. “So he was the natu-ral candidate for our advisor,” joked con-struction team captain Andrew Atkins. The U of M team began plotting their bridge design for the springtime com-petition in the fall of last year. “The rules came out in late August or early September,” said Benedict. “The rules specified how wide it can be, how tall it can be, or how long it must be.” The steel bridge team then held a se-ries of planning meetings to brainstorm possible designs and begin creating a project schedule. The meetings were ini-tially attended by more than 50 people, before whittling down to 15 active team members. In a departure from previous teams, this year’s group reached out across departments to attract students from mechanical engineering and physics. It was a creative attempt to both cultivate new ideas as well as preserve old ones. “We’re trying to keep an ongoing body of knowledge within the team,” said team co-captain Matt Hernick. After hashing through rough sketches, the team settled on a design it self-termed a “segmented arch bridge.” “It’s probably got a name after the first guy who designed it,” laughed Atkins. “We went for a more complicated bridge that

Steel Bridge Team Advances to National Championship

“The goal of the competition was to build the most efficient, economical bridge.”

- TINA BENEDICT

project. “The purpose is for the students to get hands-on experience and a feel for the design and construction of real structures,” said Okazaki. The team chose Okazaki as its advi-sor because of his expertise in steel structures. “I’m currently the only faculty that specializes in steel design,”

The University of Minnesota Steel Bridge Team at the regional competition in Mankato, Minn.

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would hopefully be stiffer; we weren’t so concerned with speed.” Benefitting from the past, the team applied what it had learned during pre-vious competitions to this year’s design. “Last year we did well by focusing on construction, making sure we didn’t have reaches that were too long or parts that were hard to put together,” said Hernick. “We continued that focus this year.” With a design in hand, the team set about crafting construction plans and fabricating bridge pieces. Putting prin-ciples into practice, this is where much of the team’s learning took place. Some students had to put down their drafting pencils in favor of gas torches to de-velop new skills such as welding. “We’re not steel workers and we learned as we went,” said Benedict. Others, like Atkins, spent time fleshing out details with a CAD system or figuring out what materi-als to use for the bridge. The Midwest regional competition took place inside the field house at Minnesota State University. There, the U of M team faced eight other teams from schools like the University of Iowa and University of North Dakota. “It’s definitely the tough-est region,” said Atkins. In the end, the U of M team initially finished in third place after completing a bridge that took 6.9 minutes to build and weighed 207 pounds. The bridge also stood up well to the competition when it deflected only half an inch under load. The judges estimated the final full-size construction cost of the span to be about $3,394,000. Bridges in the compe-tition took �.�5 minutes to a relatively pokey 38 minutes to build and ranged in projected cost from $2.5 million to near $10 million. Normally, only the top two teams ad-vance to the national competition. How-

ever, this year’s competition proved to be an exception. After the event, judges found first place finisher North Dakota State University violated construction procedures. After conferring, they con-cluded that the top three Midwest teams would compete in the U.S. championship later this spring. The decision meant the U of M team was bound for Los Angeles, Calif., earning a spot in the national competition for the first time in recent memory.

2007 Steel Bridge Team Members

2007 Steel Bridge Team Members

Team Advisor Taichiro OkazakiAndrew AtkinsTina BenedictMike Cremin Charlie DeVoreTracy GillisLauren GlembockiEric Hanson Jack Hellerstedt, Matt HernickRob HoskinDanielle KranzAdam LovenRoss MakulerJoe MuellerMike Richie

2007 ASCE/AISC Student Steel Bridge Competition Results

1. North Dakota State University2. Lakehead University3. University of Minnesota4. MN State University - Mankato5. Iowa State University6. South Dakota State University7. University of Wisconsin - Plateville8. University of Iowa9. University of North Dakota

Jack Hellerstedt, Lauren Glembocki and Eric Hanson race to assemble the framework of the team’s bridge.

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The slight 20-by-4 foot steel bridge can support 2,500 pounds of load.


Hoping to help keep Twin Cities’ freeways flowing smoothly, the University of Minnesota’s Department

of Civil Engineering has made a move of its own. The department recently opened the doors to the new Minnesota Traffic Observatory, a world-class lab featuring innovative technologies to help researchers design roadways that are safer and easier to drive. The Observatory is a joint venture between Civil Engineering and its campus neighbor, the Center for Transportation Studies.

Keeping Up With TrafficThe Minnesota Traffic Observatory focuses on Twin Cities’ highways

The Minnesota Traffic Observatory features a traffic video wall and the innovative GIS Table.

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Lighting up the video wall is a fiber optic line connecting the observatory with the Minnesota Department of Transportation’s (Mn/DOT) traffic opera-tions center. Located in nearby Roseville, Minn., the center monitors freeways around the Minneapolis-St. Paul metro-politan area. The fiber optic line pro-vides live feeds of up to 16 of Mn/DOT’s �20 surveillance cameras watching the roadways. Before the addition of the fiber optic line, researchers relied on day-old recorded and compressed video. The low resolution footage wasn’t ideal for close inspection by engineers. Analyzing the footage was often difficult due to its pixilated appearance and tiny image on a computer screen. With the addition of the new connection, researchers will get live, full-size video perfect for use with modern research tools. “With high

quality video, we can use machine vision detection systems to analyze traffic,” said Hourdos. Such systems can count how many vehicles pass a specific point as well as measure their speed, length and the separation between them. But Mn/DOT isn’t providing the Obser-vatory with the only sights to be seen. High above downtown Minneapolis, the lab has exclusive access to a view unlike

“The idea of an observatory is that it brings the universe to your eyes.”- JOHN HOURDOS

any other in the world. Mounted to the rooftops of three high-rise buildings are an array of cameras maintaining a close watch on the most accident-prone intersection in the state: the I-94/35W commons. “The setup doesn’t exist anywhere else in the world at such a convenient location,” said Hourdos. “The fact that people are crashing is bad, but as re-searchers, we’re delighted.” The platform communicates wirelessly with the Observatory, transmitting data from video cameras and a special instru-ment called the “Autoscope.” A sort of smart camera, the Autoscope was in-vented by Professor Panos Michalopoulos and is manufactured by Image Sensing Systems, Inc. of St. Paul, Minn.

Observatory, continued p. 16 The GIS Table allows researcher to examine sites in scope and detail.

Ted Morris and a graduate student work with an Autoscope.

A New Point of View “The idea of an observatory is that it brings the universe to your eyes,” said lab director John Hourdos. The Minneso-ta Traffic Observatory takes an alternate view of the universe by looking closely at cars on the ground instead of stars in the sky. The new facility is designed to see vehicle traffic around Minneapolis and St. Paul as the interrelated sum of its parts. “We are looking at traffic as a sys-tem,” explains Hourdos. “As congestion increases, there are no isolated inter-changes. The whole thing is a big unit.” Getting the big picture for local traffic will help researchers identify dangerous or inefficient sections of the network and fix them. Employing state-of-the-art technolo-gies like computer simulators, high-speed networks and video projection equipment, the lab creates an all-en-compassing sensory experience of the Twin Cities traffic system. “Researchers, students, and visitors who come here will get a more complete picture of the transportation network,” said Hourdos.

It’s All Under ControlHourdos, along with principal investiga-tor Gary Davis and engineers Ted Morris and Chen-Fu Liao, set up the core of the Observatory to form a working virtual traffic control center. At its heart is a cluster of computer workstations lining two long counters connected to live traf-fic sensors and simulation systems. The workstations sit within easy viewing of live traffic video displaying across a wall.


Green lights usually mean go when traveling in a car, but congested intersections often have drivers only

seeing red. It’s a rampant problem plaguing roadways across Minnesota and the country that’s had no insightful means of diagnosis – until now. For the first time, Civil Engineering Assistant Professor Henry Liu and his SMART-Signals data collection system are attempting to untangle snarled traffic by analyzing the interaction of vehicles and intersection traffic signals.

Liu Gets SMART About Traffic SignalsResearcher’s project could untangle intersection congestion

Professor Henry Liu stands beside a control box used to test his SMART-Signals data collection system.

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The name SMART-Signals is short for “Systematic Monitoring of Arterial Road Traffic Signals.” The two-year program sponsored by the University, the Min-nesota Local Road Research Board, Hen-nepin County, and the U.S. Department of Transportation shows the promise of examining the process of traffic congestion in unprecedented detail. “This project has a lot of potential,” said Liu. “It’s probably the Nation’s first in terms of this scale of data collection and high-resolution data.” Liu believes the key to unclogging congestion lies in looking at the coordination between incoming traffic and intersection signal timing.

It’s Just a PhaseThe tri-colored traffic signals regulating busy intersections are usually governed in combination by vehicle detectors and roadside controller boxes monitoring the junction. The detectors are commonly either wired “loop” devices embedded in the roadway or special video cameras designed to count passing cars. As a car approaches an intersection, its presence is noted by either device. The informa-tion is then relayed to the controller cabinet, which uses its programming to either prolong a green light to let the car cross the intersection or change the signal’s color to permit the car to con-tinue after lining up in a queue. Traffic

engineers call the switch from green to yellow to red a “phase change.” A phase change for every approach to an inter-section is known as a “cycle.” Traffic engineers design intersections with the hope that drivers only have to wait for the light to change once before moving on. “We want to clear the queues for all approaches within a cycle,” said Liu. “If they can’t clear, then the intersection has a problem.”

More Green The obvious solution might appear to be to increase the length of green lights. “If you have a longer green, it would seem you could accommodate more traf-fic, but there’s a ripple effect,” said Liu. The researcher says the major danger is the possibility that with each cycle in-creasing numbers of cars will be stranded waiting for red lights to change on one side of the intersection while those on the other side easily trundle on through thanks to an extended green light. The scenario is transportation’s equivalent of “robbing Peter to pay Paul,” only now Peter seems to get taken for more and more with every signal cycle. “You’d give a better level of service coming from one direction, but increase the number of cars

time how many vehicles passed by,” said Liu. “Anything related with input into the intersection is recorded as an indi-vidual event and archived.” In theory, Liu’s system should give engineers the revealing data they need to prescribe the right timing schedules for individual traffic signals.

Putting It to the Test To test his system, Liu required a stretch of roadway with two particular traits: First, the road needed to have a mix of features, such as varying spac-ing between traffic lights and differing densities of traffic along its length. Secondly, and understandably most critically, the street had to have existing traffic problems. The researcher chose to trial his sys-tem along a notoriously clogged trans-portation artery in Edina, Minn. “It’s a very, very congested corridor,” explained Liu. Located on a three-mile stretch of France Avenue, the experimental area has 20 intersections fed by everything from quiet neighborhood side streets to a roaring interstate freeway. Hennepin County was already aware of France Avenue’s snags and hitches so it hired a traffic consulting firm to re-time the strip’s traffic lights. Now, the county plans to use Liu’s system to measure and verify the effectiveness of any changes made along the route. To accommodate the modern recording equipment, the community agreed to replace antiquated hardware inside controller cabinets along the route. The upgrades give Liu the signal input and connections his devices need to collect meaningful data and transmit it by modem back to the University campus. The combination of Liu’s clever SMART-Signals system, a perfect test site, and a cooperative governmental partner offer a fortunate chance for unprecedented insight into traffic’s worst problem. With more drivers on the road than any other time in human history, congested intersections will continue to clog commutes. The system might just be what drivers need to see not only green lights again, but happily the open road too.

“Anything related with input into the intersection is recorded.”- HENRY LIU

A controller box wired with Liu’s SMART-Signals system along France Avenue in Edina, Minn.

waiting in the queue on the other side.” Left unchecked the result is stuffy traffic congestion as cars stack up around the street crossing and the eventual worst-case scenario, gridlock. To figure out the best balance between green light length and the amount of incoming traffic, engineers really need to know when and how many cars cross intersections. Right now, control cabi-nets cannot record the number of cars tripping loop detectors or seen in camera systems. For his SMART-Signals project, Liu developed a device for use in con-troller cabinets capable of counting cars while also recording the traffic signal’s current phase. “We’ll know when a phase started, ended, when a vehicle crossed through the intersection, and over

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Out of the DepthsCivil Engineering alumnus Craig Johnson helps raise New Orleans from the historic flooding and despair wrought by 2005 Hurricane Katrina

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Civil Engineer | Spring 2007 1�

When civil engineer and U of M graduate Craig Johnson (M.S. CivE

’79) arrived in the flooded city of New Orleans following Hurricane Katrina, he knew the Big Easy was a long way from returning to its distinctly eccentric and habitable self. “There were about 170 miles of levee damaged or flood wall destroyed,” Johnson stated bluntly. As a leader in the city’s fight to win a war against water, Johnson commanded a team from Stanley Consultants working to ensure the city would never suffer from another hurricane like Katrina again. After Katrina passed and the Gulf Coast skies cleared, the Federal Govern-ment ordered the U.S. Army Corps of Engineers to repair the city’s defensive network of flood walls, levees, canals and pumping stations. The Corps group assigned to make the repairs was dubbed “Task Force Guardian.” Stanley Consultants to do the program

management work,” said Johnson. A major factor in selecting Stanley was Johnson’s unrivaled previous experi-ence in helping cities bounce back from disaster. “I spent six months in Baghdad trying to figure out how to rebuild the infrastructure,” said Johnson. Leading the team from Stanley, John-son reached New Orleans on Sept, 26, 2005 – less than a month after Katrina’s landfall. “When we first got down there it was kind of the wild west,” empha-sized Johnson. Law and order in the parishes were maintained by conspicu-ously armed police. The cultured city

temporarily became a place where life’s luxuries were made up of the barest essentials. Flamboyant dinners in the historic French Quarter were replaced with military-style meals served in park-ing lots. As a leader in New Orleans recovery ef-fort, Johnson toured seemingly endless rows of roads and houses abandoned like sinking ships. “It was unbelievably sobering,” said Johnson. “I could drive through neighborhoods for 45 minutes and never see a person.” The Stanley team’s responsibility was Johnson, continued p. 16

The destruction done by the pummel-ing storm was the worst ever suffered by a U.S. city and left New Orleans completely vulnerable to more flooding. With the onset of the next year’s hur-ricane season only eight months away, there was no time to waste in restoring the city’s failed flood protection system. The problem was that like the levees themselves, the undermanned engi-neering and contracting community in New Orleans was short on the strength needed to resurrect and protect the city. “The contractors in New Orleans didn’t have the horsepower to do it all,” said Johnson. All the same, a hurricane could come again and everyone - including Johnson - knew the city had to be ready. “Failure was not an option.” The complex and critical nature of the project meant the army engineers needed a team that could quickly step in to coordinate the rebuilding through progress analysis, information flow and logistics support. “The Corps picked

“New Orleans may never be what it was again, but New Orleans is worth saving.”- CRAIG JOHNSON

Levees like this one along the 17th Street Canal failed under the deluge and storm surge brought by Hurricane Katrina.

Craig Johnson presents poster boards to officers from the Army Corps of Engineers show-ing the progress of recovery projects underway in New Orleans.


Ozone, benzene, and diesel exhaust are chemicals polluting city air

and swirling around Julian Marshall’s research world. A first-year assistant professor in the Department of Civil Engineering, Marshall is examining air quality in urban settings with the hope that his work will eventually have us all breathing easier. Marshall is the first air pollution specialist to join the department’s environmental engineering section. He is a graduate of the innovative Energy and Resources group at University of California Berkeley and brings with him research experience from California, Can-ada, and Indonesia. Marshall’s research offers broad insight into the complex scientific and political issues involving urban air pollution. Nightly news broadcasts may highlight how countries like China are belching toxic smoke into the air, but Marshall knows the United States is not immune to the problem. “We’re breathing in pol-lution as we sit here,” he points out. The problem stems largely from cars, trucks and buses racing about our cities and dirtying the air from coast to coast. Air pollution is often considered mostly an environmental issue, much like global warming or deforestation. However, in addition to posing a threat to the planet, it’s also endangering our health. Whether we’re using a truck to deliver goods to a “big box” appliance store or a taxi to tour New York City, burning fossil fuels and other chemical processes is slowly poisoning the air we breathe. Across the Earth, air pollution causes upwards of six percent of deaths an-nually. Studies from around the world have shown how spikes in death rates precisely correlate with periods of poor air quality. Marshall says that even in less-polluted cities like Minneapolis, air pollution causes a measurable reduction in public health. Given all of this, he’s devoting his re-search to analyzing urban air pollution, with an emphasis on transportation sources and their health impacts. Taking It All InMarshall uses a unique equation when analyzing how urban air pollution sources affect people. “I think about the health impacts from each source as the product of three terms: emission, intake

Clearing the AirNew faculty member Julian Marshall is taking on urban air pollution in the name of better health.

Julian Marshall takes in the scenery and fresh air while working in Canada.

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fraction, and toxicity,” said Marshall. In other words, he considers the amount of emissions; how much of it we breathe, and how bad it is for our health. The middle and easily most esoteric term – intake fraction – is what currently interests Marshall most. In essence, intake fraction is the ratio of inhaled emissions versus the total amount present in the atmosphere. For example, an intake fraction of 10 per million, means people inhale 10 grams of pollution for every million grams released into the air. Until recently, a majority of research on air pollution and health has focused on emission rates or toxicity. Marshall thinks paying greater attention to what people actually breathe in, as is done when calculating

big,” Marshall recalled saying. After double-checking their math, they saw that kids riding on school buses were inhaling up to three times the amount of bus exhaust as those walking on the street or riding in cars. The duo knew their discovery was significant, but had no idea how truly big it would be. Figuring the informa-tion would be good for something, they decided to write a journal article about their remarkable finding. The announce-ment became national news, drawing the attention of the New York Times. Before long, it seemed everyone knew about the story. “One day my advisor came in and said ‘Hey, I heard about your research on TV last night’,” said Marshall. The seemingly academic and obscure concept

of Civil Engineering appeals to him as well. “The people are nice here and the faculty get along really well with each other,” said Marshall. “It just seemed like an environment I wanted to be a part of.” Marshall has begun research look-ing at not just the causes of urban air pollution, but also their cure. “One of the topics I’m interested in is urban planning,” said Marshall. With traffic congestion worsening and commutes getting longer, people are returning to cities to be closer to the places where they work, shop and live. He suspects this metropolitan migration is a chance for urban designers to make cities better for walking and cycling. The possibility has him wondering if urban air pollution

of intake fraction suddenly had direct application to every neighborhood street in America. From the Streets to the SeatsDoctorate in hand, Marshall is bringing his unique perspective and experience on transportation pollution into Uni-versity classrooms. “I enjoy teaching,” said Marshall. “It’s fun interacting with students.” What’s more, the professor is also showing his students how their personal decisions can influence the quality of both life and air. “A class I’m teaching now is called ‘Technologies for Sustain-able Societies’,” said Marshall. Through-out the course, he’s challenging stu-dents to consider how modern advances designed to serve society can help or hinder our ability to protect the envi-ronment and preserve resources. “One of my students said to me ‘Now it takes me much longer at the grocery store to decide what to buy because I’m thinking about all of these issues’,” said Marshall. Outside the classroom, Marshall finds the scientific diversity of the University offers an exciting opportunity to share research. “This is a large university do-ing a lot of top quality work, so there are people in many other areas who I can collaborate with,” said Marshall. The camaraderie within the Department

intake fractions, will help show how laws can be adjusted to better protect our health. “By focusing a little bit on intact fraction, there’s the strong potential for increased insight and making our regula-tions more effective” said Marshall.

Making NewsWhile working on his doctorate at Berke-ley, Marshall happened on a chance to show how determining intake fractions can reveal critical information about the impact of transportation on health. “I was at a three-week workshop with someone and I asked him what kind of research he was working on,” said Marshall. It turned out the researcher, a graduate student from UCLA named Edu-ardo Behrentz, was studying the compo-sition of air inside school buses in Los Angeles, Calif. Marshall asked Behrentz what the intake fraction was inside the buses. This was an important question to answer because Marshall knew that pollutants are much more likely to be inhaled within in an enclosed space compared to windy open air. Behrentz didn’t have an immediate answer. The two grabbed a pen to work out the calculations on a restaurant napkin. Marshall expressed shock at what the numbers showed. “That doesn’t seem right; those numbers are just way too

would be reduced in cities designed for such activities. If so, before long Marshall’s research could help clear the way for Americans to pedal or stroll to work without seeing a dingy yellow-tinted sky or fanning away stinky diesel exhaust Now that would be a breath of fresh air indeed.

“I think about the health impacts from each source as the product of three terms: emission, intake fraction, and toxicity.”- Julian Marshall

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Johnson, continued from p. 13

“to organize the pieces while the Corps dug in and got the job done.” As the U.S. Army Corps of Engineers focused on managing the repair work underway around the city, Johnson was looking ahead to identify solutions to potential logistics bottlenecks so materials were available when needed by the Corps’ con-tractors. This meant scouring the coun-try to find materials and then figuring out how to ship them to hard-to-reach work sites around New Orleans. Another important aspect of the job was to assist and coordinate efforts among engineer-ing contractors. “We had to discover ways of helping some of the contractors figure out how they were going to suc-ceed,” said Johnson. Johnson and his team also spent a lot of time assessing progress in rebuilding the city’s flood protection system. “We went out to the sites and talked with the people in charge of each contract. We knew how many cubic yards of earth had been placed. We measured how many linear feet of sheet metal had been driven,” said Johnson. Their collected data was then published in reports and maps read by both the general public and highest governmental officials. “We were told that these documents would go to the desk of the President,” said Johnson. The Stanley team also worked directly for the Corps leadership on the ground in New Orleans. “We gave analysis and advice to the Commander on how the program was going: are we meeting schedules or are we not,” said Johnson. Using weekly maps coded in green, yel-low and red, the team members showed Corps officers whether projects were going well, barely meeting schedules or bogged down. Despite Katrina’s seemingly complete swamping of New Orleans, Stanley found a way to harness the city’s most vital re-source. “We ended up hiring people from New Orleans and they were so happy to have a job,” said Johnson. “They were celebrities in their neighborhoods be-cause they knew what was going on with the hurricane restoration.” Together, the U.S. Army Corpsof Engineers, Stanley Consultants, the citizens of New Orleans and the host of contractors were successful in their attempt to restore the city’s hurricane

defenses. By the time Johnson left the city in mid-June 2006, the flood pro-tection system was rebuilt to the point it could hold its own against another hurricane like Katrina. Not wanting to stop with “good enough,” improvement work continues today to make it a model system. For a civil engineer as talented and committed as Johnson, helping New Orleans recover from Hurricane Katrina offered interesting daily challenges and the opportunity to come to the aid of his nation. But many people have won-dered why rebuild an old, sunken city that sits at ground zero in hurricane al-ley? Johnson feels the delightful unique-ness of the city and its extraordinary people are reason enough. “New Orleans may never be what it was again, but New Orleans is worth saving. The people just have a joy for life and a culture unlike any other place.”

Craig Johnson shared his experiences in New Orleans with the University commu-nity during an IT Public Lecture on May 16, 2007.

be driven through or walked on foot. The final innovation of the MN Traffic Observatory is perhaps the most revo-lutionary. “A brand new thing we have in this lab is another way of visualizing the system. It’s what I call the GIS/MAP Table,” said Hourdos. Approximately the size of a large conference room table, the GIS/MAP Table projects maps onto its surface. The inspiration for the device came from the drafting tables of old. Hourdos wanted to marry the spaciousness of a traditional drafting table with today’s modern GIS and computing technology. An obvious question might be “What’s wrong with viewing maps of a freeway system on a computer screen?” Hour-dos saw a major problem with that. “When you see the system in a computer screen, you only see a small part of it,” explained Hourdos. “If you zoom out, everything becomes tiny.” The engineer wanted a way to examine maps in detail without giving up a wide perspective. The GIS/MAP table affords both advantages with a few additional tricks thrown in. Users of the table control it with a sty-lus, just like with a personal organizer or Palm Pilot device. The system uses Mimio’s Whiteboard technology, which pairs an optical stylus with a reflective material that serves as a viewing and writing surface. The stylus acts as both a pen and input device, allowing research-ers to write notes on the maps as well as manipulate them. The electronic table then saves any notes or changes for later access. With all of its clever engineering and new technology, the Minnesota Traffic Observatory provides a fresh perspective on some of highway transportation’s big-gest problems. As traffic around the Twin Cities increases, it’s getting hard enough for drivers to keep an eye on traffic on their own. Thankfully, the University of Minnesota will be along for the ride.

Observatory, continued from p. 9

The devices use sophisticated processing technology to detect freeway events like accidents and stopped vehicles. Behind the traffic control consoles is what the lab’s staff calls the “DEN,” which is short for “Digital Environment.” The DEN works like a personal �D theater where test volunteers and engineers use virtual reality technology to evaluate in-tersection designs or driving situations. The system is made up of three large projection screens that are used to sur-round a person standing inside the DEN. A bank of six computers control what the user sees, while a traffic simulator feeds the system with realistic traffic conditions. Inside the DEN, test subjects and any equipment they use are wired with sen-sors to relay their movements to com-puters. The digital visualization tools then alter the computer-generated scene in response to their movements, allow-ing the subjects to interact with their virtual traffic environments. According to Hourdos, the �D environment can be programmed to create scenes designed to

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Christopher T. RileyJared C. ScofieldGeneral Leif J. SverdrupLeonard J. SnellRobert Q. TickleFrank Y. TsaiGordon E. TinkerJohn A. SiekmeierH William WalterMichael R. WigleyEsther Marie Zapata EstateRichard W. Whitney Jr.James R. WeinelFred H. Wilcox EstateGeorge J. Zuckman EstateMarilynn J. Weber

Paul H. BoeningMark J. BenassiWynn S. BingerCharles W. BritziusWilliam H. BurgumWilson C. BrownOtto G. BonestrooGuillermo E. Borja NathanJ. S. BraunRolf F. AmundsonGuy N. BjorgeN. Lawrence BentsonEdward C. BatherPeter J. DonninoArndt J. Duvall Jr.Donald O. DenckerKeith P. CaswellSteven L. CrouchAlfred G. EricksenDonald R. ElwoodRobert A. GravierTerrence E. Huntrods

William C. HillRobert E. FosterMark J. HindermannWilliam A. HustrulidKenneth D. HoytJoseph T. LingFrank LoukRichard S. KiltyAlgot F. JohnsonHarry MayeronRalph O. McDonaldHarold C. MattlinRobert H. OwensRichard D. MollisonDonald G. OssHarold F. RingRobert W. RoseneMelvin G. PetersonPerry C. PlankRobert K. K. PangH. Walter RemboldIrving R. Rapaport

The Presidents Club recognizes the University’s most generous benefactors - individuals, families and organizations - who want to see the University continue to be one of the nation’s great public universities. The following Department of Civil Engi-neering alumni are members of the Presidents Club:


Thank you to our alumni and friends for your generous support!Annual gifts A special thanks to CE alumni and friends for your support. Gifts like yours are instrumental to the success of the department. Your generosity has enabled us to offer scholarships and fellow-ships to our students, retain talented faculty, and improve our facilities.

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John Gulliver Publishes Chemical Transport Textbook

Prof. Gulliver’s book is available through Cambridge University Press.

Professor John Gulliver has published a new textbook entitled Introduction to Chemical Trans-port in the Envi-ronment. The 298-page book covers the mathematics of dif-fusion, turbulent diffusion and dispersion to the atmosphere, lakes, rivers, groundwater and oceans. Gulliver has designed the text to be suitable for use in either classroom or indepen-dent study courses. Principles

and concepts in the book are illustrated using real-life ex-amples and case studies. The book is written for graduate-level environmental mass transport classes. The book’s publisher, Cambridge University Press, also suggests it is suitable for undergraduate chemical and civil engineering students studying environmen-tal engineering.

civil engineer€¦ · civil engineer | spring 2007 department news novak named fellow for...

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